The Katowice–Legnica railway, also known as the Sudeten Main Line () is a long partly electrified mainline in Poland, connecting both cities of Katowice and Legnica. The railway is located within the borders of the Silesian, Opole, and Lower Silesian voivodeships, within the operational areas of the PKP PLK railway line units in Sosnowiec, Tarnowskie Góry, Opole, Wałbrzych, and Wrocław. The railway is called Sudeten Main Line due to the location along the Sudetes mountain range stretching from Prudnik to Legnica.
The railway was built and opened in sections between 1844 and 1876. It provided a connection between the industrialized settlements of the Sudeten Foreland and the mines of Upper Silesia. Prior to the nationalization of the railways, the railway was owned entirely by Upper Silesian Railway. From its inception, it was classified as a first-rate railway of major national importance.
The railway used to be numbered 74 according to D29 from 1949, the number changed to 103 in 1971, and changed to the current number 137 in 1985 where its current number is still being used today.
Route
Geography
The line starts at Katowice railway station at Środmieście in Katowice on the end point of the Warsaw–Katowice railway and the Oświęcim–Katowice railway, it heads west passing Katowice Załęże, Chorzów Batory, Świętochołcice, Ruda Śląska, Zabrze and Gliwice. From there, it continues through Gliwice Łabędy to Kędzierzyn-Koźle, where the Kędzierzyn-Koźle–Opole Groszowice railway begins.
The line still heads east passing Kędzierzyn Koźle Przystanek, Kędzierzyn Koźle Zachodnie, Głogówek, Racławice Śląskie and to Prudnik, where the Krapkowice–Prudnik railway ends. Next it runs through Nowy Świętów, Nysa, Otmuchów, Paczków and to Kamieniec Ząbkowicki where it crosses the Wrocław–Międzylesie railway.
From there, the line heads north through Ząbkowice Śląskie, Piława Górna, Dzierżoniów Śląski, Świdnica Miasto, Jaworzyna Śląska, where it crosses with line Wrocław Świebodzki–Zgorzelec railway, Strzegom, and Jawor. The line ends at Legnica railway station, where it connects with Wrocław Muchobór–Gubinek railway.
Sections The line is divided into 16 sections
A: Katowice – Chorzów Batory (0,070 to 6,166) B: Chorzów Batory – Gliwice (6,166 to 27,100) C: Gliwice – Szobiszowice (27,100 to 28,530) D: Szobiszowice – Gliwice Łabędy (28,530 to 32,985) E: Gliwice Łabędy – Rudziniec Gliwicki (32,985 to 49,056) F: Rudziniec Gliwicki – Nowa Wieś (49,056 to 61,623) G: Nowa Wieś – Kędzierzyn-Koźle (61,623 to 64,162) H: Kędzierzyn-Koźle – Kędzierzyn-Koźle Zachodnie (64,162 to 70,150) J: Kędzierzyn-Koźle Zachodnie – Prudnik (70,150 to 111,696) K: Prudnik – Nysa (111,696 to 139,075) L: Nysa – Kamieniec Ząbkowicki (139,075 to 177,219) M: Kamieniec Ząbkowicki – Świdnica Miasto (177,219 to 226,796) N: Świdnica Miasto – Jaworzyna Śląska (226,796 to 236,765) O: Jaworzyna Śląska – Strzegom (236,765 to 247,227) P: Strzegom – Jawor (247,227 to 262,333) R: Jawor – Legnica (262,333 to 284,190)
Connecting lines Operational Warszawa Zachodnia–Katowice railway Oświęcim–Katowice railway Katowice –Zwardoń railway Chorzów Batory–Tczew railway Ruda Chebzie–Zabrze Biskupice railway Zabrze Biskupice–Gliwice railway Katowice Ligota–Gliwice railway Gliwice Łabędy–Pyskowice railway Toszek–Rudziniec Gliwicki railway Kędzierzyn-Koźle–Chałupki railway Kędzierzyn Koźle–Opole railway Krapkowice–Prudnik railway Nowy Świętów–Głuchołazy railway Opole–Nysa railway Nysa–Brzeg railway Wrocław–Międzylesie railway Bielawa–Dzierżoniów railway Wrocław–Jedlina Zdrój railway Wrocłąw Świebodzki–Zgorzelec railway Wielkie Piekary–Miłkowice railway Wrocław–Gubinek railway Partly operational Malczyce–Grabina railway Jawor–Roztoka railway Defunct Polska Cerekiew–Baborów railway Głubczyce–Racławice Śląskie railway Nowy Świętów–Sławniowice Nyskie railway Nysa–Kałków Łąka railway Nysa–Ścinawa Mała railway Otmuchów–Dziewiętlice railway Otmuchów–Przeworno railway Kamieniec Ząbkowicki–Złoty Stok railway Malczyce–Jawor railway Under revitalization Kobierzyce–Piława Górna railway
History
19th century
Jaworzyna Śląska – Świdnica section
In 1841, plans were underway in Silesia to build additional connections, including from Legnica through Jawor, Strzegom, Świdnica, and Dzierżoniów to Ząbkowice Śląskie, from where two branches were to extend: through Kłodzko and Międzylesie to the Czech lands (Austria) and through Nysa to Koźle. In order to avoid the delay of the line construction due to the resistance of the Świdnica military authorities, it was decided to route it to Świebodzice, hoping that over time the fortress command would change its position. Difficult "military" negotiations continued and intensified significantly in 1843, when there was already an argument in hand in the form of an almost completed line to Świebodzice. Ultimately, in November 1843, after the first section of the line had already been commissioned, the authorities of the Wrocław Regency were presented with a compromise project, which outlined, among other things, the route of the line, the location of the terminal station in Świdnica (also a dead-end), and the planned opening date of the line.
The branch from Jaworzyna Śląska was laid perpendicular to the main line in a south-eastern direction. After leaving the station, the tracks led in a gentle curve to the right. About from the junction, they crossed the old coal road Ciernie — Kąty almost at a right angle, after which they ran straight for to the terminal station in Świdnica. By constructing several embankments and cuttings, it was possible to lay the line almost "as on a table." From above sea level in Jaworzyna Śląska to above sea level in Świdnica. The deepest and longest cuttings were created north of Bolesławice and west of Tomkowa, while the highest embankments, along with water culverts, were at the points where the line crossed the Bagieniecka River and its tributary, as well as the Jabłoniec. Between the two towns, there was no intermediate station, although the line passed just west of Bolesławice and just east of Tomkowa. The length of this single-track line was nearly , and the terminal station in Świdnica was located right at the fortress boundary.
Świdnica – Dzierżoniów section In 1848, despite the unfavorable social-economic situation, discussions about extending the line from Świdnica to Austria resumed. At that time, a favorable tendering circumstance was the emergence of plans to build a line from Berlin to Vienna via Zgorzelec and Liberec, essentially bypassing Silesia. Nevertheless, there were difficulties in obtaining full authorization to build the entire route. Therefore, it was decided to carry out the project in stages. In order to finally make progress, it was decided to build the Świdnica — Dzierżoniów section.
The concession was obtained in September 1852, and the work was commenced. At that time, the very difficult fieldwork was undertaken, which the construction of a stretch of over (twice as long as from Jaworzyna Śląska to Świdnica) lasted as long as three years. This was primarily due to the difficulties in penetrating the area of the Świdnica fortress, as well as the necessity of constructing several viaducts over the Bystrzyca, Pisarzowice, and Witoszów streams, as well as the inconspicuous Wapienniczka. However, it was not necessary to build a viaduct over the Piława, as by slightly diverging the route near Opoczka, it was simply bypassed (otherwise, as many as two bridges would have been needed). The further section of the line was almost straight.
The greatest problem, not only technical but also financial, was the fortress. The company was willing to route the line at a certain distance from it, just to be able to start operations, but ultimately it agreed to the conditions set by the military authorities. It costed them 350,000 talers, as that was the amount required to meet the fortress's security requirements. They were as follows:
Over Wapienniczka () and the Witoszów Stream (), two easily destructible viaducts were to be erected, the first of which was to have 34 spans and the second 20 spans; A distance of 50 feet is to be maintained between the pillars; The substructure was to be made of iron; At the point where the railway line enters the fortress area, a bridge with an iron superstructure was to be constructed. A second identical bridge was to be built at the point where the railway leaves the fortress.
The requests of the military were more justified due to the concerns (similar to those regarding other fortresses) about the possibility of the fortress being torn down for the construction of a railway. These concerns were not unfounded, which is the reason the measures were sought by constructing viaducts that could serve the function of former drawbridges, after their possible dismantling or demolition. The political situation at that time was not stable, and the strength of the fortress continued to be trusted for several more decades.
The extension of the line from Świdnica to Dzierżoniów involved abandoning the final section of the line, which was exactly long, and relocating the station to another site. This disrupted the previously straight course of the line and also caused a vertical shift, as the location for the new station was at an elevation of above sea level, that is 7 meters higher. The most convenient solution was to construct an embankment and lay the tracks on it, but this would have been contrary to the demands of the fortress authorities. Therefore, a different approach was taken.
It was chosen at a location situated at an elevation of above sea level and located at the old station. The line ran in a shallow cut, overcoming the gentle slope of a hill with an elevation of above sea level (this cut ended precisely). To maintain elevation and level the route, an embankment began to be constructed, which after transitioned into a viaduct. At its beginning, on the western side of the track, a gatekeeper's house was erected.
After passing the viaduct, the line cut into a short embankment down to the level of the fortifications, ruthlessly separating its western section from the whole. Outside the line remained: Javornik hangard, Javornik flash, garden pavilion, garden fort, and the brick flash. Upon leaving the fortress area, the line ran along an embankment to the next viaduct, then in a slight curve, bypassed the village of Kraszowice and led straight in the direction of Opoczka. There it shifted again, after which it ran along the Piława River all the way to Dzierżoniów. Numerous irregularities in this area were leveled even by fairly high embankments and deep excavations. This route ran between Opoczka and Makowice, and then through Krzyżowa and Mościsko, steadily, though slightly, ascending. The railway station in Dzierżoniów was located approximately from the town square in the southwestern part of the town at an elevation of above sea level. The entire route measured . The railway section was opened for passenger traffic on 24 November 1855. Freight trains did not operate on it until the following year.
Jaworzyna Śląska – Legnica section
The feasibility of connecting Legnica with Świdnica via Jaworzyna Śląska was recognized in the context of the intention to extend the line through Ząbkowice Śląskie and Kłodzko to the border in order to achieve the shortest possible connection with the Austrian railways. Based on the 1841 project (which envisaged the construction of the route at a cost of 7.75 million thalers), the attempts to obtain a concession were already undertaken in the spring of 1843, hoping for support from the state. Unfortunately, a royal decree issued on 24 May 1844, which prohibited the announcement of further subscriptions for shares of railway companies, posed an obstacle. Nonetheless, project work was not neglected.