Debrzno 2024-01-07
Lipka Krajeńska railway station near Dębrzno on railway line No. 203.
Geographic coordinates: 53.497N 17.256E. Elevation 145 m.
Railway trail near Debrzno airport.
Near the airport in Debrzno there is an important railway line No. 203, which connects Tczew with Kostrzyn (343 km). Specifically, this is the Piła - Chojnice section (95 km). The construction of the trail began in 1842. For the Prussians it was an important route that connected Berlin with Königsberg. From 1888, the line was owned by the Prussian State Railways. In 1945, the trail entered Poland. The trail is single- or double-track in sections, and electrified in small sections. Most of the route is approved for speeds of 120 km/h for passenger trains and 70 km/h for freight trains. Since 2009, the trail has been modernized. From this trail, a railway siding was led to the airport area, from the Lipka Krajeńska station. Currently (2009) the railway siding is unused and has been demolished.
Railway line No. 203 Tczew - Kostrzyn.
Line No. 203; Tczew 0.00 km. Malinowo 2.12 km. Tczew Suchostrigi 3.62 km. Rokitki Tczewskie 5.42 km. Swarożyn 12.79 km. Shpęgawsk 17.45 km. Starogard Gdański 23.97 km. Piesienice 32.70 km. Pinczyn 35.95 km. Zblewo 39.41 km. Bytonia 42.27 km. Kaliska 46.92 km. Kamienna Karczma 51.49 km. Czarna Woda 56.10 km. Łąg 59.87 km. Czersk 66.98 km. Gutowiec 74.69 km. Rytel Village 80.76 km. Rytel 84.12 km. Krojanty 89.22 km. Chojnice 96.22 km. Moszczenica Pomorska 104.19 km. Wierzchowo Człuchowskie 107.98 km. Bukowo Człuchowskie 115.08 km. Lipka Krajeńska 126.41 km. Zakrzewo Złotowskie 138.28 km. Złotów 147.13 km. Krajenka 156.03 km. Dolnik 161.45 km. Skin 167.29 km. Piła Podlasie 176.03 km. Piła Główna 179.54 km. Stobno 188.28 km. Biała Pilska 197.41 km. Trzcianka 202.07 km. Siedlisko Czarnkowskie 209.22 km. Biernatowo 214.02 km. Wieleń 226.43 km. Krzyż 237.93 km. Stare Bielice 244.94 km. Nowe Drezdenko 251.02 km. Stare Kurowo 261.53 km. Strzelce Krajeńskie Wschód 268.22 km. Sarbiewo 271.46 km. Górki Noteckie 276.33 km. Santok 283.88 km. Czechów 291.13 km. Wawrów 293.28 km. Gorzów Wielkopolski Wschodni 295.64 km. Gorzów Wielkopolski 297.07 km. Gorzów Wielkopolski Wieprzyce 300.57 km. Łupowo 304.97 km. Bogdaniec 308.21 km. Nowiny Wielkie 313.77 km. Witnica 321.01 km. Kamień Mały 329.61 km. Dąbroszyn 334.97 km. Kostrzyn 340.56 km. Polish border 342.45 km.
Railway line No. 203 Tczew - Kostrzyn was established as part of the Ostbahn - Prussian Eastern Railway network, i.e. in the times of Germanic-Muscovite love. In 1920, the trail on the Tczew - Moszczenica Pomorska section was incorporated into Poland, and in 1945, on the Wierzchowo Człuchowskie - Kostrzyn section. In 1939, the Germans started World War II and lost more territories to Poland. As a result, a significant part of the Ostbahn network was within Poland's borders.
The railway line No. 203 Tczew - Kostrzyn (state border) is 342,890 km long. Standard rail spacing 1,435 mm. The line has single-track and double-track sections. Double track sections; 0 km - 74.690 km (Gutowiec) and 179.540 km (Pała Główna) - 342.450 km (state border). The overpass in Gorzów Wielkopolski is single-track; 295.538 km - 296.780 km. The trail is non-electrified. The maximum speed for passenger trains is 120 km/h.
The trail is not electrified, but local governments of individual communes and cities are increasingly calling for electrification, at least in some parts. Currently (2024), electrification is planned on the Tczew - Czersk and Kostrzyn - Piła Główna sections.
History of the trail.
The concept of building the line was created in 1842 and was to be implemented by private companies. All companies were to be associated within the Prussian Eastern Railway. The first construction works started in 1846. The construction of the route lasted from 1846 to 1873. The first part of the Berlin - Krzyż - Piła route was opened in 1851. In 1851, the line from Krzyż Greater Poland reached Piła. In the period 1871–1873, the construction of a line from Piła through Chojnice and Starogard Gdański to Tczew was completed.
From the very beginning, the trail was built for a double-track line. All bridges, viaducts and culverts were planned for two tracks, although initially only one track was laid. The construction encountered many difficulties. There was a shortage of qualified engineers and workers. There was mismanagement and corruption. Due to the lack of liquid financing, materials were delivered irregularly to construction sites. There were several weeks of downtime. Workers did not receive their wages on time. All workers' protests and revolts were suppressed by armed soldiers and gendarmes. Ultimately, the financing of the investment was taken over by the Prussian government, which in 1888 became the owner of the Ostbahn network. The Prussian State Railways (Preußische Staatseisenbahnen) became the manager, and the main office was located in Bydgoszcz. In 1895, the Eastern Railway was divided between three area directorates; in Bydgoszcz, Gdańsk and Królewiec.
After World War II and the incorporation of new railway lines into PKP, it was necessary to unify railway traffic control and rolling stock management systems. For the Polish economy, railway routes in the meridional direction (Silesia - Ports) were important. Latitudinal railway routes were not of such importance. The railway tracks stolen by the Soviets were reconstructed primarily on routes important for the development of the country.
In the times of the Polish People's Republic, the socialist economy was based on railway transport. In Poland, as much goods were transported by rail as France and Germany combined. The permanent crisis of the socialist economy meant that only priority tasks were implemented. Due to the lack of appropriate funds, necessary renovations were carried out only partially, and the speed of trains was often limited. Up to a speed of 30 km/h. PKP recorded the greatest decline in the 1980s, with record-breaking passenger and goods transport. The passenger trains were overcrowded and had many faults. After 1989, another stage of PKP's regression took place. Many railway connections were closed, passenger stops and small railway stations were closed and, as a result, entire railway lines were closed. This trend continued until 2008.
In 2009, as part of the Regional Operational Program for the Lubusz Voivodeship, the implementation of the modernization project of the railway line No. 203 Tczew - Kostrzyn on the Krzyż - Kostrzyn section was announced. The line has been modernized over a length of 45 km. The program included the modernization of road surfaces, engineering structures, automatic crossing signaling devices (SSP), platforms and shelters at selected passenger stops. The line has been adapted to a speed of 120 km/h for rail buses and passenger trains and 70 km/h for freight trains. The modernization began in April 2010 and was completed with the introduction of the new timetable in December 2011.
On October 14, 2016, the renovation of the overpass in Gorzów Wielkopolski began, including the modernization of the railway station and the construction of a new passenger stop, Gorzów Wielkopolski Wschodni.
Passenger transport is provided by PolRegio and InterCity. The German carrier Niederbarnimer Eisenbahn operates some trains on the Gorzów Wielkopolski - State Border section and further to the Berlin-Lichtenberg station, in partnership with PolRegio. PKP Intercity operates the TLK "Bory Tucholskie" train on the Kostrzyn - Tczew section. PKP Intercity also operates the InterCity "Zamoyski" train on the Piła Główna - Gorzów Wielkopolski section. Freight transport is operated by PKP Cargo and private companies. Carriers mainly use M62 and SM42 diesel locomotives.
In January 2024, the TLK "Bory Tucholskie" train from Tczew started at 8:53 a.m. and arrived at the Kostrzyn station at 2:32 p.m. The journey time was 5 hours and 25 minutes. Distance 340 km. Average speed 64.76 km/h. The train was driven by SM4210 or SM4220 diesel locomotives, which have a maximum speed of 90 km/h.
Modernization and electrification of railway line No. 203.
We leave no doubt that we support the electrification of line No. 203, as well as the reconstruction of a second track where there is only one track. The line would be an alternative to the Silesia - Poznań - Piła - Chojnice - Tczew - Gdynia freight connection. EMUs would be introduced for passenger traffic, which are cheaper and faster to operate. This factor makes further electrification of railway lines even more necessary in Poland. The easiest solution for PKP PLK would be to electrify the Piła - Krzyż - Kostrzyn section.
On April 24, 2020, the PKP PLK spokesman provided the media with information about the decision to electrify railway line No. 203 on the section from Piła to Kostrzyn nad Odrą. It should be mentioned that in 2020, a Feasibility Study was developed for the project "Works on railway lines No. 18 and No. 203 on the Bydgoszcz - Piła - Krzyż - Gorzów Wlkp. - Kostrzyn section along with the electrification of the Piła - Kostrzyn section", which showed the need to implement the postulated ventures.
In 2023, work began on the modernization of the Tczew - Czersk section and the Czersk - Bąk branch. The scope of work includes electrification of these sections. The expected completion date of the works is 2027. Already in 2019, the preparation of a Feasibility Study for the Chojnice - Czersk section was completed, which included the modernization of this section of the line and its electrification. At the beginning of July 2022, PKP Polskie Linie Kolejowe announced that it had awarded Gdańsk Transprojekt an order worth PLN 3.9 million to prepare design documentation for the future power supply of the Tczew - Czersk section of the railway line. The idea was to design traction substations; in Starogard Gdański, Kaliska, Czersk, Dębowiec and section cabins in Zwierzyniec and Piesienice. A location on the 15/110 kV power lines to the above-mentioned traction substations is to be developed, along with the necessary equipment, control system and monitoring. The project is scheduled for completion by the end of 2027.
Few people know that EU regulations have imposed new requirements on combustion rolling stock, which means problems with finding appropriate rolling stock, which must be combustion and, above all, so-called "zero emission". In addition, this rolling stock must be purchased with support from EU funds, as the European Commission will decide who will be allowed to buy it and who will not be allowed to buy it. In addition, as a result of the elections to the Polish Sejm (2023), Freemasonry, led by Volksdeutsch, came to power. Therefore, it is likely that the electrification and modernization of railway line No. 203 will be suspended.
Already in January 2024, information was published that line No. 203 was to be ultimately modernized along its entire length. However, for now, the financing provided covers only the Tczew - Czersk section. Design work is underway there. Lack of money (?) blocks the start of the investment on further sections to Chojnice and Wierzchów Człuchowski. According to information, the projects are on the reserve list of the National Railway Program. The fate of the task is therefore uncertain.
PKP Lipka Krajeńska.
Lipka Krajeńska railway station is located on the single-track section of line No. 203 Chojnice - Piła Główna, at km 126.414. The station has 3 main tracks. At tracks No. 1 and No. 3 there are low, single-edge platforms with a surface made of paving slabs and hardened with earth. The platform edges are made of curbs and painted white. There are also painted yellow warning lines. The station also has one side track, a loading ramp, a warehouse and an access road.
In 2017, the first information appeared about the possible revitalization of the Lipka Krajeńska railway station. The condition was to receive an EU subsidy. The station building was built of yellow brick and was never plastered. The building has a waiting room and ticket offices, which were increasingly closed rather than open. It was planned to install a PolRegio carrier ticket machine and an ATM. There used to be an open restaurant, but it has been closed and closed for many years. The station is in good condition, although it requires partial renovation. PKP PLK has been trying to find tenants for commercial premises for years. The local government does not have a specific concept of what service facilities should be located at the station. There was talk of a gym, a fitness club, a hairdresser, a cafe, a library, a bicycle rental, a kiosk, and a small restaurant. In total, the station area has 315 square meters of space for trade and services. The largest premises (after the former restaurant) have an area of 53.50 square meters. It was said that tenants of apartments located at the station could have peace of mind about having a roof over their heads. They will be able to buy these or they will receive the status of municipal housing and will remain managed by the commune.
Toilets are located in the building. Next to the station there is an unused water tower of a rare construction. The tower is built of yellow brick, has a square plan and has numerous windows in the walls. Civil engineers say the facility is suitable for a cafe.
A rare solution at railway stations in Poland is a signal box with "LK" located in a pavilion attached to the station on the platform. There is also an executive signal box "LK1", which is unused. There is a free parking lot for passenger cars on the square in front of the station, and a parking lot for trucks nearby.
Railway siding to the airport in Debrzno.
A railway siding runs from the station to the airport in Debrzno. The siding runs north-east and initially uses the track of the second track (track from the north). A retaining trestle is installed in front of the road-rail crossing along Rudziska Street. After passing Rudziska Street, the siding turned north. The siding passed a farm field, a local road and, in a curve towards the east, entered the forest on the airport premises. Next was the first unloading yard, then the internal road, another storage yard with warehouses and the MPS warehouse. This is where the siding ended. The entire track has already been demolished. Only the tracks in the circular roads remained.
Passenger traffic at the Lipka Krajeńska station.
In 2015, the station served up to 150 passengers per day. In 2020, it was up to 200 people per day. The offer of railway connections from the Lipka Krajeńska station increases every year. In January 2024, 14 regular passenger trains departed from the station. You could get to the following stations: Krzyż, Chojnice, Piła Główna, Tczew, Gdańsk Główny, Gdynia Główna. The first train was at 04:32 to Krzyż, and the last one at 19:30 to Chojnice. Most trains were accessible to wheelchair users and travelers with bicycles. In the summer of 2023, 22 regular passenger trains departed from the Lipka Krajeńska station and a similar number will appear in the summer of 2024.
Address: 77-420 Lipka, ul. Kolejowa 6, Lipka commune, Złotów poviat, Greater Poland Voivodeship.
Written by Karol Placha Hetman