The acquisition of railways by the Lower Silesian Voivodeship marshal's office involves the gradual, paid or unpaid transfer of railway lines previously managed by PKP Polskie Linie Kolejowe to the ownership of the Lower Silesian Voivodeship. By the end of 2022, 23 lines spanning approximately 240 km were acquired, with passenger services restored on five sections. The Lower Silesian Voivodeship is the only region in Poland systematically acquiring railway infrastructure. The infrastructure is managed by the . The acquired lines are operated by Koleje Dolnoà Âlàskie.
The organization of regional transport is the responsibility of voivodeship marshals. Under Polish law, local government units may acquire railway lines that are not critical to the national railway network and serve only local purposes. Typically, these are lines with no or minimal train operations. Acquisition can be paid or unpaid. The process is governed by Article 39 of the Act on the Restructuring, Commercialization, and Privatization of the Polish State Railways, dated 8 September 2000.
The Lower Silesian Voivodeship has a high rate of railway usage for local and regional transport. In 2018, the average resident made 9.4 rail trips annually, the 4th-highest in Poland. Regional and agglomeration services accounted for 88% of trips, with most occurring in the Wrocà Âaw metropolitan area. Two operators serve the region: Polregio and the voivodeship-owned Koleje Dolnoà Âlàskie, which is gradually displacing other operators in regional and local transport.
The voivodeship's policy focuses on restoring lost connections and expanding local services. Major obstacles include ongoing renovations and insufficient track capacity.
Compared to other Polish regions, Lower Silesia historically had the densest railway network, serving all cities until 1945, though the Eulengebirgsbahn declined in the 1930s. Post-war years saw the closure of lines deemed unprofitable. By 1989, 277 km of lines were closed, yet the region's railway network density remained the highest in Poland at 12.4 km per 100 kmò. By 2009, this dropped to 8.8 km per 100 kmò after an additional 700 km of lines were closed since 1990.
The 1990s saw widespread closures of unprofitable railway lines in Lower Silesia, which had a dense network. By 2000, around 40 local lines, such as MalczyceâÂÂJawor, âÂÂTrzebnica, and âÂÂ, were closed. These closures primarily affected small towns distant from major centers, exacerbating transport exclusion in Poland. Key reasons included deteriorating infrastructure and declining demand.
The first regional initiative to introduce local transport on Polish State Railways' infrastructure was the establishment of Lubuska Kolej Regionalna in 1991. The first attempt at railway line acquisition occurred in 2001 in Hajnówka County, where the county head planned to take over a section of from Hajnówka to Biaà Âowieà ¼a.
The first line acquired by the Lower Silesian Voivodeship was . Acquisition efforts began in 2007, and after a nine-month renovation, the line was reopened in 2009. The line became popular and overcrowded, leading to plans in 2022 for electrification and the construction of a passing loop.
In 2022, the Kolej Plus program was launched to support railway transport with government funds. The voivodeship submitted four projects, but the revitalization of the KobierzyceâÂÂPià Âawa Górna line, aimed at improving connectivity with Zàbkowice County, was rejected.
PKP Polskie Linie Kolejowe has been reluctant to transfer assets, leading to procedural disputes. In Lubusz Voivodeship, on , only embankments were transferred without tracks, which were dismantled for planned bike paths. The transfer of the Dzierà ¼oniówâÂÂBielawa section was delayed but completed by 2022. Declaring intent to acquire a line prevents the Polish State Railways from dismantling it.
As of 28 March 2024, the voivodeship has acquired the following railway lines:
from Rokitki to Niegosà Âawice was operational since 1890 but began deteriorating in the 1990s. Passenger services on the ChocianówâÂÂNiegosà Âawice section ceased in 1991, followed by freight services on the Przemków OdlewniaâÂÂNiegosà Âawice section in 1994. In 2000, passenger services on the RokitkiâÂÂChocianów section and freight services on the ChocianówâÂÂPrzemków Odlewnia section were discontinued. By 2005, the final freight section from Duninów to Chocianów was closed, leaving only a 6 km freight section from Rokitki to Duninów for the 4th Regional Logistics Base.
On 24 January 2019, the voivodeship approved the acquisition of the DuninówâÂÂChocianów section, formalized on 16 December 2020. Renovation took 14 months, and passenger services resumed on 11 December 2022 with the LegnicaâÂÂChocianów route.
In December 2023, the ChocianówâÂÂPrzemków Odlewnia section was acquired, with track clearing starting soon after. Passenger services to Przemków are planned for late 2025, with further revitalization of the Przemków OdlewniaâÂÂNiegosà Âawice section targeted for the 2026/2027 timetable to enable LegnicaâÂÂGà Âogów connections via Przemków, Niegosà Âawice, Gaworzyce, and à »ukowice. A tender for the ChocianówâÂÂPrzemków Odlewnia section was announced on 14 March 2025.
connects Kobierzyce to Pià Âawa Górna on the Sudeten line, linking Wrocà Âaw with Zàbkowice County. Passenger services ceased in 1996, and all rail traffic stopped a few years later. In 2019, the voivodeship acquired the railway from the Polish State Railways. An attempt to include the railway in the Kolej Plus program for renovation by PKP Polskie Linie Kolejowe failed in April 2022. Nevertheless, the voivodeship proceeded, announcing a tender in December 2022 for works between à Âagiewniki Dzierà ¼oniowskie and Pià Âawa Górna. The tender required increasing the maximum passenger train speed to 80 km/h, meeting third-class railway standards, and upgrading level crossings with signaling. Plans included rebuilding the , , Wilków, and Przerzeczyn railway stations, and adding a new stop in Niemcza. Completion was initially set for 31 May 2024, but works were delayed.
The à ÂagiewnikiâÂÂPià Âawa Górna section was expected to be operational by December 2024, with the KobierzyceâÂÂà Âagiewniki section planned for the 2025/2026 timetable.
The Szklarska PorÃÂba GórnaâÂÂState Border section is a 13 km non-electrified segment of Izera railway, running through the Jizera Mountains. Until 1945, it was electrified, but the German traction network was dismantled by the Red Army and taken to the Soviet Union as war reparations under an 8 July 1945 agreement. Passenger services on the Szklarska PorÃÂba HutaâÂÂState Border section were suspended in 1947, and on the Szklarska PorÃÂba GórnaâÂÂSzklarska PorÃÂba Huta section in 1957.
Renovation began ceremonially on 8 May 2009, extending from Szklarska PorÃÂba to the Polish border and onward to Koà Âenov. The Wrocà Âaw-based firm Dolkom S.A. undertook the work, estimated at 14 million PLN. Originally planned for completion by 30 November 2009, delays due to a harsh winter pushed completion to mid-June 2010. The line was ceremonially reopened on 2 July 2010, with regular services (initially to Jakuszyce) starting the next day. In 2010, the timetable included six daily round trips between Koà Âenov and Szklarska PorÃÂba Górna.
The 8 km section of ChojnówâÂÂRokitki railway from Chojnów to Rokitki was active from 1906 to 2002. The Lower Silesian Voivodeship Marshal's Office repeatedly sought to acquire this section from PKP Polskie Linie Kolejowe. In 2014, the line was slated for dismantling, but this was averted.
On 24 January 2019, the voivodeship approved the acquisition of the ChojnówâÂÂRokitki section, excluding short segments at the Chojnów and Rokitki stations, formalized on 29 April 2019. Revitalization works took place between 2021 and 2022, and passenger services resumed on 11 December 2022 with the LegnicaâÂÂChocianów route.
The railway from Gryfów à Âlàski to à Âwieradów-Zdrój was originally divided into two railways: for the â section and MirskâÂÂà Âwieradów Nadleà Ânictwo railway for MirskâÂÂà Âwieradów-Zdrój Nadleà Ânictwo. Until 1945, it was known as the Izera Mountains Railway due to its route near the ZajÃÂcznik peak. Passenger services from Gryfów à Âlàski to Mirsk began in 1884, extended to à Âwieradów-Zdrój in 1909. Passenger services ceased on 11 February 1996, and freight services ended in 1998. In 1999, the Gryfów à ÂlàskiâÂÂMirsk section was redesignated as .
Revitalization took approximately 18 months, costing 60 million PLN, with contributions of 5 million PLN from à Âwieradów-Zdrój and 1 million PLN each from Mirsk and Gryfów à Âlàski. The railway was ceremonially reopened on 7 December 2023, with passenger services starting on 10 December. Critics argued the railway would be unprofitable, favoring a bike path instead. However, Koleje Dolnoà Âlàskie reported over 6,000 passengers in December 2023 and 6,640 in January 2024, averaging about 200 daily passengers.
The railway from Kà Âodzko to Stronie à Âlàskie, opened in 1897, operated passenger services until 2004 and freight services until 2007 on the Oà Âdrzychowice OMYAâÂÂStronie à Âlàskie section.
Acquisition efforts by Lower Silesian Roads and Railways Service faced ownership issues, resolved on 14 September 2023, when the railway was taken under 30-year management with an option for permanent acquisition.
Pending acquisition, Koleje Dolnoà Âlàskie launched a temporary bus service in September 2022 between Kà Âodzko and Stronie à Âlàskie, integrated into the train timetable. In 2024, the voivodeship announced plans to resume rail services to Stronie à Âlàskie in 2026. A tender for revitalization was issued on 29 January 2025.
The 19 km â section of , within the Wrocà Âaw metropolitan area, connects Wrocà Âaw to Trzebnica. Opened in 1886, it operated passenger services until 1991 and freight until 1999, except for the Wrocà Âaw Psie PoleâÂÂWrocà Âaw Zakrzów section, which remained with PKP Polskie Linie Kolejowe.
In 2007, the voivodeship acquired the railway from PKP Polskie Linie Kolejowe and began revitalization. Passenger services resumed on 20 September 2009. In 2024, plans were made for a passing loop and electrification funding was secured.
The railway to Karpacz and Kowary operated from 1895 to 1986 for Kowary and until 2000 for Karpacz. Pre-war electrification was dismantled in 1945 by Soviet forces south of the Waà ÂbrzychâÂÂJelenia Góra railway. A 2020 feasibility study for , , and Mysà ÂakowiceâÂÂKarpacz railway included re-electrification, later abandoned. These railways were acquired on 8 June 2021. Renovation began with the Jelenia GóraâÂÂMysà Âakowice section, funded by the Polish Deal program, with Infrakol from Jawor as the contractor. Works involved removing 3,800 trees, dismantling old tracks, and replacing ballast. Plans remain for the Mysà ÂakowiceâÂÂOgorzelecâÂÂPisarzowiceâÂÂKamienna Góra section. Kowary secured 4.5 million PLN from the Polish Deal for station renovation, including a tourist information center, the Kowary Craft Museum, and a library.
A tender for preparatory works on the Mysà ÂakowiceâÂÂKarpacz railway was issued on 15 December 2022, receiving 11 bids. Construction began in March 2023.
The from Dzierà ¼oniów to Bielawa was acquired by the voivodeship in late 2017. Passenger services were intermittently suspended from 26 May 1962, ceasing permanently on 21 May 1977, with freight services ending in 2001. Within 100 days, a tender was issued for revitalization, with a contract signed on 22 March 2018. Works included track resurfacing, upgrading four level crossings, and modernizing the and railway stations. The 5 km section cost 15 million PLN. Despite a planned September 2019 reopening, passenger services resumed on 15 December 2019, costing 14 million PLN. A small protest occurred at the opening due to the closure of an unauthorized crossing.
The Bielawa Zachodniaâ railway operated passenger services until 1977 and freight until 1987. In May 2021, Lower Silesian Roads and Railways Service issued a tender for design and preparatory works. In April 2024, a tender was announced for revitalizing the âÂÂBielawa Zachodnia section, including a new Bielawa Camping Sudety station. Works began in early 2025. A tender for the remaining Srebrna Góra section was issued on 28 January 2025.
In January 2022, the Supreme Audit Office released a report, Activities of the Lower Silesian Voivodeship Government to Restore Railway Connections. It criticized the restoration of passenger services on only three of the 23 acquired railways, covering 37.6 km, and highlighted high acquisition costs of 8.196 million PLN annually. The report estimated a 52-year timeline for full reactivation at the current pace, citing a lack of profitability analysis and inadequate consideration of residents' needs. The Supreme Audit Office recommended agreements with PKP Polskie Linie Kolejowe for revitalized railways and urged the Ministry of Infrastructure to conduct a comprehensive transport plan analysis.
Lower Silesian officials labeled the report "nonsense", accusing the Supreme Audit Office of unreliable data analysis, ignoring ongoing works on 50 km of railways within 1âÂÂ3 years of acquisition, the severe degradation of the region's railway infrastructure, and the limited funding for Koleje Dolnoà Âlàskie.
Acquisition faces obstacles. The has complex ownership, split between Polish State Railways and PKP Polskie Linie Kolejowe, requiring lengthy legal processes. An interpellation by MP Monika Wielichowska was ineffective, but the issue was resolved with the railway's 30-year management transfer on 14 September 2023. Similar issues affect the Jelenia GóraâÂÂLwówek à Âlàski railway, exacerbated by the poor condition of the Pilchowice Lake railway bridge.