# Mysłakowice–Karpacz railway

Mysłakowice–Karpacz railway (formerly the Karkonosze Railway, German: Riesengebirgsbahn) is an inactive, single-track, non-electrified line of local significance, with a length of 7.302 km, connecting Mysłakowice with Karpacz.
The line runs entirely in the Lower Silesian Voivodeship, in the Karkonosze County, within the Gminas of Mysłakowice, Podgórzyn, and the town of Karpacz.

## Characteristics
### Course

The line starts at Mysłakowice railway station [pl] at -0.247 km, where it connects to Kamienna Góra–Jelenia Góra railway [pl] at 30.650 km. Initially, Mysłakowice–Karpacz railway heads south, parallel to the line towards Kowary, before turning southwest after the Mysłakowice Orzeł railway station [pl]. On the next section, the line runs under a local road, then crosses the Łomnica river. The elevation difference between the Mysłakowice loading area and the first bridge over Łomnica is 24 meters. Beyond the bridge, the line reaches the former Miłków railway station [pl]. The elevation difference between Mysłakowice and Miłków is 48 meters, with an average gradient of 13‰.
From the Miłków railway station, the line changes its course towards the south. After the station at 3.970 km, it crosses provincial road no. 366. At the border of Karpacz, at the Strzelec peak, the line crosses the Łomnica river for the second time and reaches the final traffic station on the line, Karpacz railway station [pl]. The elevation difference between the former Miłków and Karpacz railway stations, located 3.142 km apart, is 106 meters, with an average gradient of 34‰. The line ends at 7.055 km at a buffer stop, with an elevation difference of 154 meters between the first and last traffic stations.
According to Jerzy Kondracki's [pl] physiogeographical division, the line runs through the Rudawy Janowickie and Giant Mountains, parallel to the valley of the Łomnica river.

### Condition of the railway

The entire railway was passable until 2003. Over time, it became impassable, with track damage occurring in several places. Between 2013 and 2014, members of the Karkonosze Railway Association cleared vegetation (trees and bushes) along the route in an effort to restore the line's passability. To achieve full passability, it was necessary to replace missing rails and uncover the level crossings flooded with asphalt in Mysłakowice.

## History
### Origin and construction

The origin of the line is connected to the establishment of the Silesian Mountain Railway, which connected Zgorzelec with Kłodzko via Jelenia Góra and Wałbrzych, and later the branch from Jelenia Góra to Kowary, which was the first such line with the status of a secondary railway. The construction of the line began in 1880, and train services were inaugurated on 15 May 1882.
On 28 June 1892, a year after the Prussian government passed the Law on Private Railways and Branch Lines, a project was created for the construction of a short, standard-gauge branch line from Mysłakowice to Karpacz. This was the first initiative to build a private railway line in Lower Silesia after the law was enacted. The design work was carried out by the Allgemeine Deutsche Kleinbahn-Gesellschaft AG from Berlin. In Berlin, a special purpose company named Karkonosze Railway (German: Riesengebirgsbahn GmbH) was formed, which on 12 June 1894 obtained a 70-year concession for the construction and operation of the Mysłakowice–Karpacz line.
The goals for building the railway connection to Karpacz were as follows:
* Construct the railway parallel to the Łomnica river, with a simple route to minimize construction costs;
* Build a platform for the Karkonosze Railway at Mysłakowice railway station;
* Create the Mysłakowice Orzeł railway station at the request of the Zillerthal Hotel;
* Build the Miłków railway station, which was to be the main station of the Karkonosze Railway with technical facilities;
* Build the Brzezie Karkonoskie railway station;
* Establish the Karpacz railway station on the outskirts of the town.
The location of the final station on the outskirts of Karpacz later made it impossible to extend the line to Karpacz Górny. This was mainly due to the actions of the Karpacz restaurateur Fritz Exner, who opposed the construction of the station in the southern part of the town, believing that all businesses located below the station building would face financial difficulties.
Construction work for the line officially started on 15 October 1894 in Miłków, with around 40 invited guests attending the ceremony. The mild winter facilitated the construction. The first section of the line was opened less than a year after construction began. This was the Mysłakowice–Miłków route, which was opened to the public on 2 June 1895. During the first two days, around 3,000 people used the line, with 13 pairs of trains operated using cars with larger, "panoramic" windows. The route to Karpacz was completed on 29 June 1895, and the first festively decorated train arrived at the final station on that day at 5:13 PM.
The opening of the railway to Karpacz led to the popularization of the town, where tourism increased at the turn of the 19th and 20th centuries.

### Karkonosze Railway between 1895 and 1945

In 1896, the line's concessionaire became the company Vereinigte Eisenbahnbau- und Betriebs-Gesellschaft, which operated the route for 20 years. After that, the Allgemeine Deutsche Kleinbahn-Gesellschaft AG took over the line again, and its concession was extended indefinitely.
In later years, the mountain railway became highly profitable; in 1909, revenues nearly doubled expenses. Additionally, ticket fares were twice as high as those on state railways, and the cheapest fourth-class carriages were not used.
On 30 July 1897, the Giant Mountains region was hit by a heavy downpour, causing the swollen waters of the Łomnica river to wash away 520 meters of track between Brzezie Karkonoskie and Karpacz, as well as in the Miłków area. While the line was being rebuilt, the Brzezie railway station was temporarily adapted as the final station. The entire line was reopened on 8 November 1897, with Emperor Wilhelm II attending the reopening ceremony.
After World War I, just before an improvement in passenger transport demand, modernization work was carried out. In 1924, with municipal support, construction began on a new station building in Karpacz, adjacent to the old one on its southern side. The building was completed in 1925.
With the electrification of neighboring railway connections, especially the Jelenia Góra–Kowary line (1932), Deutsche Reichsbahn reached an agreement with the owners of the Karkonosze Railway regarding the electrification of the line. The Reich railway was to operate its rolling stock and supply electricity from the power plant in Ścinawka Średnia, while the Karkonosze Railway was responsible for constructing the overhead catenary system and modifying the track layout. As part of this modernization, the line's speed limit was raised to 40 km/h, and the axle load limit was increased to 18 tons. The first scheduled electric train on the line ran on 29 June 1934. The Mysłakowice–Karpacz section was the last line electrified by DRG in Lower Silesia.
During World War II, the number of trains decreased. In the winter of 1943/44, a railway accident occurred when a passenger train from Karpacz, due to an iced-up braking system, failed to stop at the platform in Mysłakowice. Instead of slowing down, it crashed into a buffer stop, causing a derailment. As a result, 13 people were injured. In the first months of 1945, power supply disruptions occurred, and 8 May marked the last day of operation for the Karkonosze Railway in its original form.

### Postwar period

After World War II, the line was placed under Polish administration, nationalized, and incorporated into Polish State Railways. This was formally enacted under Article 2 of the law from 3 January 1946 on the nationalization of key sectors of the economy. The Riesengebirgsbahn-Gesellschaft m.b.H. company was listed in the regulation of 26 August 1946, which contained the first list of enterprises subject to nationalization.
After repairs were completed and electricity was supplied, operations resumed on 1 July 1945. The remaining German personnel restarted the power supply systems and operated the rolling stock, while the line was supervised by Polish State Railways. However, electric train operations lasted only a week, as under the Polish-Soviet agreement of 8 July 1945, the overhead catenary system was dismantled as part of war reparations.
In the 1980s, there were plans to re-electrify the line to Karpacz. Around the same time, in the mid-1980s, freight traffic was suspended, and sidings were removed.

### Discontinuation of service

After the political transformation in Poland in the 1990s, the railway sector declined. As in the rest of the country, Lower Silesia also experienced significant reductions in railway networks and services. The financially struggling and underfunded Polish State Railways determined its network solely based on economic viability.
Since 1988, Lower Silesia saw a systematic discontinuation of services on railways deemed unprofitable by Polish State Railways. In response to a parliamentary inquiry from MP Andrzej Otręba [pl] on 21 March 2000, the PKP Passenger Transport Directorate reported that ticket revenues covered only 18% of the operating costs of the Jelenia Góra–Mysłakowice and Mysłakowice–Karpacz connections. It was noted that services with revenue coverage below 20%, in the absence of other funding sources, were marked for discontinuation.
On 3 April 2000, Polish State Railways suspended passenger services on 1,028.5 kilometers of railway lines. Besides poor profitability, Polish State Railways cited the growing inefficiency of financing the railway system through limited central budget subsidies and reliance on freight transport revenues to sustain passenger services.
The last scheduled passenger train, service No. 22546/47, powered by an SP42 locomotive, departed Karpacz on 2 April 2000. Special trains continued to operate occasionally, but complete suspension of traffic on the entire line was enacted by regulation on 23 November 2000.
Several factors contributed to the discontinuation of services, including the inconvenient location of Karpacz railway station relative to the town's tourist base, lack of ongoing infrastructure maintenance (which led to reduced train speeds and deteriorated service quality, resulting in declining ridership), and the absence of suitable rolling stock.
In September 2019, the Marshal's Office of the Lower Silesian Voivodeship announced a tender for a feasibility study on the reconstruction of the line. In 2022, the Lower Silesian Road and Railway Service in Wrocław [pl] issued a tender for the preparation of the railway bed for reconstruction. The scope of work included clearing all trees and shrubs, dismantling rails and sleepers (except at road-rail crossings), removing switches and tracks No. 3-8 and 10 at Mysłakowice railway station and track No. 3 at Karpacz railway station, cutting the top layer of the track ballast, and leveling and compacting the surface.

## Infrastructure

As of 2017, the line measures 7.302 km in length, with the total original track length (including station tracks) being 9.81 km. The track is managed by PKP Polskie Linie Kolejowe. The line is entirely single-track and non-electrified, and it is not equipped with automatic train stop magnets.
Originally, the track consisted of Vignoles-type rails laid on wooden sleepers. Due to the steep gradient toward the former Miłków railway station, two ribbed loading tracks were constructed at Karpacz railway station, and one at Miłków railway station.
The elevation difference between the Mysłakowice loading area and the Karpacz railway station is 154 meters, with an average gradient of 21‰. The section between Brzezie Karkonoskie and Karpacz is the steepest railway in Poland, with a height difference of 49 meters over a 1.061 km stretch, resulting in an average gradient of 46‰.

### Operating points

| Name of the railway station | Km axis | Elevation m above sea level | Number of platform edges | Infrastructure |
| Mysłakowice [pl] (public loading area and railway station) | 0.000 | 390 | 3 | station building with a warehouse toilet side-front ramp loading area with a cart scale wagon scale clearance gauge |
| Mysłakowice Orzeł [pl] | 1.051 | 408 | 1 | |
| Miłków [pl] | 3.709 | 438 | 1 | station building with a warehouse toilet ramp loading area locomotive depot |
| Marysin (closed) | 4.709 | 460 | | |
| Brzezie Karkonoskie (closed) | 5.790 | 495 | | |
| Karpacz [pl] | 6.851 | 544 | 1 | station building warehouse toilet side ramp |

## Passenger traffic
### Passenger transport

At the beginning of its operation, passenger transport on the line was mainly local, but there was also significant tourist traffic. In 1909, over 270,000 travelers were transported. This number continued to grow, surpassing 300,000 by 1911 and reaching approximately 350,000 in 1927. The passenger volume remained at a similar level until the outbreak of World War II.
| Year | Number of passengers |
| 1909 | 271,488 |
| 1911 | 322,000 |
| 1927 | 350,000 |
| 1938 | 355,719 |

#### Passenger connections

The first scheduled trains on the route appeared on 1 July 1895. Initially, 11 pairs of trains ran between Mysłakowice and Karpacz, and two on the shortened route between Mysłakowice and Miłków. In 1899, the number of connections was reduced to 7 pairs along the entire route and 2 pairs on the shortened section. Later, the number of connections increased, and by 1911, there were 16 pairs of trains running on holidays.
The Karkonosze Railway closely cooperated with the state railways. This involved running direct cars from Jelenia Góra, which were detached at the Mysłakowice railway station. On the other hand, a significant issue was the lack of convenient connections with trains in Jelenia Góra.
During World War I, the number of connections was temporarily reduced to 3 pairs, but later it returned to 6–7 pairs along the entire route. In 1931, during the summer season, 14 pairs of passenger trains were running.
After the electrification of the line in 1934, trains ran directly between Jelenia Góra and Karpacz. From 1937, trains also ran on the route Wrocław–Jakuszyce/Karpacz, which were detached in Jelenia Góra.
Scheduled trains were supplemented by special trains. In the 1930s, these included trains operated by steam engines as part of social campaigns organized by the German Labour Front.
After the line was taken over by Polish State Railways, the section had a local character until the end of its operation. On average, 3–6 pairs of trains ran daily. Occasionally, international trains from East Germany appeared on the line, and in the early 1990s, connections from the Lubuska Kolej Regionalna from Czerwieńsk railway station [pl] were also operating.
After World War II, special train services were also organized. One such service was a train running from Cottbus to Karpacz and back on 26 February 2000, organized by the Steam Locomotive Enthusiasts Club from Cottbus. The train was made up of a Ty42 locomotive and three passenger cars, assembled in Poland.

#### Scheduled passenger trains in different periods

| Period | Number of pairs of connections | Average travel time | Average commercial speed (km/h) |
| 1899 | 7 | 0:25 | 16 |
| 1918 | 3 | 0:24 | 17 |
| 1937 | 12 | 0:14 | 29 |
| 1946/1947 | 3 | 0:23 | 18 |
| 1966/1967 | 6 | 0:14 | 29 |
| 1980/1981 | 4 | 0:18 | 23 |
| 1990/1992 | 4 | 0:18 | 23 |
| 1999/2000 | 4 | 0:25 | 16 |

### Freight transport

Mysłakowice–Karpacz railway was used for freight trains until the mid-1980s, and until around 1998, freight cars were occasionally sent to Karpacz. The Karkonosze Railway did not have its own freight rolling stock – goods were transported using cars belonging to the Prussian state railways. Initially, freight trains primarily served the paper mills in Miłków, Brzezie, and Karpacz, as well as the timber plants in Brzezie Karkonoskie. The railway was responsible for transporting materials and products for these three paper mills and the sawmill, as well as agricultural goods.
Freight transport in 1911 amounted to 76,500 tons, decreasing to 59,000 tons in 1927. In 1938, 40,040 tons of goods were transported.

### Rolling stock

At the beginning of the line's operation, the railway owned two T 3-type steam locomotives, named Rübezahl and Prinz Handjery, as well as four second- and third-class passenger cars with enlarged windows to accommodate tourist traffic, along with two mail-baggage cars. In 1901, a third T 3-type locomotive (Arnsdorf) was purchased. In 1906, a Dn2t-type locomotive was acquired, while the first locomotive (Rübezahl) was sold. In 1912, another Dn2t locomotive was bought from Borsig, and in 1920, a locomotive from Henschel was added to the fleet. In 1922, the Prinz Handjery locomotive was transferred to the Pietrowice Wielkie–Kietrz route. In 1927, two ELNA 6-type locomotives were purchased, followed by a third one in 1929. That same year, the Karkonosze Railway owned eight passenger cars.

#### Locomotives operated on the line by Riesengebirgsbahn AG (1894–1935)

Source:
| Locomotive type | Number | Manufacturer | Years of operation |
| Cn2t (T3) | 3 | Güstrow/Freudenstein | 1895–1934 |
| Dn2t | 3 | Borsig/Henschel | 1906–1934 |
| Dh2t (ELNA 6) | 3 | Henschel | 1927–1935 |
The first scheduled electric trains began operating on 29 June 1934. These trains mainly consisted of Baureihe ET 51 motor cars and Baureihe ET 87 multiple units, while express trains were operated using Baureihe ET 25 and Baureihe ET 31 multiple units.
After World War II, the electric rolling stock was either removed to the Soviet Union or evacuated to Germany. Steam locomotives replaced them, primarily Tr6 and TKt2 models, later followed by Ty2 and TKt48. In 1974, the first diesel locomotives – SP45 – began operating alongside steam locomotives, eventually replacing them entirely around 1984. Until the end of the line's operation, SM42 and SP42 locomotives were used, usually with two passenger cars.

## Plans for development
### Initial concepts for development

Between 2005 and 2007, the municipalities of Podgórzyn, Mysłakowice, and Karpacz engaged in negotiations with Polish State Railways to lease the railway from Jelenia Góra to Karpacz for a symbolic fee. However, the lease was ultimately unsuccessful due to the earlier acquisition of the terminal station and its building by the Karkonosze County Government.
In September 2008, Jerzy Pokój [pl], chairman of the Lower Silesian Regional Assembly, proposed the construction of a bicycle path along the railway. He justified this by stating that access to Karpacz was already sufficient, and with plans for the construction of the Jelenia Góra bypass, there would be little demand for railway transport. As a result, the costs of revitalizing the railway would outweigh its benefits. In contrast, replacing the tracks with a bicycle path was presented as a more affordable alternative that could enhance cycling tourism. However, this proposal faced opposition from former members of the Izersko–Karkonoskie Cycling Association, who argued that the railway lacked significant tourist attractions along its route.
On 17 October 2008, the Karkonosze Handcar Association presented a revitalization project for the Karkonosze Railway, including the Jelenia Góra–Karpacz/Kowary line. The project aimed to restore Kamienna Góra–Jelenia Góra [pl] and Mysłakowice–Karpacz railways, covering a total length of 46.6 km. It was estimated that the Karkonosze Railway could transport from 160,000 to 200,000 passengers annually. To achieve this, the municipalities along the railway jointly petitioned the Minister of Infrastructure for control of the tracks. However, the project was ultimately abandoned due to costs exceeding the capabilities of local governments and a lack of interest from the city of Karpacz.
In 2009, a Czech team of architects developed a concept for a 4 km railway tunnel under Sněžka, intended to connect Pec pod Sněžkou with Karpacz. According to the proposal, the tunnel would be part of a route linking Svoboda nad Úpou, Pec pod Sněžkou, Špindlerův Mlýn, and Karpacz, with an estimated construction cost of approximately 2 billion PLN.
At the end of 2009, after acquiring ownership of the station building, the Karpacz local government secured European Union funding for its renovation. The reconstruction contract was awarded in February 2010, and following renovation, the building became the new home of the Toy Museum on 25 June 2012.
The idea of converting the railway into a bicycle path resurfaced in 2011. The proposed plan involved dismantling the tracks and constructing a cycling route, which would be part of the Karkonosze Loop, connecting Karpacz, Mysłakowice, and Kowary. The proposal was approved by the Real Estate Management Department of Polish State Railways, on the condition that the transportation corridor would be preserved for potential future railway reconstruction. However, the Zielone Mazowsze association opposed the project, arguing that demolishing the existing railway infrastructure would be detrimental and weaken the region's transport network.
On 5 June 2013, Karpacz hosted the closing conference of the Śnieżka Project, which focused on developing a passenger transport concept for the Bautzen–Jelenia Góra–Kamienna Góra route to support tourism in the Euroregion Neisse-Nisa-Nysa. The study emphasized the need to consider the reactivation of the discussed railway, as well as the Jelenia Góra–Kowary section of Kamienna Góra–Jelenia Góra railway, citing the importance of these routes for tourism and local transport, as indicated by the extensive offerings of bus operators.

### Karkonosze Draisines and the Karkonosze Railway Association

Since the spring of 2005, efforts had been underway to make the railway accessible and to take over the former station in Karpacz. The following year, the Karkonosze Draisines project was launched, and draisines appeared on the line. The idea behind the project was the revitalization of the Mysłakowice–Karpacz and Kamienna Góra–Jelenia Góra railways, as well as coordinating the revitalization of the Karkonosze Railway with the Karkonosze Municipal Association. This attraction was very popular with tourists and was awarded in the 2006 contest for the most interesting tourist product. In 2008, the activities of Karkonosze Draisines were limited as the Karpacz local government refused to lease the track running through the city and welded the entrance to the stop. The city authorities argued that the entire section needed revitalization and that normal trains, not draisines, should run on the line. Additionally, the city wanted to take over the station building from the county. Since then, the draisines only ran within the Karpacz railway station area. The draisines from Karpacz were removed for the second time in 2010 when the station area was leased by Gmina Karpacz, and due to the ongoing construction work, no activities were to take place there. Karkonosze Draisines ceased its operations in 2013.
At the end of 2012, a group of railway enthusiasts began preparations to register an association aimed at saving the Mysłakowice–Karpacz and Kamienna Góra–Jelenia Góra railways from total degradation. To this end, the Karkonosze Railway Association was established in 2013. Its members cut down trees from the tracks, regularly patrolled the route, reported thefts, and held talks about revitalization with the Minister of the Treasury.

### Substitute bus service

On 25 October 2013, the railway company Przewozy Regionalne announced a tender for the provision of bus services as a substitute for passenger train services (InterRegio trains) due to planned railway network modernization works and the poor technical condition of the railways, as well as on routes supplementing the company's connection network. Among the lines included in the tender was the section from Jelenia Góra to Karpacz as a substitute bus service. InterRegio Bus connections from Jelenia Góra railway station to Karpacz Górny were operated seasonally (during winter holidays and summer holidays) starting from 27 December 2013. The railway fare applied to the Karpacz railway station, while a special fare was charged by the bus operator beyond that point. Przewozy Regionalne discontinued the InterRegio Bus services on 1 September 2015, following the end of commercial operations after partial renationalization.

### Bus connections by Koleje Dolnośląskie

In early 2017, the local authorities of Koleje Dolnośląskie announced the launch of substitute bus services on routes where trains could not operate due to the poor condition of the tracks. Among the planned routes was the connection from Jelenia Góra to Karpacz. The services were to be operated by companies cooperating with Koleje Dolnośląskie. According to the company's president, Piotr Rachwalski, the introduction of bus services as a substitute for trains was intended to encourage the infrastructure manager to start the track renovation sooner or transfer it to the Lower Silesian Road and Railway Service, which belongs to the region.
On 15 October 2017, Koleje Dolnośląskie introduced the "Integrated Ticket Karpacz" offer for passengers transferring between Koleje Dolnośląskie trains and PKS "Tour" buses on the Jelenia Góra Obrońców Pokoju–Karpacz Górny line, at Jelenia Góra station and the PKS bus stop near the station. This offer involved the combined sale of train and bus tickets at discounted prices compared to regular fare schedules, allowing for travel at a lower cost than purchasing two separate tickets.

## Acquisition of the railway by the Lower Silesian Voivodeship government

The first plans to reactivate the railway by the Lower Silesian Voivodeship government appeared in 2014. In March of that year, the voivodeship government announced that it could launch passenger connections to Karpacz, but this would require the revitalization of the line by the infrastructure manager, PKP Polskie Linie Kolejowe, since the local authorities had no plans to revitalize the line themselves. The goal was to bring the line to a state that would allow trains to run at speeds of 60–80 km/h. However, PKP Polskie Linie Kolejowe not only had no plans for the line's reactivation despite interest from several transport companies, but also began the procedure for the closure of this section.
At the end of April 2014, the Lower Silesian Voivodeship management asked Polish State Railways for information regarding the possibility of acquiring the Jelenia Góra–Mysłakowice–Karpacz railway. After receiving this data, the regional authorities would develop an analysis of possible lines for acquisition. The potential acquisition of the line would not lead to its closure for the construction of a bicycle path.
On 25 August 2016, during a meeting of the Karkonosze Civic Initiatives in Jelenia Góra, the Marshal of the Lower Silesian Voivodeship, Cezary Przybylski [pl], announced that the regional parliament would pass a resolution in September 2016 concerning the acquisition of the railways from Jelenia Góra to Karpacz and Kowary, with the intention of revitalization and reactivation. The estimated cost of restoring the line to operation was around 30 million PLN, with potential funding from the state budget or European Union funds within the framework of the Regional Operational Programme for 2014–2020.
Ultimately, on 21 June 2021, the Marshal of the Lower Silesian Voivodeship announced that the railway had been acquired by the voivodeship.