trains in 20th Century Europe
After 1946, the new political realities of this part of Europe changed service patterns on this route considerably. Thereafter, it never resumed through end to end links as before. Rather, the route was used in sections for different services.
Germany was partitioned between the western and Soviet spheres of influence and East Berlin became the capital of the Soviet sector. Germany lost a sizeable chunk of its eastern territory to Poland which moved bodily westwards. Thus the main route before 1939 to Wien and Budapest via Wrocław had passed into Polish sovereignty and ceased to be used as an international route to those destinations. Berlin’s links with Budapest and Bucureşti were moved to the Balt Orient spine.
At the western end of this route, the former line from Berlin to Wrocław terminated at the Polish frontier at Gubin and what traffic there was between Berlin and southern Poland was diverted to the Cottbus/Görlitz route. Initially, a through service from East Berlin to Katowice was introduced, later extended to Kraków. The Opole-
The former Berlin-
International services did not resume through Medyka until 1960 when the Karpati Express was introduced from Warszawa to Bucureşti via Przeworsk. Prior to this, from 1948, Warszawa-
In 1989 Medyka saw another cross border working from Wrocław and Legnica to Kyiv. Whilst the Medyka-
Warszawa to Bucuresti -
In 1920 a link was constructed from Lublin to Przeworsk enabling Warszawa to send direct trains to Bucureşti using the Berlin-
Passengers had to change trains at Przemysl and at the Romanian border town of Vicsani due to the gauge change. This journey would take 30+hours to cover the 1300 kms. Meanwhile, the Balt Orient service incurred an additional six hours over an increased distance of 377 kms. The Karpati Express survived along this route until the 1980s when it was diverted through Kraków and Košice to the Romanian border. This was in addition to the Balt Orient service.
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