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In the early 1870’s the decision was made to build a new goods station on Warsaw-Vienna railroad. This was necessary as freight traffic to, and through Warsaw was constantly increasing. It was caused by several factors. Those factors were, among other things, building new spur lines serving bigger manufacturing plants, which were situated near railway lines, and increased demand for essential goods, vital for living in a quickly developing city (food products, coal, construction materials). Another important factor increasing Warsaw-Vienna railroad commodity trade was gradually interlarding its lines into an interconnected with foreign railways system, which was slowly coming into life on The Kingdom of Poland’s territory.

The building and opening of the further railway lines: Warsaw-Bydgoszcz railway, Warsaw-St.Petersburg railway (1862), Warsaw-Terespol railway (1867), and also Fabryczna Railway from Koluszki to Łódź (1865), resulted in an increased flow of goods through Warsaw. The different gauge of railways meeting in Warsaw made the city an important transshipment and transit point. In this situation, in order to benefit significantly from freight traffic, the Warsaw-Vienna Railroad Company had to increase sharply the Warsaw goods station’s potential, all the more due to the fact that the previously used tracks, warehouses and slip roads located at main station (corner of Marszałkowska street and Al. Jerozolimskie) were starting to become too tight.

For this reason it was decided to build a new, larger goods station outside the city, on Czyste village territory. The project was designed simultaneously with the project of connecting with each other railroads with different tracks on the right and left bank of the Vistula river, using a railroad known as the Circular Railway. The station was situated on territory of the later Warsaw Main Railway Station, and today’s Station: Museum at Towarowa street.

One of the few known iconographic records with the view of the goods station is a drawing from 1875, published in “Tygodnik Ilustrowany” (“The Illustrated Weekly”). On the foreground it shows a railway dispatch house, adjacent to it a low warehouse with a ramp, and a warehouse for grain, situated along.

Another iconographic record is the plan of this station, which was published in the “Przegląd Techniczny” in 1876 along with an article about its construction. This article considerably helps to determine which buildings and appliances were at the station. Another equally valuable records are photographs of drawings with a view of station’s buildings like steam locomotive shed, water tower etc. The photographs are now a part of the Station: Museum’s collection.

The goods station DŻWW was built at the same time as circular railway, that is in 1875. Its location, more or less coincides with the territory currently occupied by Station: Museum. It covered the territory north of the main Warsaw-Vienna passenger railway line between Jerozolimska bar (today Plac Zawiszy) and Czyste village. From the east, the station was enclosed by Okopowa street (currently Towarowa street). After the opening of two broad gauge Railrod Railways in the 1860s: Warsaw-St.Petersburg and Warsaw-Terespol a problem occurred with freight hauling from carriages operating on the normally gauged tracks on Warsaw-Vienna railroad to carriages on broad gauged tracks, which were used in Russia and throughout the Kingdom of Poland. The Warsaw-Vienna railway was an exception and this is the reason why the problem occurred. For strategical reasons, railways with differently gauged tracks didn’t have any connections with each other, so any transport of goods encountered additional difficulties. The “Kierbedzia” bridge wasn’t a railway bridge, and it served only for horsecars.

The Building of goods station DŻWW was directly connected to the building of the circular line. Among the major points speaking in favour of the decision was not only the vastness of the land, which created the right conditions for the extension, easy road access for horse carriages but above all the idea, that it could be possible to connect other railway lines in Warsaw, situated on the right bank of the Vistula river, by building the new railway line running along city’s western outskirts to the other side of the Vistula river on an iron bridge. In Praga borough, the circular railway line had a connection to the Vistula River Railway and it was supposed to branch off in the northern direction to Gdańsk and in the south-west direction, reaching St.Petersburg and Terespol Railway Stations.

This double railway lines (broad gauge track 1524 millimetres and normally gauged 1423 millimetres) were built between 1874-1880 with the first Warsaw railway bridge near Citadel, which was designed by the engineer Tadeusz Chrzanowski. On the upper level of the bridge, two types of tracks were laid: for standard and broad-gauged rolling stocks. The circular railway line ended its run near the goods station.

The new goods station for Warsaw-Vienna railway line was opened on 01.10.1875. In the newspaper “Przegląd techniczny” from 1876 we can find its detailed description. It was designed on one level approx. 1 meter below the railway station for passengers. The total cost of construction of buildings, tracks and devices, including buying out land, land drainage and gas pipes distribution amounted to 1 000 000 rubles. The building area took up a of total 14 hectares and was fenced off with the brick wall.

The establishment of the design was based on an X-shaped plan, one arm of X formed tracks running from the main line to circular railway line, and the second leg was the axis of the railroad yard, which was used for technical support. The traffic was organized in such a way that all manoeuvres while operating the trains would be as safe as possible. To fulfil this condition, work at the station was organized in groups, working along tracks and with clearly assigned tasks.

“When we closely analyze the plan of this railway station, we can see, that auxiliary tracks branched off the main line and divided into two pairs of tracks: one for arrivals and the other for departures. From “ready to departure” tracks branched off crossing tracks, leading towards Okopowa street to the transshipping and warehouse area and towards Tunelowa street, where there were a coal yard and a backshop. Near the crossroad, there was a place for shipping goods to and from the broad-gauged Vistula River Railway’s carriages. The Warsaw-Vienna Railway Line had it own standard gauged line running to the right bank of the Vistula river, next to the broad-gauged Circulate Railway line. In this way, it was possible to send standard gauged trains to Praga borough. (A. Paszke, „Dworce Drogi Żelaznej Warszawsko-Wiedeńskiej”, Oddział I, Warszawa – Skierniewice
1845-1900, Warszawa 1986, str. 10-11).

Near the goods station, many buildings were built, mostly of red brick, we can divide into two groups. First one - buildings for public use situated at Okopowa street, the second one - outbuildings in the centre of the station. There were also situated ramps and squares for freight hauling. This paved the way for easy access to the city.

The station was designed as a terminal. Tracks for arriving trains were separated from those for departing trains. Separated tracks were built for waiting for carriages - they were connected with warehouses, freight hauling squares and ramps, coal yards and steam locomotive shed.

“Whole station area, reaching up to Sienna street, was fenced off with a brick wall. In 1882 to the goods station DŻWW was brought city horsecar from Plac Teatralny. In 1890 due to proximity of the station, one part of the Okopowa street changed its name to Towarowa street. Soon the street was paved with stone” (F. Karoński "Śladami nieistniejącego dworca", Świat Kolei nr 5, Warszawa 2000).
The view of the goods station DŻWW with a railway dispatch house, a warehouse for grain and a warehouse with loading-unloading ramp.

DŻWW station