[2] On 10 July 1991, Polish State Railways' General Director, Aleksander Janiszewski [pl], sent a letter to provincial governors informing them of these closures.

[1] In the Zielona Góra Voivodeship, 20 railway sections with a total length of 470 km were marked for closure, which would have left large parts of the region without rail connections.

In response, on 19 July 1991, Deputy Voivode T. Bobiecki met with local government representatives and Zdzisław Wolny, the Director of the Zielona Góra Regional Transport Division.

The Regional Transport Division and the Infrastructure Department of the Voivodeship Office were tasked with conducting a technical and economic feasibility study for the project.

[1] On 5 October, after further efforts by Lubuska Kolej Regionalna, the general director of Polish State Railways transferred the Tuplice–Łęknica and additionally the Jankowa Żagańska–Sanice sections to the carrier.

[4] In December 1992, Lubuska Kolej Regionalna proposed general cooperation rules with Polish State Railways for freight transport.

[1] On behalf of the Polish State Railways, Lubuska Kolej Regionalna was to perform forwarding activities on its lines and bear the maintenance costs, for which it would receive an 8% commission from the transport charges for the entire journey of the shipment.

[1] In April, part of the tracks and the warehouse and workshop premises in the Czerwieńsk motive power depot were handed over, and the process of approving the Danish rolling stock for operation started in Poznań.

[1] The duties of the train conductor included closing and opening the gates at level crossings, as Lubuska Kolej Regionalna did not employ flagmen.

However, due to the Polish State Railways' refusal to grant access to infrastructure, the carrier had to cancel the train and replace it with a substitute bus.

[3] In July 1993, the two carriers agreed on a new timetable, and in November, the issue of Lubuska Kolej Regionalna being exempt from track access fees for the Polish State Railways lines was discussed again, along with the terms for the transfer of infrastructure.

According to its founding concept, the company was supposed to be self-financing, but the core activity, which was passenger transport, was unprofitable despite a ministerial subsidy of approximately 10 billion old PLN in 1993.

[1] Since the Polish State Railways operated the more important lines in the Zielona Góra region, Lubuska Kolej Regionalna had little significance in passenger transport.

The company faced the prospect of losses from operating peripheral passenger lines while also incurring costs related to maintaining infrastructure and facilities.

The liquidation process continued until 1997, during which time the company, having received an additional 10 wagons for a symbolic fee, also sought EU funds and other assistance through DSB.

[1] Between 1963 and 1966, German factories MAN SE, Linke-Hofmann-Busch, and Waggonfabrik Wegmann produced 11 diesel multiple units for the Danish railways DSB.

[3] They were equipped with airplane-style seats with adjustable backs, air conditioning, doors opened by pressing a button, a bar compartment, and a toilet with a changing table for infants, as well as hot and cold water.