Skarżysko Kamienna 2025-05-28

Railway line No. 25 Łódź Kaliska – Dębica.

Railway line No. 25 Kaliska – Dębica is one of the longest in Poland and a line that was created from several historical railway lines. The line is very diverse on individual sections; it is single-track and double-track, electrified and non-electrified. For a greater length, the line runs south-east, so that the last part runs south. Line No. 25 runs through the following provinces: Łódź, Świętokrzyskie and Podkarpackie. The total length of the line is 323.528 km. The line is built in a normal gauge of 1435 mm. The following sections are electrified: Łódź Kaliska – Tomaszów Mazowiecki and Skarżysko Kamienna – Chmielów near Tarnobrzeg. The entire line is planned to be electrified. The maximum speed of the train is 120 km/h.

Number of tracks: single-track on the section –0.311 – 0.446 km, double-track on the section 0.446 – 56.613 km, single-track on the section 56.613 – 144.205 km, double-track on the section 144.205 – 235.356 km, single-track on the section 235.356 – 323.217 km.

Electrification was carried out: On 21 January 1958, Łódź Kaliska – Bedoń. On 31 December 1974, Żakowice Południowe – Tomaszów Mazowiecki. On September 10, 1982, Skarżysko-Kamienna – Wąchock. On September 16, 1987, Wąchock – Ostrowiec Świętokrzyski. On December 22, 1987, Ostrowiec Świętokrzyski – Sandomierz. On December 15, 1989, Sandomierz – Chmielów. Electrification: electrified line on the section –0.311 – 58.482 km, non-electrified on the section 58.482 – 144.205 km, electrified on the section 144.205 – 260.903 km, non-electrified on the section 260.903 – 321.266, electrified on the section 321.266 – 323.217 km.

History of LK No. 25.

On January 13, 1885, the first section was built, which was part of the historical Ivangorod-Dąbrowa Railway; Bzin (Skarżysko Kamienna) – Końskie – Opoczno – Koluszki. And from Bzin (Skarżysko Kamienna) station in the other direction to Ostrowiec and Bodzechów stations. Historically, it was in the Moscow partition. Initially, it was a broad-gauge line, with a rail gauge of 1524 mm. The section was converted to a standard track during the Great World War.

The next section was built in the Austro-Hungarian partition, on October 30, 1887, on the Dębica – Sandomierz section. The section was built by the Galician Railway Company named after Karol Ludwik, based on a concession of December 29, 1886. The line was built on a 1435 mm gauge. At the time of construction, the railway line was to serve mainly a military purpose and was to allow the Austro-Hungarian monarchy to quickly transport troops in the event of a war with the Muscovites. At the same time, the railway line played an important economic and civilizational role for Mielec and the surrounding area. On December 23, 1937, a decision was made to build a railway siding leading to the then emerging PZL aircraft factory in Mielec, which was built in August 1938. Until September 1939, the Dębica – Mielec – Tarnobrzeg railway line played a very important role in the construction of the Central Industrial Region (COP).

In the period 1901-1903, a broad-gauge section was built from Łódź Kaliska to Słotwiny as part of the Łódź-Fabryczno Railway and the Łódź District Railway. On May 13, 1903, the Gałkówek – Żakowice Południowe section was opened.

During the Great World War, the Ostrowiec Świętokrzyski – Sandomierz section was built, in normal gauge. This section was launched on May 11, 1915. During World War II, the Łódź Chojny – Mikołajów section was built.

In 1992, renovation works were carried out on the Chmielów near Tarnobrzeg – Padew Narodowa section. In 1997, partial renovation of the railway line was carried out on the following sections: Mielec – Malinie, Tuszów Narodowy – Jaślany and Jaślany – Padew Narodowa. Further modernization and renovation works were suspended by the decision of the PKP Management in 1998. The time of liquidation or at least phasing out of the railway network in Poland was already underway. The number of connections was reduced and new timetables were created that were unfavorable for residents. Long-distance connections on the Dębica – Sandomierz section were liquidated. In 2000, the line lost its national significance. There were more and more speed limits on the route, even up to 20 km/h. Passenger traffic was completely suspended in 2009. Freight traffic was sporadically carried out on the route. Until 2015, there was no chance of repairing the line and restarting passenger traffic. 

Currently (2025) there are 33 stations and 44 passenger stops on LK No. 25. The line can be divided into 5 sections: 1 Łódź Kaliska – Tomaszów Mazowiecki, two electrified tracks. 2 Tomaszów Mazowiecki – Skarżysko Kamienna, one non-electrified track. 3 Skarżysko Kamienna – Zalesie Gorzyckie, two electrified tracks. 4 Zalesie Gorzyckie – Chmielów, one electrified track. 5 Chmielów – Dębica, one non-electrified track.

Railway line in the Łódź province.

In December 2017, the Łódź province government signed an agreement for the electrification project of the line on the Tomaszów Mazowiecki – Opoczno section. It was also planned to increase the speed parameters of trains to 100 km/h. It was planned to build new passenger stops and renovate old platforms. On June 29, 2021, a tender was announced for the renovation of LK No. 25 Łódź Kaliska – Dębica on the Tomaszów Mazowiecki – Skarżysko Kamienna section, which was resolved on July 12, 2021. The value of the contract was PLN 24.6 million, financed from national funds.

Railway line in the Świętokrzyskie Province.

Railway line No. 25 on the Skarżysko Kamienna – Tarnobrzeg section was built in the period 1885–1887 and 1914–1915. Since 2010, the Skarżysko Kamienna – Ostrowiec Świętokrzyski – Sandomierz – Tarnobrzeg section has been undergoing modernization. By 2014, the Skarżysko Kamienna – Ostrowiec Świętokrzyski and Tarnobrzeg – Sobów – Sandomierz – Zalesie Gorzyckie sections were renovated. The line modernization was completed in 2015. The works were related to the planned launch of the Warsaw – Rzeszów express after 2013. On December 29, 2016, the PKP Polskie Linia Kolejowe company announced a tender for the development of design documentation and implementation of works on the Skarżysko Kamienna – Sandomierz section. The works were carried out in the period 2018-2024. The contractor replaced 105 km of tracks and traction network, modernized stations and stops, built 108 engineering structures. The investment cost exceeded PLN 678 million, and part of the expenses was covered by the European Union under the Eastern Poland Operational Program. The permissible speed of trains on this route was increased to 120 km/h.

Railway line in the Podkarpackie Province.

In January 2011, PKP PLK announced a tender for a study on the renovation of LK No. 25 Łódź Kaliska – Dębica, on the Tarnobrzeg (Ocice) – Mielec – Dębica section. The cost of the renovation was estimated at PLN 400 million. This included work not only on LK No. 25, but also No. 74 and 78 on the Stalowa Wola – Tarnobrzeg – Sandomierz – Ocice – Padew section. The tender was not organized until 2015. The works were planned to be carried out in the period 2017-2020. Due to the high cost of the works, it was difficult to obtain appropriate financial resources. The works were started in 2020. The contract included the replacement of 32 km of tracks, modernization of 40 rail-road crossings, renovation of 6 bridges and 31 culverts. The scope of the works included the renovation of platforms at stations and passenger stops.

Freight train traffic on the Mielec – Kochanówka Pustków section was launched on September 3, 2020. On June 4, 2021, PKP Polskie Linie Kolejowe announced the resumption of freight rail traffic on the Kochanówka Pustków – Dębica section and announced a tender for the performance of renovation works on the railway line on the Mielec – Padew section and a tender for the construction of a second underpass in Mielec. On September 1, 2021, passenger train traffic to the railway station in Mielec was resumed on the railway line on the Mielec – Dębica section.

In September 2024, InterCity announced the return of long-distance passenger rail connections on LK No. 25 on the Dębica – Mielec – Tarnobrzeg section in the form of the InterCity 23112 Hetman train on the Kraków Główny – Hrubieszów Miasto route, which took place as announced on December 15, 2024. The problem is that this section is not electrified, and the competing section is electrified, the Ocice – Rzeszów section (LK No. 71). Currently (May 2025) from Mielec station, 17 PolRegio trains and an InterCity Hetman train depart during the day. From Mielec station, you could go to the following stations: Dębica, Kraków Główny, Panew, Rzeszów Główny, Zamość.

Eastern Poland is focusing on good railways. On December 30, 2024, an agreement was signed to co-finance the modernization of railway lines No. 25, 74, 78 on the Stalowa Wola – Tarnobrzeg – Sandomierz – Ocice – Padew section. This is an investment that will complete the railway line system in the southern part of the macroregion. The total cost will be PLN 1.156 billion, of which PLN 798.7 million is co-financing from the European Funds for Eastern Poland program. The modernization will cover three sections of railway lines in the Podkarpackie and Świętokrzyskie provinces: LK No. 25 on the Sandomierz – Padew section, LK No. 74 on the Stalowa Wola Rozwadów – Tarnobrzeg section, LK No. 78 on the Sandomierz – Grębów section.

As part of the project, the track surface will be replaced and the traction network will be modernized. Eight railway bridges will be rebuilt. In addition, three railway stations will be renovated (Grębów, Tarnobrzeg and Chmielów) and three passenger stops (Wielowieś, Dąbrowica Małopolska, Turbia). Residents will also gain seven completely new stops where trains will stop (Tarnobrzeg Sobów, Tarnobrzeg Ocice, Tarnobrzeg Olszynka, Kępie Zaleszańskie, Zbydniów, Skopanie, Padew Narodowa). The works will last until 2028.

The course of the LK No. 25 line.

Łódź Kaliska station (0.00 km, elevation 200 m). There are LK No. 14, 15 here. The station was opened in 1902. There are 5 platforms and 8 platform edges at the station. The station is located west of the center of Łódź. The line leaves from the station towards the south. The line is double-track.

Łódź Kaliska Towarowa branch station (1.22 km, elevation 197 m). Here LK No. 539 leaves. The line passes over Aleja Adama Mickiewicza. The line runs next to the “Stadler Service Polska Łódź Karolew” plant. Then the line runs over Obywatelska Street.

Łódź Pabianicka passenger stop (3.79 km, elevation 199 m). There are 2 platforms and 2 platform edges here. The line passes over DK No. 14, Pabianicka Street, and then DW No. 488, Władysław Bartoszewskiego Avenue. At 4.95 km, there was a siding to the Chemical Plant. Then there was a siding to the Military Unit. Then the line runs over Rzgowska Street. The line already has an easterly direction.

Łódź Chojny station (6.92 km, elevation 201 m). There is LK No. 540 here. There are 4 platforms and 6 platform edges at the station. There are sidings to the companies: Aggregate Storage, Scrap Collection, Górażdże Cement. From the Łódź Chojny station, the line to the Łódź Dąbrowa station branches.

Łódź Olechów R3 switches (10.47, elevation 215 m). There is LK Nr 830 here.

Łódź Olechów Viaduct passenger stop (11.18 km, elevation 219 m). There are two platforms and two edges here. The stop was opened in 1940, closed in 1970, reopened in 2019. At this point, the large freight station Łódź Olechów begins. There is here; a container terminal, a rolling stock maintenance point and several other industrial plants.

Łódź Olechów Zachód passenger stop (12.16 km, elevation 220 m). There are two platforms and two edges here. The stop was opened in 1940, closed in 1970, reopened in 2019.

Łódź Olechów Wschód passenger stop (14.78 km, elevation 219). Further on there are junctions R37 (LK No. 541), R91 (LK No. 830). Behind the station above the railway lines runs the viaduct of the A1 motorway, Autostrada Bursztynowa. Further on, the line crosses DW No. 713, Rokicińska Street.

Bedoń passenger stop (18.05 km, elevation 212). There are LK No. 25 and No. 17 here. There are four platforms and four platform edges here. Each track has its own platform here. Behind the stops, under the lines runs Brzezińska Street.

Justynów passenger stop (21.00 km, elevation 226 m). There are LK No. 25 and No. 17 here. There are three platforms and three platform edges here. Behind the platforms there is an intersection with Główna Street. Further on the line crosses Gałkowski Forest. Here there is a siding to the Military Unit.

Gałkówek station (24.20 km, elevation 219 m). There are two platforms and two platform edges and a footbridge. At the station there are switches between LK No. 25 and No. 17. Further on the line crosses Długa Street at the intersection and a little further Główna Street. Further on both railway lines diverge and the Koluszki junction begins.

Żakowice Południowe passenger stop (28.45 km, elevation 209 m). There are two platforms and two platform edges here. Further on there is an intersection with DW No. 716, Piotrkowska Street. The line runs through Żakowicki Forest, Słotwiński Forest and Szajberowski Forest. The line gradually heads south-east.

Mikołajów station (33.99 km, elevation 198 m). There are two platforms and two platform edges here. There are LK No. 44, 534 here. There is a siding to the Military Unit here.

Wykno passenger stop (39.95 km, elevation 196 m). There are two platforms and two platform edges here.

Zaosie passenger stop (43.72 km, elevation 198 m). There are two platforms and two platform edges here. Behind the platforms there is an intersection with DW No. 715.

Skrzynki station (47.69 km, elevation 193 m). There are three platforms and five platform edges here. Cekanów was a passing loop (51.40 km, elevation 185 m). There is a siding here to the Dunapack Packaging Ujazd factory. Further on, the line runs under the S8 motorway, Trasa Bohaterów Bitwy Warszawskiej 1920. Further on, the line crosses DK No. 48, Warszawska Street, at an intersection. Before the station, the line crosses the Czarna River.

Tomaszów Mazowiecki station (55.70 km, elevation 163 m). The station was opened in 1884. There are two platforms and three platform edges here. Here there is a siding to Spała station and to Nowy Glinnik Military Airport. Here LK No. 25 becomes single-track. The second track changes into LK No. 22 Tomaszów Mazowiecki – Radom Główny. LK No. 25 becomes non-electrified. In the southern head of the station there is an intersection with Splska Street. Further on the line crosses the rivers: Wolbórka and Pilica. The line crosses DW No. 713 at the intersection.

Jeleń station (61.39 km, elevation 178 m). There is one platform and two platform edges here. A siding to the Biała Góra Mine leaves from the station. There was also a siding to the railway bunker in Jelen and to the Military Unit depot Wąwale. Here is the Pilska Forest.

Bratków station (67.40 km, elevation 190 m). There is one platform and two platform edges here. Behind the station there is a junction with a local road.

Tomaszówek passenger stop (68.14 km, elevation 190 m). There is one platform and two platform edges here.

Szadkowice passenger stop (72.89 km, elevation 192 m). There is one platform and one platform edge here. There are two junctions here, including with DW No. 713. Further on the line crosses the Słomianka river.

Słomianka passenger stop (76.06 km, elevation 206 m). There is one platform and one platform edge here. Before the city of Opoczno, LK No. 25 passes under LK CMK. Then the line passes under DW No. 713.

Opoczno station (81.90 km, elevation 185 m). There are two platforms and two platform edges here. After the station, the line crosses the Waglanka River, and then the Drzewiczka River. Then there is a junction with DW No. 726, and then the line passes under DK No. 12. Sitowa was a passing loop (86.91 km, elevation 192 m).

Sitowa passenger stop (87.42 km, elevation 190 m). The line crosses the Drzewiczka River.

Petrykozy passenger stop (92.96 km, elevation 202 m). At 96.85 km, there is the provincial border of Łódź – Świętokrzyskie.

Ruda Białaczowska passenger stop (96.87 km, elevation 214 m). The line crosses the Gracuśna River. Nałęcz “Nł” branch post, siding to the Borczyn Fuel Base.

Kornica passenger stop (102.33 km, elevation 224 m). Before the platform there is an intersection with a local road, Główna Street. Then the line goes under DW No. 728, Koneckich Odlewników Street. Then there is an intersection with Warszawska Street. Barycz former passenger stop (103.59 km, elevation 234 m). Końskie goods station with several sidings to neighboring factories. Końskie “Kn” signal box. The line passes over Mostowa Street. Further on there is a junction with DW No. 749, 1 Maja/Fabryczna Street.

Końskie passenger station (105.65 km, elevation 238 m). There is one platform and two platform edges here. The station has four through tracks. Końskie is a town with a population of 17,514 (2023). Behind the station there is a junction with DK No. 42, Partyzantów Street. Further on the line crosses the Żywiczka River. The line enters the forests. Wąsosz was a passing loop (110.43 km, elevation 255 m).

Wąsosz Konecki passenger stop (112.15 km, elevation 259 m). Stąporków was a passing loop (113.52 km, elevation 260 m).

Czarniecka Góra passenger stop (115.14 km, elevation 266 m). At the platform there is a junction with a local road. Czarniecka Góra is a village with a typical street layout. Further on the line crosses the DK No. 42 at a junction.

Stąporków station (119.16 km, elevation 268 m). There are two platforms and two platform edges here. A siding leads from the station to the gas fuel storage. Further on, the line crosses the Czarna Konecka River, through whose valley the railway line runs.

Wólka Plebańska passenger stop (123.41 km, elevation 282 m). At the platform there is an intersection with a local road. The line continues through forests.

Sołtyków passenger stop (128.27 km, elevation 282 m). Further on, the line crosses the Kamienna River. The line runs along DK No. 42.

Gilów passenger stop (131.72 km, elevation 279 m). At the platform there is an intersection with a local road.

Bliżyn station (133.83 km, elevation 270 m). The station serves as a passing loop. Further on, the line crosses the intersection of DK No. 42.

Brzask passenger stop (137.60 km, elevation 259 m). At the platform, the line crosses the intersection of DK No. 42. Bugaj was a passing loop (139.88 km, elevation 247 m). Further on, the line passes under the S7 motorway. Then there are two intersections with Krakowska and Legionów streets.

Skarżysko Milica passenger stop (141.14 km, elevation 242 m). At the platform, there is an intersection with Metalowców Street, and then with Aleja Niepodległości Street. Further on, the line runs under the viaduct of the 25th anniversary of Skarżyński County.

Skarżysko Kamienna station (143.51 km, elevation 244 m). There is LK No. 8 here. The city has a population of 41,793 inhabitants (2023). Here LK No. 25 changes back to a double-track line and is electrified. The line turns eastward when leaving the station.

Skarżysko Wschodnie branch station (145.67 km, elevation 234 m). The line crosses 1 Maja Street at the intersection. The line often changes direction, bypassing elevations and basins. The line runs along the depression of the Kamienna riverbed.

Skarżysko Kościelne passenger stop (146.20 km, elevation 233 m). Behind the platforms there is an intersection with Grzybowa Street. Grzybowa Góra former passenger stop (149.63 km, elevation 222 m).

Marcinków passenger stop (152.42 km, elevation 220 m). Between the platforms there is an intersection with a local road.

Wąchock station (155.33 km, elevation 220 m). The station has two platforms and three platform edges. The station has five through tracks. In the southern head of the station there is an intersection, Kolejowa/Radomska Street. Further on there is an intersection, Partyzantów Street. Then the line goes under DW No. 744. Further on there is an intersection, Źródlana Street. On the southern side of the line there is Lake Starachowickie.

Starachowice passenger stop (159.89 km, elevation 213 m). After the stop, the line crosses Radomska Street at an intersection. Further on the northern side of the line is the Museum of Nature and Technology.

Starachowice Wschodnie (161.69 km, elevation 207 m). The station has two platforms and three platform edges. There are six through tracks at the station. There is a narrow-gauge railway station next to it. The line runs under DW no. 744, Księdza kardynała Stefana Wyszyńskiego Street.

Starachowice Michałów passenger stop (165.74 km, elevation 207 m). There are two platforms and two platform edges here. Further on, the line crosses Słoneczna Street at the top, and then there is an intersection, Starotorze Street. On the southern side of the line is the Brodzki Reservoir on the Kamionna River.

Styków Iłżecki passenger stop (168.99 km, elevation 205 m). There are two platforms and two platform edges here. Then the line runs above Kolejowa Street. Then there is an intersection, Duża Street.

Brody Iłżeckie passenger stop (172.74 km, elevation 190 m). There are two platforms and two platform edges here. Behind the platforms there is an intersection, Nad Torami Street. Further on the line runs under DK No. 9, Warszawska Street.

Staw Kunowski passenger stop (176.70 km, elevation 186 m). There is one platform and two platform edges here. Nietulisko former passenger stop (179.70 km, elevation 185 m). The stop operated in the period 1927-1941.

Kunów station (181.99 km, elevation 190 m). There is one double-edge platform here. There are five through tracks at the station. Sidings to neighboring factories lead from the station. There is also a railway line running to Puszcza Iłżecka northwards to the Zakłady Górniczo-Metalowe Ziębiec factory.

Boksycka passenger stop (184.95 km, elevation 190 m). There are two platforms and two platform edges here. Behind the platforms, the line runs under DK No. 9, which then runs parallel to the railway line. Further on, the line crosses the Kamienna River.

Ostrowiec Świętokrzyski station (189.12 km, elevation 174 m). In 2024, the city had a population of 59,247 inhabitants. The station has one platform and two platform edges. There are several sidings at the station, which lead to neighbouring factories. The viaduct of Aleja 3 Maja Street passes over the station. Further on, DK No. 9 runs over the line.

Bodzechów freight station (193.56 km, elevation 170 m). There is one double-edged platform here, which is not used. There are six through tracks at the station. Behind the station there is an intersection, Kolejowa Street. Further on there is an intersection, Cegielniana Street.

Brzóstowa (Brzustowa Opatowska) passenger stop (197.69 km, elevation 166 m). There are two platforms and two platform edges here.

Ćmielów station (201.09 km, elevation 172 m). There is one platform and two platform edges at the station. Behind the station there is an intersection, Legionów Street. Then the line crosses the Przepatrz River. Further on there is an intersection, DW Nr 755.

Drygulec passenger stop (204.81 km, elevation 197 m). There are two platforms and two platform edges here.

Ożarów Cementownia station (207.10 km, elevation 193 m). There are 11 through tracks at the station. There is a signal box “Oż”. To the north, there is a railway line to the Grupa Ożarów cement plant.

Jasice passenger stop (209.25 km, elevation 202 m). On the eastern side of the line is the Przemiałownia Jasice factory. Further on there is an intersection with DK No. 74. The line crosses the Czyżówka river.

Jakubowice station (214.72 km, elevation 205 m). There are two platforms and three platform edges here. There are three through tracks at the station. Behind the station there is an intersection with DK No. 79 and then an intersection with a local road. Pisary was a passenger stop (219.30 km, elevation 200 m).

Stary Garbów passenger stop (222.82 km, elevation 196 m). Previously there was a station here. Only 6 PolRegio trains stop at the stop during the day. There are intersections with local roads nearby. Here the line changes direction several times to climb to a height of 255 m.

Słupcza passenger stop (226.44 km, elevation 255 m). Now the line goes down sharply. Next is the DW Nr 777 intersection, and a little further on the line crosses the Opatówka river.

Dwikozy station (230.16 km, elevation 148 m). There is one platform and two platform edges at the station. There are four through tracks at the station. There is an intersection here, Nadwiślańska Street. Further on there are four intersections with local roads.

Metan passenger stop (234.80 km, elevation 148 m). There are two platforms and two platform edges at the stop. Behind the stop is the Zalesie Gorzyckie signal box, because the line changes from double-track to single-track.

Zalesie Gorzyckie checkpoint (235.42 km, elevation 146 m). At 235 km, there is the provincial border Świętokrzyskie – Podkarpackie. Here is the Vistula River and a bridge. The bridge is single-track and the track is electrified. The bridge is steel, truss, has 6 spans. Each span is 75 m long. The total length of the bridge is 466 m. The bridge was built in the period 1925-1928.

Sandomierz station (240.95 km, elevation 145 m). There is LK No. 78 here. There are two platforms and four platform edges at the station. There are sidings to neighboring factories, including the river port. At the station there is a junction of DW No. 77. The station is divided into a passenger and freight part. Two lines No. 78 Sandomierz – Grębów and No. 25 Łódź Kaliska – Dębica leave from the station.

Wielowieś passenger stop (244.83 km, elevation 146 m). There are two single-edge platforms for each LK one. Here the lines diverge. There is an intersection at the platforms, Kolejowa Street.

Sobów station (248.50 km, elevation 149 m). There is LK No. 74 here. On the western side of the line is Las Zwierzyniecki; Nature and landscape park.

Tarnobrzeg station (252.90 km, elevation 153 m). There are two platforms and three platform edges at the station. There are five through tracks at the station. DW No. 871 passes over the station on a viaduct. In 2024, the city had a population of 43,712 inhabitants. Then the line enters the forests; Puszcza Sandomierska. The line crosses the local road, Ocicka Street, at the intersection. Ocice is a village with a street-like character.

Ocice station (257.53 km, elevation 153 m). The beginning of LK No. 71, towards Rzeszów. LK No. 25 turns towards Chmielów station.

Chmielów station (260.20 km, elevation 161 m). There are LK No. 70 (towards Staszów), No. 933. A siding to the Chemical Plants leaves here. There is one double-edged platform at the station. The electrified line ends at Chmielów station. There is a factory in the village; Ceramika Podkarpacka Production Plant in Chmielów. Then the line passes under the viaduct DK No. 9.

Dąbrowica Małopolska passenger stop (263.19 km, elevation 153 m). The stop is located in the village of Dąbrowica. Behind the platform there is an intersection with a local road.

Skopanie passenger stop (267.78 km, elevation 155 m). There was a passing loop here. The stop is located in the village of Skopanie in the settlement of Koniec. Behind the stop there is an intersection, Wiejska/Granica Street.

Baranów Sandomierski passenger stop (269.11 km, elevation 155 m). There is one platform and one platform edge here. Behind the platform there is a crossroads DW No. 872, Jana Pawła II / Szkolna Street. The line crosses the Babulówka River. Then the line passes under the line; Linia Hutnicza Szerokotorowa. Under the same viaduct passes LK No. 79 to the transshipment terminal between the standard railway line and LHS.

Padew station (275.02 km, elevation 157 m). There is LK No. 79 here. There are two platforms and two platform edges at the station. There is an intersection at the station, Księdza Jana Kica Street. From Panew station the line runs along DW No. 985.

Jaślany passenger stop (279.35 km, elevation 160 m). There is one platform and one platform edge here. The stop is located in the Bugaj settlement. Behind the stop is the intersection of DW No. 982. Then the line passes under DW No. 985 and the beginnie along DW No. 764.

Tuszów Narodowy passenger stop (282.66 km, elevation 162 m). The stop is located in the Załuże settlement. There is an intersection with a local road at the stop. There are several villages here that stretch all the way to Mielec: Tuszów Narodowy, Tuszów Mały, Malinie, Chorzelów.

Chorzelów passenger stop (286.11 km, elevation 163 m). There is a single-edge platform here. There used to be a station here with sidings to neighboring factories.

Chorzelów Southern passenger stop (287.55 km, elevation 165 m). There is one platform and one platform edge here. Nearby is Mielec Airport, and on the south side of the airport are the former WSK-PZL plants. Further on, the line passes under DW No. 984.

Mielec station (291.93 km, elevation 157 m). There is one platform and two platform edges at the station. Mielec in 2021 had a population of 59,509. In the southern head of the station, the viaduct DW No. 875 passes over the tracks. Mielec Południowy used to be a passing loop, which was eliminated (293.30 km, elevation 171 m). From Mielec, the Wisłok River flows along the railway line, all the way to Dębica.

Wojsław passenger stop (295.71 km, elevation 173 m). There is one platform and one platform edge here. There is a crossroads at the stop, ul. Wincentego Witosa.

Mielec Południowy passenger stop (297.55 km, elevation 173 m). There is one platform and one platform edge here. Then the line passes under DW No. 985.

Rzochów station (299.91 km, elevation 176 m). There is one platform and one platform edge here. Behind the platform there is an intersection, Kolejowa Street. Further on is the inactive Rzochów freight station. Freight traffic was suspended here in 2009.

Rzemień passenger stop (302.41 km, elevation 177 m). There is one platform and one platform edge here. The line runs along DW No. 985.

Tuszyma passenger stop (305.96 km, elevation 180 m). There is one platform and one platform edge here. Behind the platform there is an intersection with a local road.

Dąbie near Dębica passenger stop (307.62 km, elevation 181 m). There is one platform and one platform edge here. Behind the platform there is a junction with DW No. 986. Further on, the line crosses the Tuszymka River.

Pustków passenger stop (310.74 km, elevation 184 m). There is one platform and one platform edge here. Before the platform there is a junction with a local road. Pustków is a large village with scattered development.

Kochanówka Pustków station (314.56 km, elevation 189 m). There is one platform at the station. A siding to factories in the Pustków Osiedle forest complex leads out of the station. Behind the station there is a junction, Kolejowa Street. Further on, the line crosses the Wielopolka River. Further on, the line passes under the A4 motorway.

Pustynia passenger stop (318.19 km, elevation 193 m). There is one platform and one platform edge here. Pustynia is a large village with scattered buildings, with a population of 1,567 inhabitants (2020).

Dębica Towarowa freight station (321.54 km, elevation 193 m). There is LK No. 610 here.

Dębica station (323.77 km, elevation 196 m). There is LK No. 91 here.

Railway bridge over the Vistula River.

The bridge in Zalesie Gorzyckie was built in the period 1925-1928 and is one of the best structures of this type built in Europe at that time. The bridge is the result of Polish engineering and was made by Polish hands and from Polish materials. On February 11, 1928, the ceremony of consecration of the bridge took place. The act of consecration was performed by the bishop of Sandomierz, Father Marian Ryx. The ceremony was attended by: Minister of Communication Paweł Romocki, representatives of the Polish Army, local authorities, representatives of the PKP management and the local community.

The bridge connected the towns of Zalesie Gorzyckie and Nowy Kamień. The steel bridge replaced a wooden bridge that was built in March 1915, during the Great World War, started by the Germans. The bridge was built by the Muscovites during the construction of the Ostrowiec-Nadbrzezie railway line. However, on June 18, 1915, the Muscovites burned the bridge while retreating to the east. The bridge was rebuilt by Austrian troops. Probably in September 1915. On the night of October 31, 1918, to November 1, 1918, a unit of the Polish Military Organization, under the command of Stanisław Magdziarz from Gorzyce, disarmed the military post protecting the bridge. The Polish unit consisted of 22 POW soldiers. Polish soldiers took control of the bridge. The wooden bridge was repaired several times, after damage caused by ice floes and floods.

The bridge is designed as a single-track bridge, but in the future it was planned to build a second parallel bridge for the second track. Construction of the steel bridge began in September 1925. The designer of the bridge was engineer Roman Strawiński. Engineer Andrzej Pszenicki, professor at the Warsaw University of Technology, was in the team of designers who prepared the executive design. The pillars, using caissons, were designed by engineer Stanisław Kabaczyński. The concession for the construction was granted to the Society of Metal Industry K. Rudzki i S-ka. The bridge elements were made in Huta Bankowa in Dąbrowa Górnicza.

The bridge is single-track and the track is currently electrified. The bridge is made of steel, truss, and has 6 spans. Each span is 75 m long. The total length of the bridge is 466 m. The bridge is supported on seven brick pillars. There are also two iron-concrete girders, each with a span of 8 meters. The pillars were placed on concrete-iron caissons, which reach to a depth of 16.5 m, below the water surface. On the side of the inflow of the water, the pillars received icebreakers. The construction of the bridge was completed with a strength test on 8 February 1928.

The bridge fulfilled its role without problems until the outbreak of World War II, which was started again by the Germans. On 5 September 1939, the commander of the Northern Front, General Kazimierz Sosnkowski, issued an order to defend the bridges on the Vistula River. The task of defending the section on the Vistula, from Zawichost to Baranów Sandomierski; defending the bridges and preparing them for possible destruction, was given to the Sandomierz Group, which was commanded by Lieutenant Colonel Antoni Sikorski. The order to defend the railway bridge in Zalesie Gorzyckie was given to the 1st Battalion of the 94th Infantry Regiment, under the command of Captain Stanisław Średnicki. In the period from 6 to 13 September 1939, the bridges in Sandomierz and Zalesie Gorzyckie were systematically bombed. During one of the air raids, on 10 September 1939, one of the bridge spans was damaged. On 13 September 1939, the Polish Army blew up one span. After the defensive war, the Germans began repairing the bridge. Throughout the German occupation, the bridge was defended by forces the size of a platoon (about 30-40 Germanic, Ukrainian and Volksdeutsche soldiers). On 5 August 1944, the retreating Germans blew up two spans and one pillar. The reconstruction of the bridge began only after the end of hostilities. In the period 1945-1947, the bridge was rebuilt. The work was carried out by the company; Społeczne Przedsiębiorstwo Budowlane, Oddział w Radomiu. The works manager was engineer Wacław Pietraszkiewicz. The damaged pillars were repaired and the repaired spans were installed. The bridge was ready in October 1947, but its communist opening took place only on February 14, 1948.

Written by Karol Placha Hetman