Kętrzyn 2025-07-28

Electrification of railway lines.

As of December 31, 2022, Poland had approximately 21,550 km of railway lines, including standard gauge (1435 mm) and broad gauge (1520 mm) tracks. 19,393 km of lines were in active operation. The remaining lines and main sidings are unused or technically inoperable.

About 12,236 km of railway lines are electrified in Poland, representing approximately 62.5% of all lines in operation (or approximately 19,576 km), according to data from 2023. Current electrification mainly involves the installation of new traction on revitalized stations and lines that were already electrified. In 2024, PKP PLK commissioned 131 km of electrified tracks.

Current plans are for the period 2025–2029. PKP PLK plans to conclude contracts worth PLN 15 billion annually. By the end of 2025, it is estimated that 494 km of electrified railway lines will be operational, primarily through modernization and renovation projects. The amendment to the National Railway Program includes the electrification of over 1,000 km of additional lines, particularly local ones, which seems unrealistic in the current situation.

The following investments are planned and underway: Railway Line No. 104 Chabówka – Nowy Sącz (implementation period 2022–2027). Railway Line No. 181 Kępno – Oleśnica (implementation period 2024–2026). Lines No. 201, 214, 229 Kościerzyna – Gdynia – Somonino (implementation period 2024-2030). Line No. 24 Piotrków Trybunalski – Bełchatów (implementation period 2023-2029). Line No. 30 Łuków – Lublin (implementation period 2026-2029). Line No. 55 Siedlce – Sokołów Podlaski (implementation period 2025-2030). Line No. 38 Ełk – Korsze (first electrification, implementation period 2022-2026). Line No. 203 Gorzów–Kostrzyn (electrification has been planned for many years. The Germans are pushing for electrification with 15 kV AC at a frequency of 16 2/3 Hz).

It’s also worth noting that the anti-Polish government in power in 2025 has restricted the development of the Central Communication Port (CPK) and announced a competition for passenger trains capable of speeds of 350 km/h, preventing Polish companies from participating. Not only is the airport expected to be significantly smaller, but a further three-year delay has also been announced.

In 2025, the anti-Polish government (Folksdeutsche, communists, and Freemasons) was celebrating the electrification of over 1,000 kilometers of railway lines within three years. Their slogan was: “What harm can it do to promise?” The amendment to the National Railway Program was to include a project to electrify over 1,000 kilometers of railway lines. The final list of sections was unknown, but PKP PLK (Polish State Railways) indicated the need to electrify the following railway lines: to Łomża, the section from Płock to Laskowice Pomorskie via Grudziądz, the Podsudecka Main Line, and from Szamotuły via Międzychód and Gorzów to Szczecin. The problem was this: the European communist party had conceived of a complete abandonment of diesel rolling stock. It stopped supporting new diesel locomotive programs with grants and pursued a fictitious green energy strategy. True, it was; The backward German electric car industry and the collapse of Volkswagen caused a temporary setback among the corrupt elites ruling the European Union.

Against this backdrop, the Polish rail vehicle industry appears modern and realistic in its approach to the situation on our tracks.

Railway Line No. 38 Białystok – Głomno.

The Białystok – Głomno railway line is currently a single-track, partially electrified line. The line is located in northeastern Poland, in the Podlaskie and Warmian-Masurian Voivodeships. The line from Białystok runs diagonally, northwestward. The line is 241.453 km long. Train speeds reached up to 120 km/h.

The first section of the line opened on September 24, 1866, on the Królewiec – Bartoszyce section, at a time when Poland was not on the maps. The line was important for the Prussians and the Muscovite Empire. On November 10, 1867, the Bartoszyce – Kętrzyn section was opened. On December 8, 1868, the Kętrzyn-Ełk section was opened, and on November 1, 1871, the final Prussian section, Ełk-Prtostki, opened. Prostki served as the border station between Prussia and the Muscovite Empire. In 1873, on the Muscovite side, the Białystok-Grajewo section, with a 1524 mm gauge, was opened. On September 15, 1873, the final Grajewo-Prostki section was opened. This section featured two gauges: 1435 mm and 1524 mm.

In 1984, a second track was laid on the Korsze-Ełk section. In 1905, a second track was opened on the Królewiec-Korsze section and on the Ełk-Prostki section. After the Great War, a section of the route previously belonging to the Muscovite Empire was transferred to the Reborn Poland. The track was rebuilt to standard gauge. At the end of World War II, in 1945, Soviet trophy troops dismantled the second track on the Prostki-Korsze section. The track was not rebuilt. On December 9, 1990, the Białystok-Ełk section was electrified. In 2026, the Ełk-Korsze section was electrified.

During the communist era, the line connected Białystok with Głomino station. At Głomino station, there was a border crossing between Głomino and Bagrationovsk. Currently (2025), the crossing is unused, although the tracks remain, and until 2012, tourist trains and railway enthusiasts occasionally arrived here. Freight and passenger traffic operates on the Białystok-Korsze section. Since 2017, preparatory work has been underway to revitalize the Ełk-Giżycko section, and then the Giżycko-Korsze section, combined with electrification.

Ełk – Giżycko section.

Renovations on the Ełk – Giżycko section were scheduled to begin in 2020, when contractor bids were opened. Eleven companies submitted bids. Torpol’s bid, worth PLN 681.3 million, was accepted. However, the contract was soon invalidated. The bid submitted by the Spanish-Chinese consortium of Aldesa Construcciones Polska, Aldesa Construcciones, Coalvi, and China Civil Engineering Construction Corporation was selected for construction. The contract was signed on December 7, 2021. Work began on March 13, 2022. A replacement bus service was introduced for passengers. The PKP InterCity “Mamry” and “Niegocin” train routes were changed. Modernization of Giżycko station began on May 4, 2023. Trains from Kętrzyn to Giżycko were discontinued, and regional trains only reached the Niegocin passenger stop. For various reasons, significant delays occurred on the Ełk-Giżycko section. In March 2025, PKP PLK announced that the Ełk-Giżycko section would be operational between June and December 2025, but not yet with electric traction.

In April 2024, PKP PLK signed a contract with a consortium of Budimex and Victor Energy for the design and construction of five new substations on railway line No. 38, between Ełk and Korsze, as part of a PLN 233 million net electrification project. The traction will be adapted to train speeds of 160 km/h. The substations were built in Woszczele, Wydminy, Giżycko, Martiany, and Linkowo. At the Korsze station, the traction network on LK No. 353, tangent to LK No. 38, was also modernized.

It’s worth noting that work progressed most efficiently at Giżycko station, and on schedule. Platforms, a passenger tunnel, and other engineering structures were completed. Platform roofing and street furniture were installed. New tracks were profiled and overhead lines were installed. Platforms were rebuilt at the Giżycko, Wydminy, and Stare Juchy stations, as well as at two stops: Woszczele and Siedliska. Along the entire 49-kilometer section, the track was replaced, and 59 engineering structures, including bridges, viaducts, and culverts, were rebuilt. New rail traffic control devices ensure efficient and safe train movement. Safety is also improved at road and track intersections, thanks to the modernization of 26 level crossings and pedestrian crossings, and the construction of two grade-separated intersections in Giżycko and Wydminy. In Giżycko, pedestrians can also reach the city beach more safely thanks to a tunnel under the tracks on Unii Europejskiej Street. In 2025, overhead contact line commissioning work was still underway.

In June 2025, passenger trains returned to the Ełk-Giżycko route. As of June 18, 2025, passenger trains have been running regularly. The carriers provided three pairs of regional trains and one pair of long-distance trains. This was the InterCity “Hańcza” train on the Giżycko-Białystok-Kraków Główny route, with a SU4210 diesel locomotive. Additionally, replacement bus service continued on the Giżycko-Korsze route for five pairs of trains. Diesel trains operate at a speed of 120 km/h, while electric passenger trains can reach up to 160 km/h, a doubling of the speed from 80 km/h. Electric freight trains can travel at a speed of 120 km/h.

Giżycko – Korsze section.

On May 4, 2022, a tender was announced for the modernization and electrification of the Giżycko – Korsze section. Torpol won the tender. The contract was signed on October 2, 2023, with a value of PLN 876 million. Work is scheduled for completion in 2026. We expect electric trains to run along the entire Ełk – Korsze route in spring 2026. However, in spring 2025, work on the Giżycko – Korsze section was still far from complete. The track was not yet in place. The platform structure was ready in Kętrzyn. A new road viaduct was built over the line in Sterławki Wielkie, replacing the existing level crossing. Completion of all work on the Giżycko – Korsze section is planned for mid-2026, assuming a mild winter in 2025/2026. It’s also important to remember that certification of electric traction, which is being built from the ground up, is taking a long time. Therefore, only diesel trains will initially be launched. PKP PLK (Polish State Railways) has been extremely vocal about the reasons for the delay. They cited labor shortages, rising commodity and raw material prices, and transportation difficulties in the area.

In mid-2025, construction of a new track on the Giżycko-Korsze line, after the subgrade had been reinforced along the entire section, was underway. To expedite the work, the contractor initiated track construction activities on both the Korsze and Giżycko sides. Platform structures were ready at the modernized stations and stops. Work was underway on engineering structures. A road viaduct in Sterławki Wielkie, replacing a level crossing, will soon be opened to traffic.

Despite the modernization, PKP PLK decided against building a second track, which would have been economically unjustified. They decided to build two passing loops in places where railway stations stood until 1945, but which were later demolished by the trophy troops. There is no doubt that the investment will result in faster travel to Masuria for summer and holidaymakers. The Ełk-Korsze journey is planned to be up to 50 minutes shorter. And that’s good news. There is no information about any increase in transport options for local residents. Five pairs of local trains and two pairs of long-distance trains will continue to run. Residents have been open about this. Local governments see the matter this way: an investment worth 1.557 million, financed from state funds, and that’s it. The Podlaskie and Warmian-Masurian Voivodeships will not receive any funding for the development of local connections. Local government Poland lacks the funds to run additional trains. With the current, anti-Polish government, the situation is unlikely to improve. Let’s also remember about military transport, which is crucial to Poland’s security.

The line has 14 stations and passenger stops. The tonnage has been increased to 221 kN. Stations and passing loops have been prepared to accommodate 750-meter-long trains. Four railway stations and five passenger stops have been modernized. 38 rail-road intersections have been improved, improving safety.

LK No. 38 Białystok – Głomno route.

Białystok station (0.00 km, elevation 134 m). Lines 6, 32, 37, 515, and 519a are located here. Line No. 38 heads southwest.

Białystok Freight (1.21 km, elevation 134 m). Lines 6, 32, and 37a are located here. Księdza Jerzego Popiełuszki Street runs under the tracks. To the northwest is the PKP Energetyka plant.

Białystok Zielone Wzgórza passenger stop (3.01 km, elevation 137 m). Lines 6 and 32 are located here. There is a large junction of railway switches and several passenger stop platforms on various lines. Voivodeship Road No. 669 runs underneath. The single-track line turns northwest at a 90-degree angle. The line passes Klepacka Street at the top.

Białystok Starosielce station (4.55 km, elevation 144 m). There are junctions for lines 515 and 516. There is one single-edge platform and a footbridge over the tracks. The platform surface is made of paving slabs. There is a shelter, benches, an information board, audio equipment, and lighting. The station has several tracks and sidings to industrial plants. There is an intersection with Księdza Jerzego Popiełuszki Street. Line 38 is part of Rail Baltica. The line then runs under DW No. 676, Aleja Jana Pawła II.

Białystok Bacieczki passenger stop (8.01 km, elevation 133 m). Previously a station. There are two tracks and two single-edge platforms. The platform surface is made of concrete slabs and paving slabs. After the platform, the line passes under DK No. 8, ul. Generała Franciszka Kleeberga. Further on, there are two intersections with local roads. The line leaves Białystok. The line then passes under the highway.

Fast passenger stop (km 12.63, elevation 125 m). The stop opened in October 1950. The station building, with its exceptionally high roof covered with ondulin, has been preserved. One of the chimneys features a stork’s nest. The platform surface is made of concrete slabs and paving tiles. There is a bus shelter, benches, an information board, and lighting. Before the platform is an intersection on Dzikowska Street. Further on, the line crosses the Supraśl River (km 12.8). There is a single-span truss bridge, renovated in 2022. The line runs along National Road No. 65, which is on the eastern side.

Dobrzyniewo Duże passenger stop (km 15.11, elevation 115 m). The stop is a former passing loop. Only one track remains. The platform, lampposts, and overhead lines remain on the western side. The platform is in use on the eastern side. The surface is made of concrete slabs and paving stones. There is a shelter, benches, an information board, bicycle racks, and lighting. Access to the platform is at track level. The line crosses four local road intersections.

Borsukówka passenger stop (km 21.27, elevation 114 m). The stop surface is made of concrete slabs. There is a shelter, benches, garbage cans, an information board, and lighting. Access to the platform is at track level from the west. The line crosses five intersections with local roads.

Knyszyn station (km 28.43, elevation 113 m). There are four through tracks. There are two platforms and three platform edges. The surface is made of paving slabs. The station building is large, two-story. Signals are shaped. Beyond the station, the line crosses the Jaskranka River and a local road. Further on is an intersection with DW No. 671 and a local road.

Zastocze passenger stop (km 32.38, elevation 131 m). In 2025, the platform was renovated. It features a new concrete surface, a bus shelter, benches, an information board, bicycle racks, and lighting. The stop is nestled among small forests. The line crosses one local road. Further on, the line crosses the Nareśl River. Then there are intersections; two local roads.

Czechowizna passenger stop (km 37.35, elevation 125 m). The platform surface is made of concrete slabs. It features a shelter, benches, an information board, garbage cans, and lighting. There are also fields here. The line crosses four local roads at an intersection.

Mońki station (km 43.87, elevation 169 m). The station has two platforms and three platform edges. The surface is made of paving slabs. There are five through tracks. The station is equipped with signal signals. The station was built in the Polish manor house style with a mansard roof. The ramp and warehouse have survived. Mońki is located approximately 40 km from Białystok. The population is 10,500. After the station, the line crosses national road no. 65 at Białostocka Street. The line then runs through less populated areas.

Goniadz is a passenger stop (km 52.35, elevation 135 m). The platform is low, but made of concrete slabs. There is a bus shelter, information board, and lighting. There are intersections with local roads before and after the stop.

Osowiec station (km 57.23, elevation 112 m). The station has six through tracks. There is an island platform, a double-edge platform, and a single-edge platform. Access to the island platform is at track level. The station has shaped semaphores. The station has a mansard roof. A brick water tower has been preserved. Before the station, the line crosses the DW No. 670 intersection. National Road No. 65 runs next to the station. Osowiec is a fortress used by the Polish Army. A military siding branches off the station. Here are marshy areas. After the station, the line crosses the DK No. 65 intersection. The line crosses the Biebrza River and its tributary. There are two rectangular steel truss bridges, the largest on the entire LK No. 38. Each bridge is different, has a single span, and both carry tracks. Track No. 38 is electrified and lies on the eastern side. The bridge on the western side is higher and wider and is not in use.

Rudzki Channel, former passenger stop (km 59.85, elevation 108 m). Only a parking lot remains. The line then crosses the DW No. 668 intersection and runs through forests.

Ciemnoszyje, former passing loop (km 66.10, elevation 117 m). There is an intersection with a local road here.

Podlasek, passenger stop and passing loop (km 70.37, elevation 118 m). There are two platforms and three platform edges. There is a bus shelter. The stop is in the middle of a forest. Further on, there is an intersection with a local road.

Ruda, passenger stop (km 74.05, elevation 121 m). There is one platform edge. The platform has a dirt surface. There is a bus shelter. The village is 1 km further north. The line then passes four local roads.

Grajewo station (km 82.47, elevation 123 m). The town of Grajewo lies on the Ełk River, on the border of Masuria, Podlasie, and Kurpie, serving as a major road and rail junction. The town gained city rights in 1540, then lost them in 1870, and regained them in 1919. The town covers an area of 18.93 km² and has a population of approximately 20,900 (2024). Historic sites include the 1873 railway station and the 18th-century market square. The town is home to the Milk Museum, the first in the world. The town is located in the Green Lungs of Poland zone, close to protected areas and landscape parks. Grajewo station is located near the city center. It houses a representative, two-story station. It has two platforms and three platform edges. There is a footbridge over the tracks for passengers and residents. There are six through tracks and several sidings. The station features a double brick water tower. A water crane has been preserved.

Km 85.66: border between the Podlaskie and Warmian-Masurian Voivodeships. Further on, the line crosses three local roads at intersections.

Prostki station (km 88.00, elevation 121 m). Prostki was a border station between the Muscovites and the Germans. Many buildings date from the 19th century. There are three through tracks, one island platform with two edges, and a footbridge over the tracks. Prostki is a village in the Warmian-Masurian Voivodeship, Ełk County. The village belongs to Masuria, culturally and historically. It is located approximately 15 km south of Ełk and 128 km east of Olsztyn. The Ełk River flows nearby. The settlement was founded in 1432 by the Prostko brothers. During World War II, German forced labor camps operated here. The Germans killed approximately 130 Poles here. Currently, the area has approximately 3,000 residents. Beyond the station, the line crosses national road no. 65 at an intersection, and then a local road. The line enters the forest.

Lipińskie Małe passenger stop (93.08 km, elevation 122 m). This was once a railway station. Fragments of the side tracks have survived. The station building, unused, remains. The platform is low and surfaced with paving slabs. Beyond the platform, the line crosses a local road and the Ełk River at an intersection. Beyond the forests lie forests. 

Sikory Ostrokolskie former station (km 95.48, elevation 123 m). The red brick railway building has survived. Further on, the line passes under the S61 highway.

Ełk Szyba Wschód passenger stop (km 100.47, elevation 126 m). Before the stop, the line becomes double-track and leaves the forest. The stop has two platforms and two side rails. The remaining parts include the half-timbered station building, restroom building, and railway housing block. The platforms were renovated in 2023. Beyond the platforms, the line crosses Kolejowa Street at the intersection. There are plans to build a bridge with the street under the tracks.

Ełk Towarowy freight station (km 101.14, elevation 127 m). Railway line no. 219. Railway line no. 219 from Szczytno joins the line from the west. The line runs under Railway Road No. 621, Przemysłowa Street. The freight station has approximately 18 through tracks and tracks at two storage yards. To the east of the station are industrial plants and shops. Behind the station, the line passes over Towarowa Street and crosses the Ełk River.

Ełk station (km 103.23, elevation 128 m). Railway lines No. 41, 219, 223, 1026. Ełk is the largest city in Masuria. Ełk is located in the Warmian-Masurian Voivodeship, on Lake Ełk and the river of the same name, in the heart of the Masurian Lake District. The city was founded as a fishing settlement in the 14th century and received city rights in 1445. Currently, Ełk has a population of 60,000, making it the third largest city in the Warmian-Masurian Voivodeship. Monuments; St. Adalbert’s Cathedral is a neo-Gothic basilica from the turn of the 20th century, and since 1992, it has been the seat of the Ełk Diocese. The ruins of a Teutonic castle on an island in the lake are located here. There is also the Ełk Narrow-Gauge Railway, one of the few operating narrow-gauge railways in Poland. The railway ran east to towns such as Turowo, Laski Małe, and Zawada Tworki. The Ełk Historical Museum is located within the narrow-gauge station. The city of Ełk is located in the Green Lungs of Poland region, surrounded by forests, lakes, and pristine natural areas. Within a 20-kilometer radius, there are over 100 lakes connected by rivers and canals, making the area exceptionally picturesque. Ełk is a major road and rail junction. The city grew around the station. The station has three platforms and six ledges, a station, a historic locomotive shed, and a railway control center. The platforms are new, high, and covered. Access is via a tunnel with stairs and elevators. The station has 13 through tracks. Behind the station, the line passes over Jarosława Dąbrowskiego/Suwalska Streets. The railway lines now split: east to Olecka Station, west to Orzysz Station, and northwest to Giżycko Station. Line No. 38 initially runs alongside the line to Orzysz Station. The lines pass Generała Władysława Sikorskiego Street at the intersection, then ROD (family allotment gardens), pass under Michała Kijanka Street, and then split. Line No. 38 passes under DK No. 16. It then passes DW No. 656 at the intersection, which will continue to accompany the line. And there is another intersection with DW No. 656.

Woszczele passenger stop (km 112.27, elevation 131 m). The station with its farm has survived. The stop has two tracks (passing loop) and a high, double-edged island platform. Protective ribs were installed in the station heads. Work was still in progress in July 2025. The line then runs through forests, winding among numerous lakes. The line crosses Gawlik several times.

Stare Juchy station (km 121.86, elevation 133 m). The impressive, two-story station with a signal box in the annex has survived. The station has three through tracks and a high, island platform. Access to the platform is at track level. Protective ribs are installed in the station heads. Traffic is controlled by LCS. The station houses a historic steam locomotive, type OL49-29. Starych Juchy is a Masurian village in Ełk County, situated on the Gawlik River, between three lakes: Jędzelewo, Rekąty, and Ułówki. The population is 1,800, while the entire commune has a population of 4,000. The Holy Trinity Church, built in 1585, is made of stone and brick. Formerly Protestant, it is now Catholic. A 20-meter observation tower stands right next to the center, offering panoramic views of the three-lake area, a popular attraction for walkers and cyclists.

Wydminy Station (km 132.81, elevation 146 m). Wydmin is a Masurian village in Giżycko County. The village is located on Lake Wydmińskie, approximately 20 km east of Giżycko and 104 km from Olsztyn. According to the 2021 census, the village has a population of 2,233. The dominant feature is the Church of Christ the Savior, a Gothic church built in 1701 on the foundations of a medieval church; originally Protestant, now Catholic. Lake Wydmińskie is famous for its numerous islands and abundant fish, ideal for fishing, kayaking, cycling, and hiking along the surrounding trails. The station’s manor-style station has been preserved. Following modernization, the station now features three through tracks and a high-rise island platform. A new road viaduct over the tracks is located above the station. Further on is the intersection with Kolonia Street and three more.

Siedliska passenger stop (km 141.23, elevation 141 m). Before the stop is an intersection with DW No. 655. The stop once housed an eclectic station, which was demolished in 2007.

Giżycko station (km 150.97, elevation 120 m). LK No. 54, 219a. Giżycko railway station was opened in 1868. The first scheduled train arrived at the station on December 8, 1868, from the direction of Kętrzyn. Modernization of Giżycko station was carried out between 2023 and 2025. From June 2025, trains arriving only from Ełk will return. The entire Elbląg-Korsze route will be operational in the spring of 2026, and from June 2026, electric traction will be installed.

Wilkasy Niegocin passenger stop (km 154.37, elevation 122 m). Before the stop, there is an intersection with national road No. 59. The line then winds between numerous lakes. There are also a few intersections with local roads.

Wrony (Wronka) former railway station (km 157.53, elevation 120 m).

Sterławki Małe passenger stop (km 160.50, elevation 123 m). Behind the platform is an intersection with DW No. 592.

Sterławki Wielkie station (km 165.39, elevation 125 m). The station had three through tracks. The two-story station with annexes, built of red brick, has survived. The warehouse and other station buildings also survive. Behind the station, the line passes under DW No. 592. Further on are lakes, forests, and farmland. Dikes have been built on some lakes to accommodate the tracks.

Martiany passenger stop (km 169.63, elevation 133 m). Intersections with local roads are located before and after the platform. Kwiedzina former outpost (km 173.83, elevation 117 m). Kruszewiec former outpost (km 178.71, elevation 101 m). The line runs between DW No. 592 and the Guber River. The line crosses a local road leading to the Kętrzyn-Wilamowo airport. Before Kętrzyn, on the southern side of the line, there is a large brickyard.

Kętrzyn station (180.37 km, elevation 95 m). LK No. 259, 5030, 5032. LK No. 259 is the former Kętrzyn – Węgorzewo line. The railway station in Kętrzyn was established in 1867, when the railway line to Bartoszyce opened via Nowy Młyn, Linkowo, Tołkiny, Korsze, Studzieniec, Różna Warmińska, and Wiatrowiec Warmiński. In 1868, the route was extended to Ełk via Martiany, Sterlawki, Niegocin, Giżycko, Siedliska, Wydminy, Stare Juchy, and Woszczele. In 1907, a connection to Węgorzewo was opened via Czerniki, Parcz, Radzieje Węgorzewo, Kamionek, and Przystań. Currently (2025), the station is undergoing a general renovation and is being electrified. Behind the station is a crossroads on Dworcowa Street. The line then crosses the Guber River several times.

Nowy Młyn passenger stop (km 184.33, elevation 77 m). Line No. 261 Sątopy Samulewo – Nowy Młyn has already been dismantled. Line No. 261 exited Nowy Młyn station, curved left and south. Line No. 38 crosses the Dajna River and DW No. 594.

Linkowo passenger stop (km 189.28, elevation 92 m). Behind the platform is an intersection with a local road and another in the settlement of Starynia.

Tołkiny station (km 192.28, elevation 89 m). Currently, it serves as a passing loop. Behind the platform, the line crosses a local road at an intersection. Further on, there is an intersection with DW No. 529. In the settlement of Olszynka, the line crosses a local road at an intersection.

Korsze Locomotive Depot (200.30 km, elevation 112 m).

Korsze station, 202.04 km, elevation 62 m). LK No. 353. Korsze is a town in Kętrzyn County, in northeastern Poland, with a population of approximately 4,000 (2022) and an area of 4.03 km². The town serves as an urban-rural commune and lies on the historic border of Lower Prussia and Masuria. Korsze is an important railway junction. The Olsztyn-Skandawa and Ełk-Bartoszyce lines intersect here, making it a significant transport point in the region since the late 19th century. The first station opened in 1873. The town boasts three historic water towers from the early 20th century, including a unique Klönne-type structure; one of only three of its kind in Poland. The town of Korsze was founded as a noble estate in the 14th-15th centuries. Until 1945, it developed thanks to the railway. But the foolish Germans started another world war and lost a lot. There were railway materials plants in Korsze that worked for the railway. Currently (2025), Korsze station is being modernized. This is where line No. 38 will be electrified. Further on, the line crosses Szkolna Street at an intersection. Then it passes under the double-track, electrified line No. 353. Further on, the line crosses the Sajna River and Dłużec Wielki Streets. There was a passing loop in Głowbity (204.77 km, elevation 55 m). It’s worth noting that line No. 353 on the Korsze – Skandawa section is single-track and non-electrified.

Studzieniec: former passenger stop (208.75 km, elevation 53 m). There is an intersection with a local road.

Różyna Warmińska: former passenger stop (212.44 km, elevation 39 m). There is an intersection with a local road.

Wiatrowiec Warmiński station (km 216.19, elevation 43 m). Formerly a station, now a stop. Line No. 258 was a former railway line connecting Wiatrowiec Warmiński station with Sępopol station. The line originated from the station eastward and turned northeastward. The line operated from 1907 to 1999. Line No. 38 crosses the Pisa River after the station. The line runs between forests and wasteland.

Tromity passing and loading loop (km 220.24, elevation 46 m).

Karolków 1 switch (km 222.97, elevation 50 m). Line No. 745a was the Bartoszyce – Lidzbark Warmiński line. The switch system enabled direct service from both Korsze and Bartoszyce stations.

Bartoszyce station (225.65 km, elevation 51 m). LK No. 38a, 255. Bartoszyce is a town in the Warmian-Masurian Voivodeship, the seat of Bartoszyce County. The town has an area of 11.8 km2. Population 22,600 (2021). The town is located on the Łyna River, approximately 15 km from the border with the Kaliningrad Oblast, on the Sępopolska Lowland. The settlement was founded by the Teutonic Order in 1240. The town lived mainly from trade and Teutonic raids on Prussian tribes. The trade included grain, timber, amber, and furs (skins). After World War II, Bartoszyce became part of Poland, and the town was rebuilt after the war damage. Two railway lines led from Bartoszyce station to the north; No. 38 via Głomino to Królewiec and the Bartoszyce – Skitno – Judyty Domarady – Szczurkowo line.

Głomno station (235.11 km, elevation 80 m) LK No. 38b. The station opened in 1866. A two-story red brick station was built here. There was a tunnel under the tracks for passengers. After World War II and the border changes, the station was expanded due to the high freight traffic between Poland and the Polish Central Committee. In the 1980s, the shape semaphores were replaced with light signals, and a new signal box was built in Bartoszyce. Intensive freight transport continued until 1989. The last passenger train departed in 1990. In 2002, the last freight train departed, and in 2012, the last special train with railway enthusiasts. Here, both standard and wide gauge tracks were used, in a so-called “splice.”

241.28 km border of Poland – Moscow, Kaliningrad Oblast.

Written by Karol Placha Hetman