Nowe Skalmierzyce 2026-05-02

PKP Nowe Skalmierzyce.

Railway line No. 14 Łódź Kaliska – Nowe Skalmierzyce – Tuplice runs latitudinally, from east to west. The line is 388.578 km long, partially double-tracked and partially electrified at 3 kV DC. Its maximum speed is 120 km/h. The current gauge is 1,435 mm. Historically, the line consists of several sections built at different times, by different companies, with different track gauges, and for different reasons. Individual sections were built between 1846 and 1915. Electrification took place between 1965 and 1981. Currently (2026), only some sections are important to the national economy. The entire length of the railway line is equipped with the SHP system. Line No. 14 belongs to Freight Corridor No. 8.

Freight Corridor No. 8.

Rail freight corridors are a European initiative aimed at increasing the attractiveness of rail transport compared to other modes of transport. The obligation to implement them was imposed on Poland by Regulation (EU) No. 913/2010 of the European Parliament and of the Council of 22 September 2010 concerning a European rail network for competitive freight. In reality, this is imposing the European Union’s agenda on member states at Berlin’s discretion. Even a 500-kilometer route, running through two countries, can be subordinated to Berlin’s decisions. Corridors No. 5, 8, and 11 have been imposed on Polish railways. RFC Corridor No. 8 – North Sea – Baltic Sea; leading from Belgium and the Netherlands through Germany, Poland, Lithuania, and Latvia to Tallinn, Estonia. The corridor was established on 1 January 2013. In this regard, an analogy to the situation before World War II comes to mind; another point of deprivation of Poland’s sovereignty. EU funds are allocated to beneficiaries for specific investments designated by Berlin. Among them is the Corridor No. 8 project.

CPK Program.

Let’s remember that during the United Right government (2015-2023), the Central Communication Port (CPK) program was created. A system of so-called Railway Spokes was developed to ensure that 90% of Poland’s residents could reach the Central International Airport within two hours. One section of Spoke No. 9 was to be the Zielona Góra – Głogów – Leszno – Kalisz section. This line was to be modernized and adapted to a speed of 200 km/h. Unfortunately, after the change of government, the CPK Program was canceled.

Warsaw – Kalisz – Skalmierzyce.

The Ostrów Wielkopolski – Leszno – Głogów – Tuplice railway line is currently a section of Railway Line No. 14. The line was built in the Prussian partition in the 19th century and played a significant role in trade between the brothers: the Muscovites and the Prussians. On the Muscovite side was the Warsaw-Kalisz Railway (1902), which we discussed in detail in the chapter: Warsaw-Kalisz Railway. 1902.

The Warsaw-Kalisz Railway was the first railway in the Kingdom of Poland, i.e., in the Moscow Partition, to run westward, directly towards the Germans. The line was not opened until 1902, 54 years after the construction of the Warsaw-Vienna Railway. The line was built at the initiative of the Warsaw-Vienna Railway Joint-Stock Company. At the Muscovite’s insistence, the line was built on the Moscow gauge, i.e., 1524 mm. The Warsaw-Kalisz Railway (Варшавско-Калишская железная дорога) is a line connecting Warsaw with Kalisz. Construction lasted from 1900 to 1902. The line was opened on November 15, 1902.

In 1862, the Prussian Railway Construction Committee was established with the intention of building a railway line from Wrocław to Warsaw. The railway was to run along the following route: Wrocław – Kobylin – Krotoszyn – Ostrów – the border between the brothers – Kalisz – Opatówek – Sieradz – Zduńska Wola – Pabianice – Łódź – to connect with the Warsaw-Vienna Railway. A letter to that effect was sent to the Muscovites, but the request was rejected. Several other attempts to establish a similar connection were made, but to no avail.

In 1898, the Ministry of Communications received two more requests for the construction of the Łódź-Kalisz line, this time from the Muscovites. The first was submitted by the Moscow Department Store K.G. Schen, and the second by Lieutenant Colonel of the General Staff Tizenhauzen. After a few weeks, both entities submitted a joint, more detailed application. They proposed converting the Warsaw junction to broad gauge, building a branch line to Koluszki, and establishing a new Warsaw-Kalisz line. A similar request was submitted by the Board of the Ivano-Frankivsk-Dabrowska Railway Company. Letters began to circulate rapidly.

It was decided to investigate whether the Warsaw-Vienna Railway Company could undertake the construction of such a line. On March 8, 1898, an extraordinary meeting of the shareholders of the Warsaw-Vienna Railway Company was held. It was decided that the Society would apply for a concession to build and operate a line from Warsaw to Kalisz, with a connecting link to the Prussian border. In July 1898, a request for field studies was submitted. As it turned out, Lieutenant Colonel Tizenhauzen of the General Staff was to conduct similar studies.

By a decree of July 24, 1898, the Tsar authorized the conduct of studies and the development of preliminary technical designs, with the stipulation that they should include two possible line routes. The first route: Kalisz – Sieradz – Łask – Łódź – Łowicz – Sochaczew – Błonie – Warsaw. The second route: Kalisz – Łęczyca – Pniewo – Sochaczew – Błonie – Warsaw.

The Tsar determined that the railway lines would be taken over after a maximum of 30 years, and that the lines would be fully depreciated. These conditions were demanding and could only be met by the Warsaw-Vienna Railway Society. On November 28, 1898, the Railway Committee in St. Petersburg approved a concession for the construction of a line with a 1524 mm gauge. Furthermore, the transport capacity of military transports was to be in accordance with the standards adopted by the Moscow Railways. Military transports were to be given priority over freight and passenger transport. The Tsarist authorities reserved supervision over the construction of the line and control of the work. These conditions were recorded in a Tsarist decree of April 14, 1900, which confirmed the construction concession.

Building a 1524 mm gauge line was no problem for the Warsaw-Vienna Railway Company. The problem was the lack of rolling stock. The Russian engineer Lipin was entrusted with supervising the line’s construction. They also attempted to impose a chief construction engineer, which the Company vehemently protested. Ultimately, a rotten compromise was reached. The construction manager was the Muscovite engineer B.N. Kazin, and his deputy was the Society’s candidate, engineer Józef Prüffer. At that time, the Warsaw-Vienna Railway Company’s office was located in Warsaw at Ewangelicki Square (now Małachowskiego Square). It was headed by Baron Leopold Kronenberg Jr. The line was laid out as Warsaw – Łódź – Kalisz – Skalmierzyce. Its length was 247 versts. A verst is an old Russian unit of length, equal to 1066.79 meters, in use since 1835.

Unexpectedly, the Germans refused a direct connection to the Prussian railways, and the Muscovites shortened the route to Kalisz. This meant a total length of 236 versts. The total track length was to be 324 versts. The principle was that the line would cross over other tracks and roads without any collisions. Therefore, it was calculated that embankments would be built along 80% of the route. The goal was to ensure unimpeded transport of echelons. In reality, embankments were built along approximately 20% of the line, and numerous road crossings were constructed at track level. A total of 174 bridges and culverts, 17 crossings and viaducts, one tunnel, and 11 railway stations were built between Warsaw and Kalisz. The Warsaw-Kalisz Railway line crossed three governorates and nine counties.

The planned construction cost was 19,450,542 rubles. In reality, the construction cost 21,931,600 rubles. The increased costs were due to land acquisitions, which were rife with corruption, with most of the money going to the commissioners. New technical solutions were used during construction, including steel rails and new rail-to-sleeper fastenings. For the first time, 15-meter-long rails weighing 480 kg were used. For the first time, double sleepers and rail fasteners two sleepers wide were laid under the rail joints. Most of the solutions were developed by engineer Aleksander Wasiutyński.

The first train, No. 1, from Warsaw to Kalisz, departed on November 15, 1902, at 8:00 AM, consisting of seven carriages. An additional carriage was added in Zduńska Wola. The journey took 10 hours. The train arrived in Kalisz around 6:00 PM, welcomed by approximately 5,000 residents and a fire brigade orchestra. Train No. 2 from Kalisz to Warsaw also departed at 8:00 AM the same day.

Railway construction in Prussia.

In the 19th century, the organization of labor in Prussia was closely linked to the economic and social changes resulting from the Industrial Revolution, agrarian reforms, and the development of the Prussian state as a powerful bureaucratic monarchy with widespread corruption. At the beginning of the 19th century (1807–1816), the Stein-Hardenberg reforms were introduced, abolishing serfdom and enabling peasants to acquire land. However, the peasants lacked financial resources, so banks stepped in to help, providing loans at high interest rates (usury). This resulted in a significant number of landless rural workers, known as farmhands. A small class of independent peasants, farmers, emerged. Many peasants and rural workers took seasonal jobs on landed estates, often on a contractual basis. From the mid-19th century, especially after 1850, industrial development intensified, primarily in mining, metallurgy, and the textile industry. Large industrial plants were established, where work was organized hierarchically, with divisions between management and workers. Strict work regulations were enforced in these plants, with penalties for lateness, and a 12- to 14-hour workday. The rural poor migrated to cities in search of work, fostering the emergence of a proletariat. As a result, the perfect breeding ground was created for the development of communism. It’s also worth remembering that Prussia had no religious affiliation, as the Reformation had engendered confusion among the lower classes. Workers often toiled under harsh conditions, without social security. Women and children worked in factories on an equal footing with men. In the first half of the 19th century, workers were deprived of the right to organize, strike, or negotiate working conditions. The Prussian authorities feared a radicalization of the working class, so they employed various forms of supervision, punishment, and repression.

The Prussian monarchy was absolute, bureaucratic, and highly corrupt. Administrative work was highly hierarchical, based on loyalty to the state and official discipline. Compulsory schooling was introduced, and vocational schools were developed to prepare young people for work in industry or administration. Only at the end of the 19th century did the social situation of workers begin to improve. Social insurance was introduced: sickness (1883), accident (1884), and retirement (1889). This was intended to counteract the radicalization of the labor movement and strengthen loyalty to factory owners and the administration. It is important to remember that social insurance only applied to workers working under a written contract, which was concluded after a minimum of five years of service.

The work of Prussian construction workers in the 19th century was hard, poorly paid, and lacking social protection, yet it was also crucial to the development of urbanization and infrastructure in Prussia. Construction work was generally seasonal, performed from spring to autumn. Winter was often unemployable. The work included the construction of houses, factories, bridges, roads, railways, and canals. The development of railways was particularly intensive, dating from the 1840s. Most work was performed by hand, using shovels, pickaxes, and hammers. Wheelbarrows were the primary means of transport. Construction machinery such as cranes, concrete mixers, and saws were rare. Workers were organized into work groups (brigades) supervised by a master (foreman). Many workers lacked vocational training and were drawn from the poorest social classes, often from rural areas or the Moscow and Austrian partitions. Contracts were oral or short-term, and payments were often contingent on completing the task. Construction workers’ wages were low, and employment was uncertain. There was no assistance in the event of illness or accident. Work lasted 12–14 hours a day, from dawn to dusk, with only one day off: Sunday. Workers often lived in barracks, without sanitary facilities or clean water. Diseases, often contagious, frequently developed. There were no occupational health and safety regulations, no gloves or helmets, makeshift scaffolding, and accidents were common. The injured and sick were often unable to continue working and received no benefits. Construction workers were a low-class social class, deprived of respect and even the opportunity to practice their faith. Workers were considered unskilled. It wasn’t until the late 19th century that trade unions and craft associations began to form, campaigning for improved working conditions.

A Prussian worker’s testimony from 1880 – “We get up before dawn and eat bread and drink black coffee. We walk over two kilometers to the construction site. Work begins as soon as we can see. Stone by stone, brick by brick. Your hands refuse to obey. There are no breaks. Talking to the foreman is punishable by fine or dismissal. There were financial penalties for offenses. If there were delays, you had to work on Sundays. Working in the rain was the hardest part, because there was no downtime.”

Compared to England and France, Prussia was worse. The working day was longer: 12-14 hours. Social security was not introduced until the end of the 19th century. There were no trade unions, and the concept of a strike did not exist. Until the end of the 19th century, Germans did not understand the value of skilled workers.

Railways in Prussia were built quickly and in large numbers, but of poor quality. Iron rails, 12 meters long, were often used. Untreated pine and spruce wooden sleepers were used. No metal base was provided under the rails, and the rails were attached only with nails. Gravel was used as the base, and very rarely, crushed stone of a suitable grade. The lines were laid out in long, straight sections, from town to town. The lines had to be personally approved by the king, as he was a great supporter of them. Only towards the end of the 19th century did local communities join in the construction of the lines, building very winding lines that connected workplaces, factories, and warehouses in a given area. These were also built at a low cost and often required renovation. The advantage of these lines was that they shared the same European gauge, allowing for the entry of any wagon.

On the Prussian side: Ostrów Wielkopolski – Tuplice.

The first section built in Prussian territory was the Głogów–Żagań section, which was opened on October 1, 1846, by the Niederschlesische Zweigbahn (Lower Silesian Railway). On December 30, 1857, the Breslau-Posen-Glogauer Eisenbahn (Wrocław-Poznań-Głogów Railway) opened the Leszno–Grodziec Mały section. On May 18, 1858, an extension of this line to Głogów, with a bridge over the Oder River, was opened. On December 31, 1871, the Niederschlesisch-Märkische Eisenbahn (Lower Silesian-Marchian Railway) opened the Żagań–Żary section. On June 30, 1872, the Halle-Sorau-Gubener Eisenbahn (Hallsko-Żarsko-Gubina Railway) extended the line to Żary, with the Cottbus-Forst line under its management. On October 1, 1888, the Leszno-Ostrów Wielkopolski section opened as a Prussian state railway. On February 14, 1896, an extension to Skalmierzyce, on the then Prussian-Muscovite border, was opened. In 1902, full border traffic was opened.

On the Prussian side, a large station with a representative depot was built: Skalmierzyce, now Nowe Skalmierzyce. The distance between Skalmierzyce and Ostrów Wielkopolski is 18 km. The line ran from Ostrów Wielkopolski station along present-day Osadnicza and Torowa streets. Additionally, along Melchiora Wańkowicza Street, there are existing railway sidings to factories and wholesalers. In the area of ​​Czekanów station, the line already followed its current route. Because this alignment hindered the development of the eastern part of the city, a new line was built. From Czekanów station, the line was routed more northward. It then passes under the Ostrów Wielkopolski-Pleszew viaduct, reaching Ostrów Wielkopolski station on its western side. This reconstruction took place between 1940 and 1943, during World War II, initiated by Germans and Russians.

Also during World War II, the Germans began reconstructing the Leszno junction. From Ostrów Wielkopolski, the railway line entered the station from the east. A railway viaduct was built over the Leszno-Poznań line, and now the Ostrów Wielkopolski line enters the Leszno station from the west. At the same time, a connecting line was built: Leszno Ls8 – Marysiewice. This connecting line allowed trains to be redirected from the west (Wolsztyn) to the east (Krotoszyn), bypassing Leszno station. Currently (2025), this connecting line is not in use and has been partially dismantled.

A similar solution was built at the Krotoszyn junction. A connecting line was built: Osusz-Durzyn, bypassing Krotoszyn station. For the militant Germans, this significantly accelerated military transports to the Eastern Front. Currently (2026), this connecting line is used for freight trains.

On LK No. 14, a second track was opened: in 1916, Łódź Kaliska – Ostrów Wielkopolski. In 1943, Ostrów Wielkopolski – Leszno. In 1888, Kąkolewo – Leszno. In 1901, Leszno – Żagań – Żary – Sieniawa Żarska.

Nowe Skalmierzyce.

Nowe Skalmierzyce is a town in central Poland, in the Greater Poland Voivodeship, located between Kalisz and Ostrów Wielkopolski. The town belongs to the Kalisz-Ostrów agglomeration. It has the status of an urban-rural commune. The settlement was founded in 1908 and received municipal status on July 18, 1962. The town has an area of ​​1.58 square kilometers. The town’s population in 2025 was 4,546. License plates are POS. Nowe Skalmierzyce was known in German as Neu Skalmirschütz. Nowe Skalmierzyce shares a border with Kalisz. Geographically, the town lies on a flat, slightly undulating terrain. Its elevation is 130-140 meters. There are no distinct hills or valleys in this area. The area is typically agricultural, covered with a patchwork of cultivated fields. The town lies in the Prosna River basin, but there is no major river within the town itself. Numerous small streams and drainage ditches exist here, ensuring the fields are well-watered. Rainfall is low. There are few forests, as they were converted to farmland many years ago. The climate is temperate, with warm summers and mild winters. 

The history of the town’s origins. In 1815, after the Napoleonic Wars, the Kingdom of Poland was established, which was entirely dependent on the Muscovite state. The borders were drawn between Kalisz and the village of Skalmierzyce. The town became part of the Germanic state. Nowe Skalmierzyce was established in 1908, as a result of the then Germanic authorities setting aside part of the land of the village of Skalmierzyce. On the Prussian side was the village of Skalmierzyce, and on the Muscovite side was the village of Szczypiorno. In 1896, a railway line was built on the Germanic side. The line began at the Ostrów Wielkopolski station and ran through Czekanów and Ociąż. From the Ociąż station, a siding was built northward, to the towns of Kurów, Kotowiecko, Głuski, and Kucharki. The main railway line ran to Nowe Skalmierzyce, but in a slightly different location. A little to the west, where the first station building still stands. In 1906, the Muscovites decided to connect the Kalisz-Skalmierzyce railway line, and thus the Warsaw-Kalisz Railway. Nowe Skalmierzyce and Szczypiorno stations became transshipment stations. However, Nowe Skalmierzyce also served as a passenger station. Passenger documents on the Moscow side were checked at Kalisz station. Both stations (Nowe Skalmierzyce and Szczypiorno) had 1435 mm and 1524 mm gauge tracks. A customs house was built at this location. This situation led to the rapid development of the town. The stations remained in operation until 1919.

Between 1904 and 1913, the Nowe Skalmierzyce stations were expanded. Within 11 months, between 1905 and 1906, a new station building was constructed. Many describe this building as monumental and neo-Gothic. The word “monumental” is an exaggeration, but one can agree that it is neo-Gothic. The building is an example of Germanic arrogance and did not entirely fulfill its intended purpose. In 1913, a meeting between two bandits, Emperor Wilhelm II and Tsar Nicholas II, took place in the station building. In 2017, the station was entered into the register of historical monuments; registration number 1017/Wlkp/A of January 4, 2017.

In 1907, a neo-Gothic post office building was built on Kolejowa Street. It currently houses the Community Self-Help Center. In 1910, a large, five-story railway signal box was built on Kolejowa Street, near the viaduct. The signal box was placed between the tracks. Today, only the tracks remain on the western side. In 1913, a neo-Gothic water tower was constructed. In 1908, a canteen building was constructed, which later served as the “Kolejarz” cinema. Currently, it houses the “Stare Kino” cinema and entertainment hall at 1 Mostowa Street.

On December 27, 1918, many Polish residents of Skalmierzyce joined the Greater Poland Uprising, taking part in fighting near the border between Boczków and Szczypiorno. After two days, the insurgents took control of the Nowe Skalmierzyce settlement. After the Great War and the rebirth of the Polish-Lithuanian Commonwealth, a demarcation line was drawn in 1923, which became the border between Poland and the Germans. These decisions were a result of the Treaty of Versailles. As a result of these changes, the town and station lost their role as a border station. The pace of life in the town slowed down, and economic development also stalled.

Around 1926, a locomotive shed was founded, where steam locomotives were repaired and inspected. The school was expanded, which also housed vocational training courses for railway workers. The school is located at 52 Kaliska Street. It was built in 1909 and expanded in 1929. A Catholic parish dedicated to Corpus Christi was also established on 3 Maja Street, west of the railway station. Within 30 years, Nowe Skalmierzyce had a population of approximately 3,000. There were approximately 153 buildings, most of which belonged to the Polish State Railways (PKP).

In September 1939, Germans and Russians invaded Poland. The town was occupied by the Germans and incorporated into Germanic territory. The Germans changed the town’s name to Neu Skalden (1940-1943) and then to Kalmen (1943-1945). During the occupation, a Germanic transit camp was established in the local school. A commemorative plaque is located on the school building. From the very beginning of the occupation, the Polish Underground was organized. In 1943, Polish partisans – railway workers – burned 40 railway wagons carrying fodder. In 1944, a Germanic military transport was derailed.

After World War II, from 1956 to 1962, Nowe Skalmierzyce had the status of an industrial estate. On July 18, 1962, the town gained city status and changed its name to Nowe Skalmierzyce. The town served as the commune’s seat until December 30, 1999. In 2015, a historical square was established at the current border between Nowe Skalmierzyce and Kalisz, commemorating a historic border crossing from the partition era. A bugle call inspired by regional melodies was composed for this occasion. In 1945, the town belonged to the Poznań Voivodeship, Ostrów County. In 1989, it belonged to the Kalisz Voivodeship. Since 1999, the town has belonged to the Poznań Voivodeship, Ostrów County. An auxiliary unit of the commune was established, encompassing the entire town of Nowe Skalmierzyce, called the Nowe Skalmierzyce Residents’ Self-Government. The legislative body is the general meeting of permanent residents. The executive body is the chairman of the board, assisted by an auxiliary body. The board consists of three to seven members.

The systematic liquidation of the Polish State Railways (PKP) resulted in the city losing as much as 14% of its population between 2002 and 2022. The city lies within a subzone of the Łódź Special Economic Zone.

The first station building was located at Wolności Square. It was constructed in 1895-1896. Today, it serves as residential space. It is a two-story, two-unit building with a usable attic. It was constructed of red brick and left unplastered. A warehouse was added to the station building, which is also currently a residential building.

Nowe Skalmierzyce Railway Station.

Address: Kolejowa Street 2, 63-460 Nowe Skalmierzyce. Geographic coordinates: 51.708N 17.986E. Elevation: 135 m.

The station is located on LK No. 14 Łódź Kaliska – Tuplice. The station has three single-edge platforms, very narrow, located between closely spaced tracks. For such a large airport, rail traffic is low. In 2017, the station handled up to 50 passengers per day, and this was the same in 2022. In 2023, the number of passengers transported increased to 100 per day.

On January 31, 1896, after receiving a concession from the Railway Construction Society, a railway line to Ostrów Wielkopolski was opened via Śliwniki, Ociąż, and Czekanów. The railway line terminated next to the old station, which stands at Wolności Square. The track was on the eastern side of the station building. The building is currently a residential building.

In 1905-1906, a new station building was constructed. Within 11 months, the station building was completed. Many describe this building as monumental and neo-Gothic. The word “monumental” is an exaggeration, but one can agree that it is neo-Gothic. The building is an example of Germanic hubris and did not entirely fulfill its intended purpose. In 1913, a meeting between two bandits, Emperor Wilhelm II and Tsar Nicholas II, took place in the station building. In 2017, the station was listed as a historical monument; Registration number 1017/Wlkp/A, dated January 4, 2017. The building was designed by architect Hermann Bluncka, associated with the Prussian railway.

Germaniec incorporated Neo-Renaissance elements, symmetry, elements used centuries ago, unusual features, numerous details, turrets, stepped attics, rosettes, medallions, and an expansive form. The building was designed within an elongated rectangle measuring 23 meters wide and 90 meters long. The building is generally two-story, but also includes a basement and a partially utilized attic. The building has three basic volumes. The first is located on the station square. The representative entrance is a single one. Above the entrance and an additional window is a balcony, typical of Germanic railway stations.

The central section is the most elongated and is the primary functional element. The third section is the smallest and served official functions, although it likely housed the imperial hall. It is essentially an extension, measuring 10 m x 11 m, and is asymmetrically positioned, offset westward. Red facing brick was used for the construction, along with black brick for the ornamentation and window frames. The exterior parapets are made of green-glazed clinker. The walls are up to 0.70 m thick. The building resembles a three-nave temple, culminating in an octagonal turret. The roof is covered with red tiles. The roof is very steep. The roof features attics, which are intended to resemble another story with windows. Coat of arms and medallions, currently empty, are placed on the façade. The windows vary greatly in shape, size, and layout. Sections with mullions are often used. The windows have brown frames, and some feature decorative metal grilles. There are also so-called blind windows, intended to maintain the building’s symmetry. Initially, platform canopies were placed along both sides of the building.

The interior features several areas. Ticket and baggage claim offices are located at the front. These include two staircases, two ticket offices, and train rooms. In the central part of the building, a corridor extending up to 6 meters high runs along the western wall. Centrally located are the restaurant-waiting rooms for Classes 3 and 4, and Classes 1 and 2. The Class 1 and 2 waiting rooms boasted rich wall ornamentation, high-quality furniture, and numerous fresh flowers. Between the waiting rooms is a third staircase and other service rooms. Each waiting room provided direct access to the eastern platform. Behind the waiting room were further service rooms and a fourth staircase. Next was the largest room: the Customs Hall, or Zollsaal in German. Zoll means customs, Stal means hall. The hall has an area of ​​836 square meters. Customs inspection took place here. Luggage and goods were inspected. Customs fees were collected. The hall had to be very well-lit, and large windows were standard. The hall had to be presentable to impress potential fraudsters and smugglers. It was the country’s showpiece. Every border crossing had such a hall. Every traveler had to pass through this hall. There was a single entrance from the main corridor. The hall was located between the main walls of the building, from west to east. Each wall had two entrances to the platforms. The hall was divided into three additional rooms: a ticket office, a personal inspection room, and a customs officer’s office. The hall contains 14 columns supporting the upper floor. Around 40 tables were set up in the hall, where inspections were conducted. The upper part of the building housed railway service offices, warehouses, staff rooms, and other facilities. Although the building was undamaged during the Great War and World War II, there is a visible repaired hole in the western wall, similar to damage from a shell hit. When the Polish-Lithuanian Commonwealth was reborn, a passenger bridge was built connecting the station building with the locomotive shed. The bridge still exists today.

Currently (2026), a waiting room and restrooms are available to passengers free of charge. The floor is cream-colored terracotta with a gray pattern. The walls are covered with dark brown wooden paneling up to a height of 1.30 meters. The walls are painted cream. Railway information display cases are located on the walls. There are park-style benches for seating. There is also a board with a station map for the blind.

Behind the station building, to the north, stands another historic building, opened in 1909. It served as a railway canteen and overnight accommodation. The building is two-story, six-bay, and covered with a flat roof. It was likely originally covered with a gable or hipped roof. Further north is another historic building, which served as an electrical transformer. Also at Platform 1, at its southern end is a brick bunker.

In the western part of the station is a water tower, and next to it is the pumping station building. The water tower still stands and is in good condition.

At the same time, the first cross-border track between the stations was built: Nowe Skalmierzyce – Szczypiorno – Kalisz. On October 28, 1906, a rail (1435 mm) – rail (1524 mm) connection was launched. Goods were reloaded between wagons. For convenience, the tracks on which the wagons were unloaded were higher than those carrying the wagons for loading. Inclines (troughs) were placed between the wagons, allowing goods to be easily moved, including sacks, crates, and barrels. From 1906, trains on the following routes passed through Nowe Skalmierzyce station: Warszawa Kaliska – Wrocław Główny and Warszawa Kaliska – Poznań Główny.

After 1919, Nowe Skalmierzyce station lost its role as a border crossing. In 1922, after the construction of the connection via Kutno, the long-distance connections Warsaw – Nowe Skalmierzyce – Poznań were closed.

Signal box.

The signal box at Nowe Skalmierzyce station is an important element of the entire railway system, both technically and architecturally. This signal box has a unique appearance and is the only one in Poland. The signal box is very tall, reaching five stories. It was placed near the railway viaduct, from which Kolejowa Street branches, leading to the station building. Additionally, the signal box was placed between the tracks, which then bypassed the station building on the east and west sides.

Platforms.

Currently (2026), the station has three platforms, each located on the west side of the station building. All platforms are single-sided, low, and narrow. The platform surfaces are paved with paving slabs measuring 0.30 m x 0.30 m. All platforms are 280 m long. Platforms 2 and 3 are 1.8 m wide.

In the 1990s, successive governments systematically destroyed the Polish State Railways (PKP). Connections, stations, and even entire railway lines were closed. This degradation did not spare the Nowe Skalmierzyce station. The number of connections and passenger numbers gradually decreased. The station building fell into disrepair. In 2001, the station’s train dispatcher station was removed and the ticket offices closed. On December 29, 2015, the PKP (Polish State Railways) donated the station building to the Nowe Skalmierzyce Municipality and City authorities. Plans were made to thoroughly revitalize the building and adapt its premises for various local government organizations, cultural institutions, a performance and cinema hall, and a youth club, while maintaining its function as a railway station. In 2016, a multi-stage renovation of the historic building began. Work began with the renovation of the roof, which covers approximately 1,800 square meters. New gutters and downspouts were installed. Between 2021 and 2023, the representative front section of the station was renovated. The waiting room and restroom were renovated. The restroom is accessible and free of charge. The building’s façade was cleaned. The windows and doors were replaced. New railway clocks were installed. In 2020, during the renovation of the waiting room, a bottle containing a letter dated March 15, 1941, was found bricked up in the wall. The letter was written by two bricklayers from Kalisz, Mr. Jan Karalewski and Mr. Władysław Sobański. They were eyewitnesses to the forced deportations of people to concentration camps during the German occupation.

In 2017-2018, the station served InterCity trains on the following routes: Węgliniec – Legnica – Wrocław Główny – Nowe Skalmierzyce – Warszawa Zachodnia – Warszawa Wschodnia – Białystok. On May 4, 2026, 32 trains departed from Nowe Skalmierzyce station. They served the following stations: Kalisz, Krotoszyn, Leszno, Łódź Kaliska, Opatówek, Ostrów Wielkopolski, Poznań Główny, and Warszawa Wschodnia. All trains were operated by Koleje Wielkopolskie, PolRegio, and Koleje – Łódzkie Voivodeship. The station often featured EN57, Newag Impuls, and Pesa Elf EMUs.

Eastern Station Area.

The eastern station area was practically sold to the Germans. The locomotive depot and the entire eastern station area remained. Vossloh Skamo temporarily operated in the former locomotive depot. Vossloh and Škoda Transportation are two companies whose collaboration gave rise to the name “Vossloh–Škoda (SKAMO).” This wasn’t a single, independent company in the classic sense, but a joint venture between the German company Vossloh and the Czech company Škoda. Where did the name “SKAMO” come from? It’s an acronym for Škoda + MOtor (or modifications/modernizations). The company manufactured and modernized diesel locomotives, shunting vehicles, and equipment for the railway industry. This company was undoubtedly another example of Poland divesting itself of its national assets.

Currently, there are two companies operating in the region: Halfen and Vossloh Locomotives. Both companies are associated with the railway industry. Halfen is a German company specializing in construction solutions, particularly assembly components and structural connection systems. The company produces systems used in building construction, infrastructure (bridges, tunnels, railways), and prefabrication. Halfen is primarily known for its production of components: mounting rails (also known as Halfen rails), concrete anchors, and fastening elements. These components are used for facade assembly, installations, and steel structures. They can be used for fastenings in tunnels, bridges, and railway structures.

Vossloh is a German company associated with the railway industry. Currently, it operates primarily in the track industry, not in the vehicle industry. The company produces systems for fastening rails to sleepers and maintaining track stability. The company also produces railway switches and other railway track components. The company also grinds rails and repairs damaged tracks. Vossloh once manufactured locomotives. The locomotive division was sold to Chinese companies.

Written by Karol Placha Hetman