Szczucin 2026-05-19

PKP Dąbrowa Tarnowska.

Dąbrowa Tarnowska.

Dąbrowa Tarnowska is a town in the Lesser Poland Voivodeship, serving as the seat of Dąbrowa County and the urban-rural commune of Dąbrowa Tarnowska. The town is situated on the Breń River in the historical Lesser Poland region. In the 17th century, it belonged to the Sandomierz Voivodeship. From 1975 to 1998, it belonged to the Tarnów Voivodeship. In 2024, Dąbrowa Tarnowska had a population of 11,458. The name of the town comes from the forests and oak groves that existed here centuries ago, which were called dąbrowa. In 1378, the written name Dambrowa first appeared, and in 1578, the name Dambrawa Magna, or Dąbrowa Wielka, appeared. In the 20th century, to distinguish it from towns of the same name, it was officially named Dąbrowa Tarnowska.

According to researchers, the settlement was founded in the early 14th century. It was a private settlement belonging to the Ligęza family, of the Półkozic coat of arms. It was incorporated under Western law in 1422. There were approximately 60 peasant farms here. A peasant was a wealthier peasant in Poland, owning a farm (at least a lan of land), who was obligated to the feudal lord for services such as rent, tributes, or serfdom. The peasants constituted a higher class among the peasants, above the crofters and bailiffs. Here was the farm of Mr. Ligenza, who became the castellan of Sandomierz. There was a large mill and a fish farm. Over time, the town became a local trading center. Mikołaj Spytek Ligęza founded the parish church, which was likely built in 1614. In the 1630s, he built a castle above a floodplain, in the “palazzo in fortezza” style. The castle was built on a quadrangular plan, with four corner towers. The castle was inhabited for a relatively short time, as the new owner, Michał Lubomirski, built a new Baroque palace on a new site on a hill between 1683 and 1693. Through the marriage of Mikołaj Ligęza’s daughter to Marshal Jerzy Lubomirski, Dąbrowa became part of the Lubomirski estate. To construct the palace, the renowned architect Tylman van Gameren, builder of the Krasiński and Gniński palaces in Warsaw, was brought in. In 1858, the palace no longer existed. What remained was dismantled and used for building materials. Only the beautiful entrance gate remained. The old castle was converted into a brewery. At the end of the 17th century, a new town was laid out to the east of the palace. In 1697, Dąbrowa was granted the privilege of holding three fairs annually. Horses and cattle were traded here. In 1771, a new brick church was built on the site of the wooden church. The town had craftsmen’s guilds, an elementary school, a hospital, and three inns. The town’s development was interrupted by the first partition of Poland. In 1846, the aforementioned Baroque palace was destroyed by fire. A new parish church was built in its place between 1948 and 1965. At the end of the 19th century, a new road was built through Dąbrowa, from Tanowo to Szczucin and then north across the Vistula River. This was due to the introduction of horse-drawn mail and stagecoach services.

In 1906, the No. 115 Tarnów-Dąbrowa Tarnowska-Szczucin railway line was opened. In 1914, the Germans started the Great War, which they lost, and in 1939, they started the Second World War, which they also lost. Both wars inflicted enormous losses on Dąbrowa Tarnowska, both in terms of population and property.

On September 1, 1939, the Germans, along with their Muscovite brethren, invaded Poland. Heavy fighting raged in the area, with the retreating Kraków Army valiantly resisting the superior German forces. On September 7, 1939, on the orders of General Szylling, the bridge over the Vistula River in Szczucin was blown up, along with the Germans already inside. Despite their courage and bravery, the Polish units were defeated. Many soldiers were captured. About a hundred of them were locked in a school guarded by Germans in Szczucin. On September 12, 1939, an insulted and slapped Polish officer shot and killed a German rag. As a result, Wehrmacht soldiers began shooting the prisoners, and incendiary bombs were thrown into the school. The prisoners struggled to escape the flames, while the Germans shot those who jumped out of the windows. 70 Polish soldiers died. Their deaths were commemorated with a monument. During the German occupation, resistance groups operated in Szczucin, and clandestine classes were conducted. In 1943, soldiers from the “Jędrusie” partisan unit executed the hated district commander of the Blue Police, who had been subservient to the Germans. At the turn of 1944 and 1945, the Germans, preparing to defend their position on the Vistula River and fortifying the area, displaced the residents of Szczucin. Some houses were demolished, and the bricks were used to build fortifications.

During the German occupation, a ghetto for the Polish Jewish population was established in Dąbrowa Tarnowska in July 1942. Approximately 3,200 Jews were held there. In October 1942, they were deported to the Bełżec concentration camp and murdered there. The Germans were, and remain, unrivaled in their mass murder of the population.

After World War II, the city experienced a period of economic, social, and cultural growth. Agriculture and fruit-growing were revived. An elementary school and a high school were opened. Currently, Dąbrowa Tarnowska has three preschools and three elementary schools. The city has two secondary school complexes, comprising high schools, a technical school, and a post-secondary school. The Dąbrowa Tarnowska Forest District is dominated by coniferous forests, dominated by pine. Game is abundant here. There are both field and forest hunting grounds. In 2012, a medical helicopter landing pad was opened on Szpitalna Street. 

Powiśle Dąbrowskie is primarily known for its beautiful rural landscape, including the unique, one-of-a-kind village of its kind in Poland: the Painted Zalipie. Here, local painters decorate the walls of their homes, farm buildings, and fences with colorful floral ornaments. This extraordinary village attracts many tourists from Poland and abroad, who often travel to Powiśle specifically to see the colorful paintings.

In 1900, the town had 3,000 inhabitants. In 1931, there were 6,017 inhabitants. In 1946, there were 4,520 inhabitants. In 1960, there were 5,083 inhabitants. In 1988, there were 10,082 inhabitants. In 1995, there were 11,015 inhabitants. Interestingly, Dąbrowa Tarnowska did not experience a population decline, and in 2024, the population reached 11,456 inhabitants.

Among the valuable monuments in Dąbrowa Tarnowska is the wooden Church of All Saints, dating from 1771. The church is considered one of the largest wooden churches in Poland. It is located on the Wooden Architecture Trail of the Małopolska Voivodeship. The first church was built here in 1430, and the next one likely in 1614, thanks to Mikołaj Spytek Ligęza, the Castellan of Sandomierz. The church we can admire today is the third in this location. The church was founded by Kajetan Potocki, a canon of Sandomierz and parish priest in Dąbrowa.

Dąbrowa Tarnowska is home to War Cemetery No. 248, dating back to the Great War. The well-maintained war cemeteries in the Tarnów region, dating back to the Great War, are unique in Europe. They serve as a reminder of the bloody battles fought in Western Galicia. The cemetery in Dąbrowa Tarnowska was designed by Austrian architect Johann Watzal. The cemetery’s centerpiece is a chapel, situated on a small elevation, in the form of four pillars supporting a hipped roof topped with a wooden structure made of three vertical and horizontal beams. The stone pillars bear motifs of equal-armed crosses. Inside the chapel is an altar topped with a wooden cross, with a marble plaque embedded in it. During the Great War, 44 soldiers from the Austro-Hungarian army, 9 from the German army, and 236 from the Muscovite army were buried in the military cemetery established at that time. There are also graves of soldiers from World War II.

In Dąbrowa Tarnowska, there is a historic gate, a park, and palace cellars, and generally the ruins of the Lubomirski Palace. There is an obelisk dedicated to the Ligenza family. There is a coach house building from 1914 at 8/10 Wolności Avenue. There is a monument in the City Park “To Those Who Fell in the Name of Honor and Unwavering Service to the Homeland. 1914–1920.” There is a statue of St. John Paul II.

Dąbrowa Tarnowska Railway Station.

Address: Dąbrowa Tarnowska Railway Station; Kościuszki Street 21A, 33-200 Dąbrowa Tarnowska. Geographic coordinates: 50.169N, 20.975E, elevation 192 m. The station had names; Dąbrowa (1906-1913), Dąbrowa near Tarnów (1913-1918), Dąbrowa near Tarnów (1918-1927), Dąbrowa near Tarnów (1927-1937), Dąbrowa Tarnowska (since 1937).

There is a disused railway station in Dąbrowa Tarnowska. Line No. 115 Tarnów – Dąbrowa Tarnowska – Szczucin was built in 1906, known as Szczucinka. The railway station opened on October 15, 1906, on the Tarnów – Szczucin railway line. It is currently LK No. 115. The station design was approved in 1905 by the then director of the Staatsbahn-Direction in Kraków, engineer Kułakowski. After World War II, the railway was used primarily by residents of Powiśle and workers at large industrial plants in Tarnów. Passenger service in Dąbrowa Tarnowska was suspended on April 2, 2000, during the “joyful” liquidation of Polish railway connections under the communist, Volksdeutsche, and Masonic governments. The official narrative was the line’s unprofitability. The last scheduled passenger train (special) arrived at Dąbrowa Tarnowska in June 2006. The last freight train arrived at the station in September 2007. The station officially closed on October 1, 2007.

Currently (2026), the station building is in good condition because it is occupied. The building is larger than the station building in Szczucin. It is well-maintained, with new gutters and a repaired roof. The plaster is in good condition, but unfortunately, vandals have defaced it with vulgar inscriptions and drawings. The building is eight-bay, two-story, with a basement and an attic. There are projections on the track and driveway sides. The roof is gabled with swallowtails above the projections. The windows are classic, rectangular, and all identical. The only architectural details are the cornices. On the station level side, there is a roof adjacent to the building, supported by three wooden pillars and covered with sheet metal. The building’s facade bears the words “Dąbrowa Tarnowska.”

The station’s traffic lights, water crane, and water tower have been dismantled. A 30,000 kg railway scale was used until 1964. Currently, there are two narrow platforms and two platform edges. The platforms are low and made of concrete slabs. The station previously had three platforms. The rails and some switches remain. The station level area has been partially fenced. In the spring of 2026, work was underway to clear the station level of self-seeded trees and shrubs. The warehouse building is in use. The station level currently has three through tracks and is fenced. On the north side is a historic concrete fence. On the south side, there is a fence made of wooden posts and sparse wire mesh.

Construction History of Railway Line No. 115.

In the 1870s, landowners from Powiśle Dąbrowskie submitted a request to the Imperial-Royal Austro-Hungarian Empire to build a railway line to Tarnobrzeg via Dąbrowa Tarnowska. The request reached the Privileged Galician Railway of Charles Louis (CLB). However, the railway company was not interested in building this connection. In 1887, a railway line was constructed: Dębica – Tarnobrzeg – Rozwadów. This led to even less interest in building a line through Dąbrowa Tarnowska. In the 1890s, Prince Andrzej Lubomirski became interested in the railway. His wife, Eleonora née Husarzewski, owned significant landed estates near Szczucin. Other landowners joined the prince. They already had a concrete plan for a railway line: Tarnów – Dąbrowa Tarnowska – Szczucin – Sandomierz. Other individuals connected with the Dąbrowa region contributed to the construction of this line. Jan Franciszek, Baron Konopka (1855–1948), played a significant role. He owned numerous estates. Baron Konopka was also a member of the Galician Parliament from the Tarnów district and a long-time vice-president, and later president, of the District Council in Dąbrowa Tarnowska. Thanks to his efforts and in his interests, the road, instead of a straight line, was curved towards Brno and Olesno.

During the Galician Parliament sessions, the matter was repeatedly raised. However, due to a lack of funds in the treasury, the matter stalled. Furthermore, the landowners lacked the funds to undertake the project themselves. In 1898, the military became involved. The international situation was increasingly tense, and the military wanted rapid transport to the border with Moscow. The project was approved, but in a shortened form, to Szczucin. This plan was accepted by the landowners. As early as 1898, a construction committee was established, chaired by Prince Andrzej Lubomirski. The committee included local landowners and entrepreneurs. They purchased shares worth approximately 500,000 crowns, and the investment was estimated at 3,000,000 crowns. The Austrian government purchased shares worth 900,000 crowns, and the Galician government took out a loan of 2,000,000 crowns. In 1900, the Galician parliament approved the construction of a new railway line. The Tarnów-Szczucin Railway Joint-Stock Company (Lokalbahn Tarnow-Szczucin AG, LTSz) was established. The company took out a loan of 2,000,000 crowns and issued shares worth 1,400,000 crowns. On October 7, 1905, a concession for the construction of the line was issued. Work began in October 1905, and due to the flat terrain, progress was rapid. The line’s construction cost 2,663,257 crowns. Finishing work, carried out after the line’s opening, totaled 261,449 crowns. Construction of the line took 12 months.

From Żabno station, the line turns left, eastward, towards Dąbrowa Tarnowska. The line passes the Żabnica River and several local roads. It reaches the Fiuk stop. There are farmland and a few local roads. Further on, the line passes National Road No. 73. The line enters the city of Dąbrowa Tarnowska and begins a large curve westward. The tracks pass National Road No. 975, Żabieńska Street. The line, now running westward, reaches Dąbrowa Tarnowska station. From there, the line passes National Road No. 73 again. The line heads north and makes a large curve northeastward, reaching Szczucin.

Three new steam locomotives, series 97 kkStB, were purchased for this route. Interestingly, two of these locomotives were transferred to the Polish State Railways (PKP) after the Great War. They were designated; TKh12-10, TKh12-11. The railway was operated by the Imperial-Royal Austrian State Railways (k.k. Österreichische Staatsbahnen, kkStB) and was subordinated to the Kraków-based ED Krakau. Initially, one pair of passenger trains and one freight-passenger train ran on the route. In 1908, another pair of passenger trains were added.

The Great World War broke out. In early November 1914, a narrow-gauge railway line was built between Staszów and Szczucin for wartime needs. The track gauge was 715 mm. Traction was horse-drawn. A temporary wooden bridge was built over the Vistula River. A few days later, the Tranów-Szczucin railway line was occupied by the Muscovites. The tracks were converted to broad, Russian-made tracks. However, after the Battle of Gorlice, the Muscovites began to retreat. During their retreat in February 1915, the Muscovites burned the wooden narrow-gauge railway bridge over the Vistula River. After the Austrians regained control of the line, the line was converted back to standard gauge.

After Poland regained independence, the line became part of the Kraków Railway Company (PKP) management. The bridge over the Vistula River was in very poor condition. Therefore, for several years, Szczucin ceased to be a transfer station from standard gauge to narrow gauge. In 1926, a new wooden bridge with a narrow-gauge track was built, running along the center of the roadway. Narrow-gauge trains once again reached Szczucin Narrow-Gauge Station.

In the 1920s, six pairs of passenger trains ran along the Tarnów-Szczucin route, three of which were operated by a steam passenger car. The global crisis limited the number of pairs on the route. Some trains had shorter routes, only as far as Dąbrowa Tarnowska. Freight trains had fewer wagons. In the second half of the 1930s, due to the construction of the Central Industrial District (COP), the railway lines were expanded. The Kielce-Busko-Zdrój railway line was built. This line was to reach Mędrzechów, where it would connect with the “Szczucinanka” railway line. The planned length of the route was 83 km. The expansion plans were revised in 1938. A Radom-Ostrowiec-Szczucin line was planned. The existing Warsaw-Radom and Tarnów-Szczucin lines were to receive a second track. Electrification of these lines was also planned. The project was never implemented because the Germanic and Muscovite brothers began World War II on September 1, 1939. Even before the outbreak of World War II, in 1939, a new, modern bridge over the Vistula River, with a narrow-gauge railway track, was opened.

Around September 7, 1939, the Germanic forces occupied the Tarnów-Szczucin railway line. The line was not destroyed, but the Vistula crossing was damaged and inoperable. The Germanic forces incorporated the lines into the Eastern Railways (Ostbahn) and placed them under the Kraków Directorate (Ostbahn Direktion Krakau). The bridge over the Vistula River was rebuilt, and the transshipment station in Szczucin reopened. The railway was used primarily for the plundering of trees in the Sandomierz Forest and the removal of war loot. In 1945, the Vistula bridge was damaged again. In January 1945, railway line No. 115 was dismantled by the Muscovites. In August 1945, the Muscovites officially handed over the line to the Polish administration, but did not return the tracks. The lines were incorporated into the Kraków Railway District. Reconstruction of the line lasted until October 1946. Residents of nearby towns worked on its reconstruction. In 1953, after the reconstruction of the bridge over the Vistula, Szczucin once again became a transshipment station. The narrow-gauge railway received a new gauge of 750 mm. In 1953, construction of a standard-gauge line from Kielce to Busko-Zdrój station was completed. There were plans to build the Busko-Zdrój-Żabno section, which would have significantly shortened the distance between Tarnów and central Poland. Lack of funds for the construction of a new bridge over the Vistula near Nowy Korczyn prevented this.

In the 1960s, LK No. 115 operated steam locomotives of the Ol49, TKt48, and Ty2 types. They used type 43A passenger cars, one of the most distinctive post-war PKP cars, with Class 1 or Class 2 compartments. Type 101A passenger cars, manufactured from the late 1950s and widely used in the 1960s, were also used. There were also cars dating back to the pre-war years, such as the “boczniak” type and cars with open platforms, two- and three-axle. Around 1975, SM42 and SP42 locomotives were assigned to LK No. 115, the latter in winter, as they had a passenger car heating system. Around 1980, Bipa (Bhp) double-decker cars began to be used on passenger trains. In 1975, seven pairs of passenger trains ran on the line. The travel time for the entire line was approximately 1 hour and 25 minutes. In May 1978, narrow-gauge railway service was suspended, and the line was subsequently closed. The tracks on the bridge were removed, and the rail holes were filled with asphalt. Passenger trains on Line No. 115 primarily transported employees of Tarnów factories: the Nitrogen Plant, Mechanical Plant, and the “Tamel” Electric Engine Factory. Niedomice housed a cellulose factory. Dąbrowa Tarnowska housed a district hospital, specialized health centers, offices, schools, and agricultural processing plants. Szczucin housed asbestos plants. In 1989, Poland experienced economic and social changes. Communists transformed into businessmen, and many factories went bankrupt or were sold to foreign capital to close them down and eliminate competition. Asbestos and cellulose plants were closed. The Nitrogen Works significantly reduced production and staff numbers. Passenger capacity plummeted. In 1991, only six pairs of trains operated on the line, and in 1994, only five pairs. The double-decker cars were replaced with 120A type open-top cars. Interestingly, in 1997, the journey time along the entire route was approximately 1 hour and 5 minutes, a very good result. The benefits included shorter stops at stops.

Rail transport was no longer competitive with individual and bus transport. Furthermore, rail transport was already unprofitable. To save the day, automatic passing loops were installed at the stations in Żabno and Dąbrowa Tarnowska. These were experimental and were in the testing phase. Scheduled passenger services were suspended on April 3, 2000, and freight services were suspended on the Żabno–Szczucin section in 2006. The last passenger train ran from Tarnów to Szczucin in June 2006, and the line was officially closed in 2007. Since then, rail traffic has been based on siding services on the Tarnów–Żabno section or occasional special trains.

Between 2007 and 2011, talks were held between the Polish State Railways (PKP) and local governments for the latter to take over the line. The takeover failed because ownership of the plots containing the railway tracks had not been regulated. This is a legacy of communism, where land ownership rights were not regulated, and some communists exploited these situations to make quick money.

Railway line No. 115 was commissioned in 1906, during the partition period. The line was never electrified. It is a single-track line. The line includes four railway stations, 11 passenger stops, and some also have loading bays. There are over 100 level crossings along the route. The Tarnów-Żabno section is in sporadic use. The passable section of the line is class C3; Axle load: 196 kN/axle, 20 t/axle, and maximum linear load: 71 kN/m, 7.2 t/m. The line begins at Tarnów station, turning right and north from LK No. 91 at km 76. The route then runs north through Tarnów and the Tarnów County, then Dąbrowa County. In Żabno, the line turns northeast towards Dąbrowa Tarnowska. In Dąbrowa, the route turns again, this time towards Olesno, from where the line heads north and then east towards Szczucin. The tracks are constructed of type S-49 rails and reinforced concrete and wooden sleepers. The existing trackage dates from 1981-1983. In 2026, a significant portion of the line from Żabno station onwards will be impassable. Much of the track is overgrown with self-seeding weeds, making it impossible to traverse. There are also sections of the line where the rails have been dismantled.

Railway line No. 115 Tarnów – Szczucin is 48.80 km long. It begins in Tarnów. Tarnów station (0.00 km, elevation 205 m). LCS and railway lines No. 91 and 96 are located here. Tarnów Północny passenger stop (1.26 km, elevation 200 m). There is one track and one platform here. The ticket office was closed, and the station building was demolished. Klikowa passenger stop (3.81 km, elevation 197 m). Tarnów Klikowa siding station (4.20 km, elevation 198 m). One track, one platform. The station was closed. Łukowa Tarnowska station (9.86 km, elevation 190 m). One track, one platform. The station building was closed. It was the “Łk” switching station. Łęg Tarnowski passenger stop (km 12.02, elevation 188 m). One track, one platform. The station building has been demolished. Niedomice passenger stop (km 14.21, elevation 185 m). One track, one platform. The station building has been demolished. There is a siding to the ZUH Niedomice chemical plant (km 14.38, elevation 185 m). Żabno passenger stop and loading bay (km 16.04, elevation 184 m). Three tracks, one platform, the building is closed. Former “Żb” switching station. Fiuk passenger stop (km 20.01, elevation 210 m). One track, one platform, the building has been demolished. Dąbrowa Tarnowska passenger stop and loading bay (km 24.76, elevation 192 m). Two platforms, four tracks, the station building is occupied. Olesno Tarnowskie passenger stop and loading bay (29.93 km, elevation 177 m). Single track, one platform, the building was closed. Dąbrówki Breńskie passenger stop (34.38 km, elevation 170 m). Single track, one platform, the building was demolished. Mędrzechów passenger stop and loading bay (37.90 km, elevation 171 m). Single track, one platform. Kupienin passenger stop (40.73 km, elevation 170 m). Single track, one platform. Delastowice passenger stop (43.26 km, elevation 169 m). Single track, one platform. Szczucin near Tarnów station (48.80 km, elevation 166 m). The station building is inhabited. Narrow-gauge railway line No. 2013 was located here.

In 2010, it was reported that trains would not return to the Dąbrowa Tarnowska – Szczucin section near Tarnów. A bicycle path is planned for this location. Repeated attempts by the local governments of the Dąbrowa and Tarnów districts to save the line were unsuccessful. PKP PLK (Polish State Railways) designated narrow-gauge railway line No. 115 as suspended, slated for closure. In March 2015, representatives of the six local governments through which the railway line runs signed an agreement on the joint implementation of a bicycle route following the route of the disused line. It was fashionable in Poland to replace tracks with bicycle paths. Most of these completed paths lead nowhere, ending abruptly in a forest or open field. However, the controversial investment did not come to fruition because at the beginning of August 2016, following protests from people living near the railway line and the actions of the Railway Enthusiasts Association in Kraków, the decision to close the closed railway line was blocked.

In August 2016, the private rail operator SKPL submitted an offer to the Marshal’s Office of the Małopolska Voivodeship and the municipalities through which LK No. 115 runs to resume service on the line, initially on the Tarnów – Dąbrowa Tarnowska section, serving both passenger and freight traffic. Despite positive discussions, the plans were never implemented. Without conducting an audit, someone estimated that interest in the service would be low. The operator supported local governments in obtaining ownership of LK No. 115. If this were to happen, SKPL declared that it would carry out the necessary renovations using its own funds.

In 2018, the United Right Government raised hopes. This was linked to the implementation of the grand plan to create the Central Communication Port (CPK). A connection between LK No. 115 and Busko-Zdrój station was planned. In this situation, Tanów would have a direct connection to CPK via Kielce. The plans went very far and were recorded in the Journal of Laws, coming into effect on May 29, 2019. The entire Sitkówka Nowiny – Busko Zdrój – Szczucin – Tarnów railway line would be designated Railway Line No. 73. Unfortunately, following the parliamentary elections on October 15, 2023, the Volksdeutsche, communists, and Freemasons once again came to power. The entire CPK program was first limited and then eliminated. The Nowy Sącz – Tarnów – Busko Zdrój – Kielce – Opoczno – CPK spoke No. 7 was never built.

However, discussions are occasionally held regarding the restoration of passenger traffic on the Tarnów – Dąbrowa Tarnowska section. The Marshal’s Office periodically considers this possibility. In September 2019, the first passenger journeys in many years took place on Railway Line No. 115, organized as part of the Małopolska Railway Tourism Trails. Steam-powered trains then traveled from Tarnów to Żabno. This event was repeated in subsequent years, and the rides were very popular. Due to the Chinese coronavirus pandemic, tourist transport was suspended in 2021.

In 2026, news of the modernization of Railway Line No. 115 Tarnów-Szczucin surfaced again. This time, the information was provided by Poland’s ruling elite. It was announced that the line would be modernized by 2029. The estimated investment value is PLN 500 million. The work is to include track replacement, platform repairs, modernization of level crossings, and repairs to culverts and small bridges. It was announced that passenger train speeds will increase to 120 km/h. The tender is to be announced in 2026, and the contract is to be signed in the first quarter of 2027. The project is planned to be divided into two stages: Tarnów-Żabno and Żabno-Szczucin. The first stage is worth PLN 200-250 million. This section is still open to freight traffic, although the traffic is low. The maximum speed of freight trains is 40 km/h. The Żabno-Szczucin section is in much worse condition and requires virtually complete reconstruction. However, the current government has no plans to extend the line from Szczucin to Busko-Zdrój station, despite pressure from local government officials. However, let’s remember that the current government is known for lies and the slogan “What harm can a promise do?” and, above all, it is destroying Poland, not building it. Their plans, declarations, and grandiose announcements are worthless. Representatives of the Polish Railway Line (PLK PKP) stated that financing for this investment appears uncertain. There is no document that has been sent from the Ministry of Infrastructure to the Ministry of Finance. The conclusion is: under this government, the railway to Szczucin will not return. Currently, overgrown tracks are being cleared in some locations along LK No. 115.

Written by Karol Placha Hetman