Pińczów 2026-06-20

PKP Pińczów. Świętokrzyska Commuter Railway.

Świętokrzyskie Narrow-Gauge Railway, Ponidzie, Dojazd 1/3 Street, 28-300 Jędrzejów.

City of Pińczów.

Pińczów is a city with urban-rural commune status. It is located in the Świętokrzyskie Voivodeship, in Pińczów County. The settlement received city rights in 1428. The town has an area of ​​14.33 square kilometers. The town is situated relatively high, with an average elevation of 210 meters. Pińczów is located in the Ponidzie region. Ponidzie is a geographical and historical region in the southern part of the Świętokrzyskie Voivodeship, encompassing the Nida River valley and its surroundings. The name literally means “Land of the Nida.” The town lies on the Nida River, which flows from the southwest side of the town. On the northeast side is the so-called Pińczowski Garb. The town’s population in 2018 was 10,946. Vehicle license plates: TPI. The distance to Busko-Zdrój is 16 km, and to Jędrzejów is 23 km. National Road No. 766 from Morawica to Węchadłów runs through the town. National Road No. 767, leading to Busko-Zdrój, begins here.

The settlement arose near a quarry that operated here in the 12th century. The stronghold was destroyed in 1241 by the Tatars. Pińczów was a noble town, granted its charter in 1428. During this time, a Gothic castle was built. In the 16th century, the town belonged to the Sandomierz Voivodeship, in Wiślica County. Since then, its current name, Pińczów, has been used. During this time, the town was owned by the Oleśnicki family. A new residence was built on the castle hill, and the Pauline Order was established. On September 21, 1428, King Władysław Jagiełło granted the town city rights, with the right to hold weekly and annual fairs. In the 16th century, the town was leased by Jan Tęczyński. The residents engaged in agriculture, fruit growing, vine growing, and cattle breeding. Unfortunately, the Reformation reached the city, and in 1551, the Pauline Fathers were expelled. Thanks to the Reformation, a Polish Bible was created in Pińczów, later called the Pińczów Bible. The collective work, the Bible, was published on September 4, 1563, in Brest-Litovsk. Therefore, the Bible is also known as the Brest Bible. Approximately 500 copies were printed. Between 1558 and 1562, a printing house operated in the city, publishing reformist works. The closure of the Reformation center occurred thanks to the Bishop of Kraków, Father Piotr Myszkowski, who purchased the city in 1586. The Pauline Fathers returned to the city, and the Pińczów high school adopted a parish school curriculum. In 1601, the Myszkowski family obtained permission from the Sejm of the Republic of Poland to establish a family ordinance. At the turn of the 16th and 17th centuries, the town was surrounded by an earthen and wooden rampart. Access to the town was through one of four gates: Chęcińska, Kielecka, Nowokorczyńska, and Krakowska. In 1657, Swedish troops occupied the town and castle. After the Battle of Kliszów in 1702, the town was reoccupied by the Swedes. Swedish King Charles XII established his headquarters there. Józef Władysław was the last heir of the Myszkowski family. After his death, the town became the property of the Wielopolski family. After the Third Partition of Poland, Pińczów fell under Austrian rule. In 1820, the town had over 4,000 inhabitants.

On February 19, 1919, the 11th Uhlan Regiment was formed in Pińczów. During the Second Polish Republic, Pińczów was a small district town with a population of less than 10,000. During the 1939 defensive war, the town was occupied by Germans on September 6, 1939. The town was burned to the ground. From July to August 1944, the town and surrounding area were liberated by partisans from the Home Army, the People’s Army, and the BCh. The Pińczów Republic stretched from Pińczów to Działoszyce and from Nowy Korczyn to Nowe Brzesko. On January 13, 1945, Soviet troops entered Pińczów. From 1975 to 1998, the town belonged to the Kielce Voivodeship.

Pińczów railway station.

Geographic coordinates; 50.523 N 20.519 E. Elevation 202 m. Address: 21 3 Maja Street, 28-400 Pińczów, Poland.

The station building is a protected monument, entered into the Register of Historic Monuments under Registration No. A-1185/1-5 on February 20, 1995. The address is 21 3 Maja Street, near the city center. The building was built around 1924, making it over 100 years old. Its architecture is reminiscent of the Polish manor house style. It is single-story, covered with a steeply pitched gable roof. The building is constructed of local brick. The attic is unused. The building was built on a rectangular plan measuring 22 m x 9 m. The height to the ridge is approximately 9 m. The building’s form is compact and lacks many architectural details. In recent years, the building has undergone a thorough renovation, including repairs to the roof structure, renovation of the facade, replacement of window and door joinery, and adaptation to modern tourist needs. As a result, it has regained its historic appearance and has become one of the most recognizable industrial monuments in Pińczów.

The station has always been called Pińczów. From the very beginning, freight and passenger traffic operated here. The station was established in 1925. It was a junction for the narrow-gauge railway lines: Umianowice–Cudzynowice and Hajdaszek–Pińczów.

Route: Umianowice (0 km), Pińczów (9.11 km), Młodzawy (16.68 km), Mozgawa (19.83 km), Chroberz (23.84 km), Nieprowice (26.66 km), Złota Pińczowska (28.71 km), Jurków (34.79 km). Wiślica (36.97 km). Brodek (41.16 km). Colossi (43.15 km). Sokolina (44.00 km). Jadzinek (45.98 km). Bugaj (48.36 km). Broniszów (51.98 km). Cudzynowice (54.67 km).

The Hajdaszek-Pińczów railway line was essentially the Jędrzejów-Pińczów line. Since the line was treated as a continuation, its mileage was continued: Hajdaszek (22.90 km), Erdmanówka (32.50 km), Pińczów (37.70 km). Historically, this line was built first and, to overcome the Pińczowski Garb, it was laid in a serpentine pattern. Therefore, over time, the main line became the first line: Umianowice-Cudzynowice. This line does not cross the Pińczowski Garb.

Two platforms and three platform edges were built on the station level. Rail traffic was gradually suspended. In 1988, passenger traffic was suspended. In 1993, rail traffic was completely suspended. In 1994, the station was renamed a stop and loading bay. Between 2024 and 2026, the station was thoroughly modernized.

History of Narrow Gauge Railways in the Świętokrzyskie Region

The history of narrow gauge railways in the Świętokrzyskie Region is unique, as one of the largest narrow gauge railway networks in Poland was established here. The birth of the Świętokrzyskie Narrow Gauge Railways is linked to the operations of the Austro-Hungarian army during the Great World War. After initial successes, the Muscovites began to retreat. In February 1915, the Austrians built the first military field line, with a 600 mm gauge, from Jędrzejów to Motkowice. Such lines were called Rollbahn, meaning “rolling road” in German. The first section, Jędrzejów – Motkowice, opened in February 1915. In May 1915, work began on the construction of temporary bridges over the Nida River, which remain in operation to this day. After the Muscovites retreated from the Nida River, construction continued towards Hajdaszek, Sędziejowice, and Chmielnik, and then through Raków Opatowski to Bogoria. This section opened in October 1916, at which time the total length of the railway reached 86 km.

Simultaneously, further sections of the railway were built: Miechów – Węchadłów – Działoszyce, Kocmyrzów – Posądza, Kije – Pińczów – Wiślica – Opatowiec, and Staszów – Rytwiany – Pacanów – Szczucin. Part of the line was horse-drawn. By 1917, the Kije – Pińczów – Michałów – Koniecmosty – Opatowiec and Staszów – Rytwiany – Pacanów/Szczucin sections were already operational.

After the Great War, some of the tracks were dismantled. However, because the benefits of the railway were recognized, permanent tracks were constructed in place of the temporary tracks, laid in accordance with railway practice. After Poland regained independence, individual sections were connected into a larger network of commuter railways. During the interwar period, the narrow-gauge railway network in the southern part of the then Kielce Voivodeship was combined as the Jędrzejów Commuter Railway.

In 1924, thanks to the efforts of the Pińczów District Office, the Hajdaszek – Erdmanówka – Pińczów section was opened. It ran serpentine through the Pińczów Ridge, bypassing the Pińczów Mountains, with peaks ranging from 250 to 291 meters in elevation. This connected the Jędrzejów Railway with the Pińczów Railway. In 1924, a locomotive shed was built in Pińczów. In 1925, a connection was opened from Pińczów via Wiślica to Cudzynowice (near Kazimierza Wielka), where the railway route branched off towards Działoszyce and Kazimierza Wielka. This established a connection with the existing section of the railway from Charsznica. In 1926, a connection was built with the section from Kocmyrzów, opening the route from Kazimierza Wielka via Proszowice to Posądzy. Thus, in 1927, a single large narrow-gauge railway network was created from the existing railways: Miechów, Jędrzejów, Pińczów, and Kocmyrzów.

An extensive network was created, serving the agricultural area known as Ponidzie. The Nida is one of the most interesting rivers in southern Poland and the main river of the Ponidzie region. The river is a left tributary of the Vistula River. It is approximately 151 km long and has a drainage basin area of ​​approximately 3,860 km². The Nida River rises near the town of Brzegi and is formed by the confluence of two rivers: the Czarna Nida and the Biała Nida. The Nida flows into the Vistula near Nowy Korczyn. The Nida is a calm, slow-flowing, and meandering river. It forms numerous meanders, oxbow lakes, backwaters, and wet meadows.

The railway network had a maximum length of 340 km. The railways primarily transported sugar beets, grain, timber, building stone, gypsum, hard coal, and passengers from smaller towns to district capitals. For many rural residents, it was the only year-round public transport. On January 1, 1930, the narrow-gauge railways came under the management of the Polish State Railways (PKP). The main reason for nationalization was the economic crisis, which could have led to the bankruptcy of the existing companies that operated the railways. At that time (1930), the total length of railway lines in the Świętokrzyskie Region was 308 km. The narrow-gauge railway management office operated in Jędrzejów. Locomotive sheds operated in Jędrzejów, Pińczów, Kazimierza Wielka, Bogoria, and Kocmyrzów. The main repair workshops were also located in Jędrzejów.

When the Germans invaded Poland, fortunately, all Polish personnel were left on the narrow-gauge railway. During the occupation, the importance of this railway increased significantly. The Home Army and the National Armed Forces made extensive use of the railway. Individuals threatened with arrest were transported. Original documents were issued under fictitious names. The dislocations and movements of Germanic military units were monitored. In 1944, Soviet troops built a connection from Bogoria to Koprzywnica, which was extended to Tarnobrzeg in 1945. A makeshift wooden bridge over the Vistula River was then built. This connection operated for a relatively short time.

After World War II, the network was rebuilt. In 1950–1951, the tracks were rebuilt from 600 mm to 750 mm gauge, allowing for the use of larger, heavier rolling stock. This change was mandated by central authorities. During this time, the well-known steam locomotives appeared: the Px48 and Px49, mass-produced in Chrzanów. From the late 1960s and into the 1970s, they began to be replaced by Romanian diesel locomotives: the Lxd2 and Lyd2. The Lxd2 locomotives were manufactured by the FAUR factory. 165 units were purchased for PKP (Polish State Railways). The Lyd2 locomotive is a smaller diesel locomotive from the FAUR factory. There was also a Romanian locomotive of the Lxd1 series, which was significantly rarer than the Lxd2. The Lxd1 locomotive had four driving axles (x), a diesel engine (d), and a mechanical transmission (1). There were also three-axle diesel locomotives designated Lyd1 (y), manufactured in Poland. This designation included the WLs150 Fablok and WLs180 Zastal locomotives. The locomotives differed in engine power and minor design differences.

During the track resurfacing from 600 mm to 750 mm, the track alignment was adjusted, eliminating the serpentine curves through the Pińczów hump and laying a new track from the west-south direction from Umianowice to Pińczów.

The highest rail transport volumes were recorded in 1966. Large numbers of passengers and vast quantities of goods, primarily agricultural produce, were transported. At its peak, the Świętokrzyskie narrow-gauge railway network spanned several hundred kilometers, stretching from Jędrzejów, Pińczów, and Wiślica to Staszów, Pacanów, and Szczucin. It was one of the largest narrow-gauge railway networks in Central Europe. At that time, one could travel from Jędrzejów all the way to Szczucin and experience the typical, beautiful landscape of Ponidzie along the way. The route of this unique vehicle passes through incredibly charming places, each with a diverse character, including fields, forests, and meadows. During the ride, one can admire steppe vegetation and unique landscapes. One can also spot wildlife, accustomed to the clatter of train wheels and not at all frightened by their sound. In the 1960s, the Jędrzejów Commuter Railway was the third largest in Poland, covering hundreds of kilometers of track, approximately 340 km. Let us remember, however, that the average speed of the trains was only 40 km/h.

In the 1960s, road transport steadily grew. Automobile transportation became more flexible and faster. Buses and trucks gradually took over passengers and freight. The first restrictions on passenger traffic were introduced in the early 1960s on the Bogoria-Koprzywnica route. In the second half of the 1960s, the number of passenger trains was reduced. In 1971, passenger service was suspended on the section from Kocmyrzów to Kazimierza Wielka. In 1977, passenger service on the Pińczów-Wiślica-Cudzynowice route ceased. On the remaining sections, passenger trains were gradually phased out between 1985 and 1987. As late as 1989, most of the narrow-gauge network was still operational. Steam locomotive sheds operated in Jędrzejów, Bogoria, Kazimierza Wielka, and Charsznica. This trend of closure continued into the 1980s. In 1987, regular passenger service was suspended. On February 1, 1993, regular service on the remaining portion of the network ceased. Connections with the standard-gauge railway operated in Jędrzejów, Charsznica, and Szczucin. Furthermore, in Kocmyrzów and Stawiany Pińczowskie, it was possible to transfer standard-gauge wagons to narrow-gauge transporters. In 1994, the closure and decommissioning of the first sections of the network began. In 1990, the Szczucin – Dobra Sztambergów section (near Staszów) was dismantled, and in 1992, the Charsznica – Działoszyce line was dismantled.

As early as 1989, tourist trains were launched on the Jędrzejów – Umianowice – Pińczów – Wiślica route. The “Ciuchcia Express Ponidzie” operated on this section until 1997. In the 1990s, a section of the former network operated as the Świętokrzyska Commuter Railway, known to tourists as the “Ciuchcia Express Ponidzie.” Tourist trains ran from Jędrzejów through the picturesque Ponidzie region. Historic bridges over the Nida River dating back to the Great War have also been preserved. Trains called the “Ciuchcia Ekspres Ponidzie” ran on the Jędrzejów-Pińczów-Wiślica route. However, after the railway embankment was washed away by heavy rains in 1996, service to Wiślica was suspended. As a result of the severe flooding in 1997, the narrow-gauge railway suffered the most significant damage on the Pińczów-Wiślica section. In several places, the tracks were washed out, and in several others, the water washed away the gravel beneath the tracks. This led to the suspension of rail traffic there.

In 1998, tourist service was resumed. In 2001, the Polish State Railways (PKP) suspended tourist services. In 2003, the railway was taken over by the local government and resumed.

The Świętokrzyska Commuter Railway was formerly known as the Jędrzejowska Commuter Railway. The main railway line ran from Jędrzejów, through Jasionna, Motkowice, and Umianowice to Pińczów. There were also branch lines in Umianowice to Hajdaszki, Stawian Pińczowskie, and Sędziejowice.

In 2002, the railway was taken over by the Świętokrzyska Kolejka Dojazdowa “Ciuchcia Expres Ponidzie” Sp. z o.o., a local government company established specifically for this purpose. It was formed by the local governments where the preserved line ran: the Jędrzejów commune, the Pińczów commune, the Świętokrzyskie Voivodeship, the Jędrzejów and Pińczów counties, and the Imielno and Kije communes. This company became the line’s operator.

The ŚKD railway line intersects with the LHS broad-gauge line near the village of Wygoda. This is at km 14.60 of the narrow-gauge line. Intersections also existed in the village of Przededworze and the town of Staszów. The narrow-gauge lines also intersect with the standard-gauge lines in the villages of Stawiany Pińczowskie, Przededworze, and the town of Staszów. Historically, narrow-gauge railways crossed the Vistula River in Szczucin and before the Tarnobrzeg Wąskotorowy station in Dzików.

In 2026, the railway operated three Lxd2 locomotives and one Px48 steam locomotive. Their technical condition was unknown. It is likely that two Lxd2 locomotives were operational. In 2009, the Lxd1 locomotive was engineless. On August 21, 2015, the Lxd2-258 locomotive caught fire on the route to Umianowice, destroying the engine. The Px48 steam locomotive was operational. On June 12, 2007, the Świętokrzyska Commuter Railway’s Px48-1724 steam locomotive was inspected. The railway operates three summer carriages and three glass-enclosed carriages. In 2020, the rolling stock includes: A historic 3Aw passenger car, historic freight cars, retro cars, summer (open-air) cars, and three narrow-gauge locomotives: Lxd2, Lyd1, and Lyd2.

In the 1970s, bogies were introduced to transport standard-gauge cars on narrow-gauge tracks. Such conversions took place, for example, at Kocmyrzów station. In Jędrzejów, the railway workshop specialized in the repair of narrow-gauge rolling stock. Repairs were also carried out on behalf of other narrow-gauge railways. The workshop specialized in the repair of locomotive and wagon running gear. The rolling stock was transported by trucks.

For several years, tourist trains had been running every Sunday during the summer season. They departed at 10:00 a.m. on the Jędrzejów-Motkowice route. The return to Jędrzejów occurred around 6:00 p.m. Additionally, special services were offered, such as for companies and team-building trips. Freight and regular passenger traffic were no longer available on the route.

On the other hand, tourist services also operated from Pińczów station. Tourist trains ran on Sundays. Buses transported passengers from Busko-Zdrój and Kielce. At 12:00 p.m., the train departed for Umianowice station. A bonfire with sausage roasting was organized in Umianowice. Around 2:00 p.m., the tourist train departed for its return journey. In Pińczów, tourists boarded coaches and returned to Kielce or Busko-Zdrój. The train employed a dozen or so employees. During the season, 12,000-15,000 tourists used this attraction, and in 2008, 21,000 tourists were transported. During that season (2008), 142 pairs of trains were operated. Despite this, reports indicate that the railway was operating at a loss.

In 2003, rail service was restored to the Hajdaszek station, east of the Umianowice station. On July 7, 2006, celebrations were held in Umianowice to mark the 90th anniversary of the railway.

On October 10, 2007, the narrow-gauge railway viaduct over the standard-gauge line near the Stawiny Pińczowskie station was renovated. Stawiny Pińczowskie station requires a separate discussion, as it was the junction of the narrow-gauge railway (on the east-west line, Chmielnik – Jędrzejów) and the standard-gauge railway (on the north-south line, Kielce – Busko Zdrój). The station features a transporter trapdoor and loading bays. It was then that the first train passed through in 11 years, since 1996. On October 20, 2007, a special train, pulled by a steam locomotive Px48, ran for railway enthusiasts, providing access to the Hajdaszek and Stawiany Pińczowskie stations.

In 2008, the railway line to the Sędziejowice station, east of the Skawiny Pińczowskie station, was reopened.

On September 11, 2009, the Minister of Culture and National Heritage, at the request of the owner, Polish State Railways, issued a decision to remove sections of the line from the Pińczów station to the Wiślica station in Koniecmosty and from the Sędziejowice station to the Raków Opatowski station, along with associated engineering structures, from the register of historic monuments. This eliminated the possibility of reactivating the line on further sections.

In 2014, a new Wygoda railway station was built, funded by the owner of the “Sielsko na Wygodzie” recreation complex. It is located in front of Motkowice station, very close to the LHS line and its viaduct.

At the end of 2014, two sidings and turnouts on the Wiślica side were dismantled at the Pińczów station. This work was related to the construction of a road roundabout on 3 Maja Street. In 2015, the turnouts were moved northward to extend the previously shortened platforms.

In 2015, at the initiative of the Świętokrzyskie and Nadnidziańskie Landscape Parks, work began to resume train service on the 2.50 km Umianowice-Hajdaszek route. Financing was to be provided from the Regional Operational Program. The project was estimated at approximately PLN 3.5 million. The work included renovations to the station buildings, platforms, canopies, tracks, culverts, and level crossings. The plan included the purchase of a new diesel locomotive, tourist carriages, and bicycle trolleys. At Hajdaszek station, the station building was to house a ticket office, waiting room, buffet, warden’s room, and a memorial room (educational room). The buffet, or rather restaurant, was to be named “Gospoda dla Żołnierzy” (Soldiers’ Inn), modeled after the canteen that operated there during the interwar period. The program was scheduled to end in 2019. According to historical records, the station building housed the guest room of Countess Karolina Lanckorońska, an art historian and heir to the local estate. Passenger trains through Hajdaszek ceased running in 1985, and freight trains in 1993. Currently (2026), the Świętokrzyskie Bicycle Trolleys operate on the Umianowice-Hajdaszek section.

The Świętokrzyska Railway also planned to expand its stops to include the following stations: Centrum Jędrzejowa, Piaski, Borki, Wygoda (which was built), Holendry, Ptasznik, Suchowola, Podlesie, Wierzbie, Rudki, Kamienna Góra, Pągowiec, Skowronno Górne and Dolne, Kopernia, Pińczów opposite the bus station, Skrzypiów, Wojsławice, Rudawa, and Biskupice.

There were plans to reactivate the line on the Pińczów-Wiślica section, southbound. Specifically, from the destroyed bridge over the Nida River’s oxbow lake in Skrzypiów, south of Pińczów. The bridge is a wooden and metal structure. The supports are wooden, the spans are made of metal beams, and the bridge trusses are made of wood. However, these plans are no longer valid, as the Pińczów station is now a terminus and the tracks towards Wiślica are no longer in operation. This occurred during the construction of the new 3 Maja Street roundabout in Pińczów. On November 16, 2014, reconstruction of the track layout at the Pińczów station began due to the construction of the roundabout. This completely prevented the future reactivation of the line to Wiślica.

In 2016, 16,000 passengers, or rather tourists, used the Świętokrzyska Railway services. However, in 2020, the cable car was not launched during the ski season. This was due to the Chinese coronavirus epidemic, as well as the poor condition of the tracks and rolling stock, which required renovation work. Furthermore, the financial situation of the entities operating the cable car was poor. A new formula for the cable car’s operation was still being sought. The Świętokrzyska Commuter Railway “Ciuchcia Expres Ponidzie” company was put into liquidation in September 2020. Following ongoing negotiations, the cable car was taken over by the provincial government in October 2020. By decision of the provincial authorities, the cable car was incorporated into the Complex of Świętokrzyskie and Nadnidziańskie Landscape Parks in Kielce. The cable car was renamed “Świętokrzyska Narrow-Gauge Cable Car Ponidzie.” According to available information, in 2017, there was a real threat of complete closure of the cable car.

In 2021, another season was lost, and there were no tourist transport services. Only in the 2022 season did tourist trains begin operating on the 9.00 km Jędrzejów-Jasionna route. The same was true in 2023. In 2024, trains ran on the 17.00 km Jędrzejów-Motkowice route. Travel to Umianowice and Pińczów remained impossible, primarily due to the poor condition of the bridges over the Nida River.

In October 2024, contracts were signed with contractors for the revitalization of the railway, funded by the government’s “Polish Deal” fund. The renovation was divided into two sections: the first from Umianowice to Pińczów, and the second from Motkowice to the railway bridge over the Nida River. The work is scheduled for completion in 2027. Jędrzejów-Pińczów, a 30.00 km long section, will then be operational. However, it turns out that the current work does not include the renovation of the bridge over the Nida River on the Motkowice-Umianowice section. The provincial authorities claimed that the renovation will be carried out in accordance with good construction practices.

On the Jędrzejów-Motkowice section, a complete renovation was carried out, not only to the tracks but also to the embankments and slopes. In Umianowice, the station tracks were dismantled, and the contractor prepared a new trackbed. A 200-meter track extension towards Pińczów was also renovated. New plans for the track layout at the stations were also submitted. Jędrzejów, Motkowice, Ulmanowice, and Pińczów. Preparatory work was underway for the reconstruction of bridges and viaducts on this route.

A decision was made to completely renovate Pińczów station. The station building was renovated. In Pińczów, a waiting room with a ticket office and a crossing guard’s office is ready. A modular locomotive shed was built in Pińczów. In 2026, a complete reconstruction of the track system on the station level was completed. Authorities claim that due to the historic nature of the railway, reused materials are being used for its renovation. In reality, this is a marketing ploy, as only modern materials are being used in the construction. New, well-impregnated wooden sleepers are being used. Standard, new railway rails are being used. This guarantees a long period of trouble-free operation of the routes. The date for the return of tourist trains to Pińczów is currently unknown. However, tourist trains are planned to operate on the Jędrzejów – Motkowice Wąskotorowe – Umianowice section in the 2026 season.

Long-term plans include restoring service on several sections: Pińczów – Młodzawy – Mozgawa – Chroberz – Nieprowice – Złota Pińczowska – Jurków – Wiślica, and Sędziejowice – Chmielnik – Strojnów – Drugnia – Potok Wąsk – Raków Opatowski.

Route route.

Jędrzejów has the Jędrzejów Wąskotorowy station, located east of the standard-gauge station. The trail runs eastward. The line passes under the S7 motorway and then under national road no. 768. The first station is Jasionna. On the southern side of the trail runs the Broad-Gauge Metallurgical Line (LHS). On the northern side runs national road no. 78. The line first turns northeast and then southeast. Then, at the bottom, the line passes under the LHS. Next comes the Wygoda station. Next, the line enters the Nadnidziański Landscape Park. There is the Motkowice station. The line crosses the Nida River, wetlands, and forests. There is the Umianowice station. Here, a triangular branch is located towards the town of Chmielnik to the east and Wiślica to the south. Umianowice station has been renovated, both the station and the station level. The area is adapted for tourist use. At the Umianowice station, there’s an observation tower utilizing a former 9-meter-high water tower with a square base. The entire station area is home to the Nature Education Center and the Świętokrzyskie Bicycle Trolleys.

The line then runs eastward to Hajdaszki. In Hajdaszki, the line forked. The southward branch ran through the Erdanówka stop to Pińczów. The eastward line reaches the Stawiany Pińczowskie Narrow-Gauge station. The line then runs eastward to Sędziejowice, then uphill, passing national road No. 78, the LHS lines, and the standard-gauge line. The line reached the town of Chmielnik, where the Chmielnik Narrow-Gauge station and the Chmielnik Miasto stop were located. Further along, narrow-gauge railways ran to the town of Bogoria, with routes to Kielce (northwest), eastward towards Tarnobrzeg, and southward. Szczucin near Tarnów, where the narrow-gauge railway crossed the Vistula River. Stations include Strojnów, Drugnia, Potok Wąskotorowy, Raków Opatowski, Rakówki, Arkuszów, Wola Malkowska, and Bogoria. Further routes from Bogoria station include Dobra Sztambergów, Staszów Wąskotorowy, Rytwiany, Sichów, Sierogi, Łubnice Buskie, Zborówek, Komorów Wąskotorowy, Rataje Wąskotorowe, and Szczucin near Tarnów Wąskotorowy. Further routes from Bogoria station include Józefów Kielecki, Nawodzice, Jachimowice, Koprzywnica, Ciszyca, and Tarnobrzeg Wąskotorowy. And yet another route from Bogoria includes Przyborowice, Gryzikamień, and Iwaniska.

Let’s return to Umianowice station. The main line southbound runs to Pińczów, where there was also a separate station, Pińczów Towarowy. Further on, the line reached stations: Młodzawy, Mozgawa, Chroberz, Nieprowice, Złota Pińczowska, Jurków, and Wiślica. Here, it connected with the narrow-gauge railway: Kazimierza Wielka towards Kraków and Skalbmierz towards Miechów. Stations included: Brodek, Kolosy, Jadzinek, Bugaj, Broniszów, Broniszów, and Cudzynowice.

Cudzynowice Junction. In Cudzynowice, the railway route forked and ran in the following directions: Cudzynowice, Kazimierza Wielka, Donosy, Wielgus, Ksawerówka, Kościelec, Stogniowice, Szreniawa Miechowska, Proszowice, Posądza, Łyszkowice, Biórków, Zielona Wąsk, and Kocmyrzów Wąskotorowy. The next direction: Cudzynowice, Topola Pińczowska, Skalbmierz, Podgaje, Działoszyce, Słaboszów, Janowice n. Nidzica, Kalina Wielka, Kalina Mała, Miechów Wąsk, Chodów, and Charsznica.

It’s important to remember, however, that many side lines were built and closed at different times. Interestingly, the bridges were built as temporary structures, but they survived to this day, much longer than planned. The bridges were supported by wooden piles on which steel beams were placed. Wooden bridge trusses and tracks were laid on the steel beams. These are the longest wooden trestles in Europe, 600 meters long, with the entire railway line spanning 34 km (21.1 mi) from Jędrzejów to Pińczów.

We must also remember that the Świętokrzyskie Region is unique in terms of its railway routes. The standard-gauge railway line runs from Kielce to Busko-Zdrój, ending there. The line was supposed to reach the Vistula River and, after crossing it, connect with the Tarnów line at Szczucin station. A connection from Busko-Zdrój to Żabno was also possible. Recall that the United Right government planned to revitalize these lines and establish a connection across the Vistula River. Unfortunately, the subsequent government, composed of Freemasons, Communists, and Volksdeutsche, halted all plans.

Written by Karol Placha Hetman