Szczucin 2026-05-20

Railway line No. 115 Tarnów – Szczucin.

History of the construction 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 was forwarded to 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 built: 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 the railway; Tarnów – Dąbrowa Tarnowska – Szczucin – Sandomierz. Other figures connected with the Dąbrowa region contributed to the creation 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 Dąbrowa Tarnowska District Council. Thanks to his efforts and in his interests, the road, instead of a straight line, was curved towards Brno and Olesno.

During the Galician parliamentary sessions, the matter was raised repeatedly. However, due to a lack of funds in the treasury, the project 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 to ensure 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. In 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 for 2,000,000 crowns. In 1900, the Galician parliament approved the construction of a new railway line. The Tarnów-Szczucin Railway Company (Lokalbahn Tarnow-Szczucin AG, LTSz) was established. The company took out a loan of 2,000,000 kroner and issued 1,400,000 kroner of shares. 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, progressed very quickly. The cost of construction was 2,663,257 kroner. Finishing work, carried out after the line’s opening, amounted to 261,449 kroner. Construction of the line took 12 months.

From the Niedomice stop, the line continued straight, northwest, to the Żabno stop. From the 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. Then, 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 the Dąbrowa Tarnowska station. Then, 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 the route. Interestingly, two of these locomotives were transferred to the Polish State Railways (PKP) after the Great War. They were designated TKh12-10 and 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 railway company ED Krakau. Initially, one pair of passenger trains and one freight-passenger train ran on the route. In 1908, another pair of passenger trains was added.

The Great War broke out. In early November 1914, a narrow-gauge railway line between Staszów and Szczucin was built for wartime needs. The track gauge was 715 mm and the 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-style gauge. But 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 the track, 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 the 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. It was never implemented because the Germanic and Muscovite brothers started 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, complete with a narrow-gauge railway track, was opened.

Around September 7, 1939, the Germans occupied the Tarnów-Szczucin railway line. The line was not destroyed, but the Vistula crossing was damaged and inoperable. The Germans incorporated the lines into the Eastern Railways (Ostbahn) and placed them under the Kraków Directorate (Ostbahn Direktion Krakau). The bridge over the Vistula 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 Directorate. 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 River, Szczucin once again became a transshipment station. The narrow-gauge railway received a new gauge of 750 mm. In 1953, the construction of a standard-gauge line from Kielce to Busko-Zdrój station was completed. There were plans to build a section from Busko-Zdrój to Żabno, which would significantly shorten the distance between Tarnów and central Poland. A lack of funding for the construction of a new bridge over the Vistula River near Nowy Korczyn prevented this.

In the 1960s, LK No. 115 operated steam locomotives of the Ol49, TKt48, and Ty2 types. Type 43A passenger cars, one of the most characteristic post-war PKP cars, were used, 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 period, such as the “sidecar” type and cars with open platforms, two- and three-axle. Around 1975, SM42 and SP42 locomotives were assigned to LK No. 115. The latter were used in winter because 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 journey time for the entire line was approximately 1 hour and 25 minutes. In May 1978, narrow-gauge railway services were suspended, and the line was subsequently closed. The tracks on the bridge were removed, and the holes left by the rails were filled with asphalt. Passenger trains on Line No. 115 mainly carried employees of the Tarnów factories: the Nitrogen Works, the Mechanical Works, 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. The asbestos and cellulose factories were closed. The Nitrogen Works significantly reduced production and employee numbers. Passenger numbers dropped. In 1991, there were only six pairs of trains on the line, and in 1994, only five pairs. The double-decker cars were replaced with 120A type open-compartment cars. Interestingly, in 1997, the journey along the entire route took about 1 hour and 5 minutes, which was a very good result. The advantage was shorter stops at stops.

Rail transport was no longer able to compete with individual and bus services. Furthermore, rail transport was already unprofitable. To save the situation, automatic passing loops were installed at the stations in Żabno and Dąbrowa Tarnowska. These were installed experimentally 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.

From 2007 to 2011, negotiations were held between PKP and local governments for the latter to take over the line. The line was not taken over because ownership of the plots containing the railway tracks was not 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; the axle load is 196 kN/axle, 20 t/axle, and the maximum linear load is 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 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 S-49 type rails and reinforced concrete and wooden sleepers. The existing trackage dates from 1981-1983. As of 2026, from Żabno station onwards, much of the line is impassable. Most of the track is overgrown with self-sown weeds, making it impossible to travel. 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