Wieluń 2025-01-22

Railway line No. 181 Herby Nowe – Oleśnica.

Railway line No. 181 Herby Nowe – Oleśnica is a railway line that contributed to the development of the Republic of Poland, after regaining independence after the Great World War, in 1918.

Currently (2025) LK No. 181 has a length of 149.428 km. It has always been a standard gauge of 1435 mm. Maximum speed up to 100 km/h. The line was electrified on the Herby Nowe – Kępno section, on October 24, 1981. The Kępno – Oleśnica section was not electrified and has not been used since 2002. There are plans to revitalize the Kępno – Oleśnica section.

The customs war between Poland and the Germans. 1925-1934.

Relations with our western neighbors have never been and will never be good. And the fact that from time to time the Volksdeutsche rule in Poland does not help here. The customs war was started by the Germans and was aimed at destroying the economy of the Republic of Poland. As a consequence, it was also intended to force territorial changes. The Germans still called and still call Poland a seasonal state.

Until 1925, trade with the Germans accounted for about 50% of the volume of foreign trade. The western neighbor bought almost 80% of exported hard coal from Poland. On the other hand, Poland imported only 10% of goods from the Germans. In 1925, the trade treaties imposed by the Treaty of Versailles expired. In June 1925, the exemption from customs duties on products from the Silesian Voivodeship, which was regulated by the Geneva Convention on Upper Silesia, from 1922, ended. In June 1925, the Germanic government of Hans Luther bombarded the Polish authorities with political and economic demands. Władysław Grabski’s government firmly rejected these claims. The Germans stopped the import of goods from Poland by imposing high customs duties on them.

The suspension of hard coal exports to the Germans caused a disruption in the work of Polish mines. It did not happen without strikes and protests. The Polish government quickly found new foreign buyers for Polish hard coal. The miners’ strike in Great Britain and the takeover of the Scandinavian market by Poland turned out to be an opportunity for Poland. This large new market resulted in new investments in Poland; a railway coal main and the port of Gdynia. The world crisis of the early 1930s affected the Germans much more than agricultural and industrial Poland. By September 1, 1939, it had not been possible to normalize trade between Poland and the Germans, and the bilateral agreements signed were a fiction on the part of the Germans.

Among the investments, it is also worth mentioning the Tarnowskie Góry – Wieluń – Kępno route, which completely bypassed Germanic territories and goods were not subject to customs duty. This route was used to transport: hard coal, agricultural tools, household products to Wielkopolska. In the opposite direction, potatoes, grain, oil, fruit were transported.

LK No. 181.

The railway line was built in stages, from 1871 to 1926. The newest section Herby Nowe – Wieluń Dąbrowa – Podzamcze (currently Wieruszów) was built in 1926. Since 1931, the route has been operated by the French-Polish Railway Company. On November 10, 1871, the Oleśnica – Syców section was opened. On March 1, 1872, the Syców – Kępno section was opened. On May 26, 1872, the Kępno–Wieruszów section was opened. On November 1, 1926, the Wieruszów–Herby Nowe section was opened. The line lies in five voivodeships: Silesia, Opole, Łódź, Greater Poland and Lower Silesia. The line runs through seven counties: Lubliniec, Kłobuck, Olesno, Wieluń, Wieruszów, Kępno and Oleśnica. The line runs north to Wieluń and then west.

On the Kępno–Wieluń Dąbrowa section, passenger traffic was suspended in December 2006 and restored in June 2007. On the Herby Nowe–Wieluń Dąbrowa section, passenger and freight traffic has never been suspended. From March 25, 2019 to April 15, 2019, the railway line was renovated on several sections. At the turn of 2018 and 2019, Platform No. 2 was modernized at the Krzepice station. The track on the Janinów – Pątnów Wieluński section was improved, along a length of 22 km of track. 5 rail-road crossings were modernized and equipped with automatic barriers and a lighting system. The bridge over the Liswarta River was renovated. The platform of the Wieluń passenger stop was rebuilt.

The Oleśnica – Kępno section.

On the Oleśnica – Kępno section, many old station buildings have survived to this day, in towns such as Cieśle, Jemielna Oleśnicka and Stradomia. Jemielna Oleśnicka station is in private hands and is well maintained. In Syców, the station building, old switches, water tower and shaped signalling have been preserved. In addition, there are also historic stations in Bralin and Perzów. All in a similar architectural style, made of red brick. The pearl among them is the station in Kępno, which has been renovated and is much more impressive than the others.

Kępno station is one of two two-level stations in Poland. The other is Kostrzyn nad Odrą station, which was repeatedly demolished by participants of Przystanki Woodstock.

For many years, the Railway Enthusiasts Club in Wrocław, together with the “Olsensium” association and the City of Oleśnica, organized reconstructions of repatriate trains from the period 1945-1949, from the first wave of resettlements, on this Wrocław – Oleśnica – Kępno route.

On the Kępno – Oleśnica section, passenger traffic has been suspended since 2002. In 2016, a small renovation was carried out and traffic was resumed for only a few months. In 2023, a tender was announced under the “Kolej+” program. It was planned to revitalize this section by 2026. At the same time, it is planned to electrify this section. As a result, it would be the shortest rail route Wrocław – Łódź. On March 8, 2024, the planned revitalization of LK No. 181 was announced. The works will include the reconstruction of 53 km of line and the construction of 46 km of traction network. The first train rides are planned for 2026. The estimated travel time from Kępno to Oleśnica will be 36 minutes.

The works will include the reconstruction of passing points in Jemielna Oleśnicka, Syców, Bralin and Cieśle. New platforms will be built. A new railway signal box will be built in Kępno, which will take over control on all lines in the vicinity. Passenger trains will be able to travel at speeds of up to 160 km/h, and freight trains up to 100 km/h. The works will include the reconstruction of 58 rail-road crossings, 5 bridges and viaducts (Syców, Kępno). There will be a higher level of safety at 47 rail-road crossings, which will be ensured by additional security measures: barriers, light and sound signals. PLN 578,094,397.51 was allocated for the works. PKP Polskie Linie Kolejowe S.A. is consistently implementing the investment process, which will provide better travel conditions for passengers and greater safety on the railway. The problem is that with the current government, which is destroying the economy, the plans may not be implemented. Especially since the funds are to come from the famous KPO (National Reconstruction Plan). Time will tell whether the investment will actually be implemented.

Restoring the passability of lines that were used for passenger and freight transport years ago is the most economical way to increase the transport capacity of the railway.

However, we must remember that in 2020, despite the demands of the residents of Syców and the surrounding area, none of the passenger rail carriers were interested in resuming traffic on the Oleśnica – Kępno line. On the other hand, private freight carriers showed interest. The above opinions were related to the need to create a detour for freight trains for railway line No. 281 on the Grabowno Wielkie – Krotoszyn section.

History of the railway line.

In 1855, the concept of building a railway line appeared, which was to run from Wrocław through Oleśnica, Namysłów to the town of Fosowskie (then Vossowska). Two companies contributed to the creation of this connection, the Opole-Tarnogórska Railway Company and the Right Bank of the Oder Railway, known from Wrocław. The beginning of this railway route was the Nadodrze Station. The concession for the construction of a new railway line was granted by the Prussian state on November 13, 1865. In 1868, the station in Oleśnica was opened. In 1870, Emperor Wilhelm I approved the concession for the construction of the Oleśnica – Kępno – Podzamcze railway line next to Wieruszów. This was a concession for the further Wrocław – Oleśnica route. Its aim was to connect the underdeveloped provinces of Lower Silesia and northern Greater Poland with the Duchy of Warsaw, especially with Warsaw. A route was laid out through: Stradomia, Syców, Bralin. Although in reality, it is over 5 km from the centre of Syców to the railway station. The first train from Syców to Kępno departed on 1 March 1872. Ultimately, it was possible to depart from Oleśnica in four directions: Wrocław, Krotoszyn, Kępno, Namysłów. 

The Germans began building the line in 1871. First, construction of the Oleśnica – Syców section began, which was put into service on 10 November 1871. The next section was opened on 1 March 1872, the Syców – Kępno (Kp1) section. On 30 June 1872, the Kępno (Kp1) – Wieruszów section was launched. At that time, talks were underway between the Prussians and the Muscovites regarding the construction of a further railway line to Łódź. The talks did not result in an agreement. The railway line was managed by the Breslau – Warschauer Eisenbahn company. On August 1, 1904, the railway line on the Wieruszów – Oleśnica section was transferred to the management of the railway management in Wrocław. The largest number of passenger trains ran on the Wrocław – Kępno and Kępno – Częstochowa routes.

After Poland regained independence in 1918, as a result of the customs war, Poland began building the Tarnowskie Góry – Wieruszów railway line, which ran entirely through Polish territory, bypassing Germanic territories.

On October 24, 1981, the Herby Nowe – Kępno section (Kp1) was electrified.

In 2006, the 80th anniversary of the construction of the Kalety – Herby Nowe – Wieluń – Podzamcze railway line, a commemorative plaque was placed on the station building in Wieluń Dąbrowa.

In the new century, many towns were excluded from rail transport. Not only the number of connections were eliminated, but also railway lines and even railway stations. Syców is one of such towns.

Description of the railway route.

The route of interest to us is entirely electrified with a voltage of 3 kV. The exception is the Kępno – Oleśnica section, which has not been electrified. The SHP system is installed on the route. There are no kilometre posts, because the kilometre signs are placed on the traction poles. The entire line is laid on concrete sleepers. Light semaphores are used to control rail traffic. All turnouts are controlled automatically. Many rail-road crossings have barriers operated by crossing keepers and many are already automatic.

The route began at the large Tarnowskie Góry marshalling yard. This is where freight trains heading from Upper Silesia to the north were and are still being formed. At the Tarnowskie Góry station there is a coaling tower for steam locomotives identical to the one at the Kraków Prokocim station. Poland received three such structures from the USA. Behind the station, to the east, a railway line branches off towards Zawiercie and Pyrzowice International Airport (formerly Mierzęcice). On the eastern side of the tracks is the town of Miasteczko Śląskie with the Zinc Works “Miasteczko Śląskie”. There is also a passenger station Miasteczko Śląskie, which has three single-edge platforms. Four tracks run through the station, and the platforms are numbered like the tracks, from the east; No. 3, 1, 2. There is a typical brick two-storey station at the station.

The four-track route runs on an embankment or in a trench, among forests, gently skirting the hills on the eastern side; Jackowa Góra elevation 321 m, Glacowa Góra elevation 315 m, Jurna Góra elevation 316 m. The fourth track, on the eastern side, is not used and the traction network has been removed from it.

Kalety station was opened on April 21, 1884, under the name Stahlhammer, and since June 26, 1922, known as Kalety. Currently, the station is crossed by the following railway lines: No. 129 Tarnowskie Góry – Kalety, No. 130 Tarnowskie Góry – Kalety, No. 131 Chorzów Batory – Tczew, No. 143 Kalety – Wrocław Mikołajów. Above the station runs DW No. 789, Koszęcińska Street. The station has the same station at Miasteczko Śląskie station. Above the tracks is a footbridge that allows access to the platforms. There are two platforms and three platform edges. The station has 8 tracks and two signal boxes.

Beyond Kalety station, the lines fork. LK No. 131 takes a more northern direction, and LK No. 143 deviates slightly to the west and heads towards Lubliniec station. From this point, the trails are double-track. Our trail runs slightly to the north-east at an angle. From this point, it is a trail built in 1926. The line still runs through forests and mostly on an embankment.

We are approaching the village of Strzebiń. The railway tracks run under DW No. 907, Lubliniecka Street. Strzebiń is a village with a population of 3,489 (2021). The village lies on DW No. 906, which connects Zawiercie – Lubliniec. The railway line running through Strzebiń was built in 1926 (Kalety – Podzamcze route near Wieruszów). Strzebiń station was launched on August 1, 1932, at the time of the opening of the single-track Strzebiń – Psary – Woźniki line. LK had No. 197 and was only 13 km long. In 1993, LK No. 197 was liquidated. Strzebiń station had five tracks in its history. There were signal boxes “St”, “Stb”. Most of the side tracks and switches were dismantled. Currently, it is a passenger stop, which has two single-edge platforms. The footbridge over the tracks is also operational. There is a pharmacy in the station building. The station building is brick, relatively large, and also houses apartments. There is a reinforced concrete footbridge over the tracks, which was renovated in 2019.

The trail runs through forests again and gently turns north-west. There are several forest roads that cross two tracks with rail-road crossings. Partially, there are agricultural areas here.

The village of Boronów is a village inhabited by 2,793 residents (2008). The Boronów station was opened on November 1, 1926. With the exception of a residential block, the railway buildings are currently adapted for other purposes. The side tracks serve as a passing place for freight trains. The side track to “PERN” Fuel Base No. 3, Boronowice is in operation. There are 2 platforms and 3 platform edges at the station. Platform 2, an island platform, was renovated in 2010. The surface is covered with prefabricated burgundy slabs with a yellow warning line. Access to the platform is at the level of the tracks.

Behind the Boronów station there is a rail-road intersection with DW No. 907, Koszęcińska Street. The crossing is serviced by a crossing keeper. The trail passes the Liswarta River on a bridge and runs through the forests again. There are also unguarded rail-road crossings of forest roads. Then it passes the Olszynka River. There is also a typical reinforced concrete bridge built in 1926.

The Herby Nowe and Herby Stare railway junction begins. The beginning is the “Kln” block post. Here the track branches off to the east (Herby Stare). There is another reinforced concrete bridge over the tracks with a forest road and another bridge with a single-track railway line. On the eastern side of the trail there is a former armaments factory, and currently it is a scrap metal trading company. The area is fenced with a concrete fence. The trail passes DK No. 46 at the bottom.

The Herby Nowe station was launched on November 6, 1926. The Herby Stare station junction was significantly expanded. Links with the Lubliniec – Częstochowa railway line were built. Herby Nowe station gained great importance in 1930, when the Śląsk – Porty coal main line was ready. In 1972, another link was built to LK No. 61, this time westward, to connect with Rybnik and Gliwice, and to bypass Lubliniec station. At the beginning of the 21st century, the 24-hour ticket office and the WARS bar in the station building were closed down. However, the station still has departures in five different directions. Currently, 50-70 freight trains pass through the station daily. Passenger traffic is low. Inside the station from 1926, there is a tradition room named after engineer J. Nowkuński. The station is serviced by signal boxes “HN”, “HN1”. The station area includes a disused water tower, several larger warehouses, several social buildings, several apartment blocks, the building of the Herby Nowe Operation Section of the Railway Lines Plant in Tarnowskie Góry. The Herby Nowe station has an elevation of 279 m. The station has two island platforms and one single-edge platform on the station side (east), which are connected by a footbridge over the tracks. In the freight section, there are 14 through tracks.

From the Herby Nowe station, the single-track LK No. 181 Herby Nowe – Oleśnica begins. At this point, the grade-separated double-track LK No. 131 branches off, slightly slanting in the north-east direction. The trail (LK No. 181) runs through forests; Lisy nad Górna Liswatą Landscape Park. The place where the track runs on the embankment was used for a bridge for a forest road, for 5 km. This area was difficult to run a railway line, because it is strongly undulating. Automatic rail-road crossings were installed on the trail, but there are also unguarded crossings.

The passenger stop is limping (10.29 km, elevation 270 m). Launched in 1926. The village has a population of 660 people, in 2021. There used to be a passing loop here, and the tracks were dismantled. There is a platform with one edge and a bus shelter. Then the trail runs through arable fields. Some engineering structures were made with the construction of a second track in mind. At the height of the village of Panki, the trail crosses DW No. 494, Częstochowska Street.

Panki station (18.61 km, elevation 248 m). The station serves as a passing place. There is also a side track to the warehouse, which is not in use. There is a typical station building at the station, with an apartment block adjacent to it. The waiting room is open at the station. There are two single-edge platforms. There is also another apartment block on the station premises. The population of the village is 1,884 people in 2021. Here, there are already typical agricultural areas. The terrain is less undulating and it was easier to build a railway line.

Krzepice station (27.68 km, elevation 222 m). Before the station, the trail crosses the Liswarta River. The bridge is made of steel (25 km). The railway station is large, well-maintained, two-storey, with a high roof covered with tiles. The water tower is out of order, Przemysłowa Street 5. Similar towers stand at the stations: Herby Nowe, Miedźno and Wieluń Dąbrowa. Three tracks run through the station. There are two platforms and two platform edges. 31.95 km; border of the Silesian – Opole province.

Jaworzno near Wieluń, passenger stop (33.64 km, elevation 240 m). The platform is single-edged, and there is a bus shelter on it. The village is a typical street village, along DK No. 43. Then the trail crosses DK No. 42 and No. 43 at a rail-road crossing. The crossing is serviced by a crossing keeper.

Janinów station (39.51 km, elevation 218 m), near the town of Rudniki. Before the station, the trail crosses the Jaworzynka River. The station building with an active waiting room, typical for this route. The building also contains the “Ja” signal box. The upper part of the station is inhabited. The station has two through tracks, a warehouse, a large loading yard and two single-edged platforms. There is also a second residential block near the station. 42.46 km; border of the Opole – Łódź province. The border is on the Wyderka river. There are three railway crossings here, which have a speed limit of 20 km/h. The crossings are unguarded.

Dzietrzniki passenger stop (46.69 km, elevation 210 m). Dzietrzniki railway station used to be located in a different place, 300 m before the existing passenger stop. There is a station building there, concrete lighting poles above the tracks, which were previously on the platform. The new passenger stop was created thanks to the establishment of the Central School of Scout Instructors of the Polish Scouting Association in Załęcze Wielkie – Kępowizna, in the 1980s. The platform is single-edged, there is a shelter with benches on it. The platform is fenced. Further on the trail there are several automatic rail-road crossings.

Pątnów Wieluński station (51.55 km, elevation 214 m). The station had 5 tracks, and on one of them stood an EZT train for the morning run to Kępno. The station building, typical on this route, is connected to a residential building. The buildings are abandoned. The island platform has two edges, has an asphalt surface. Crossing the tracks. There is a disused toilet building. As recently as 2011, there were passenger trains to Katowice, Kępno, Tarnowskie Góry. Currently (2025) the station is only a passing place, and rail traffic is controlled from the signal box located in the northern head of the station. The rail-road crossing is also serviced from the signal box. At 55.72 km there is a rail-road crossing serviced by a crossing keeper.

Wieluń passenger stop (60.14 km, elevation 181 m), located at the railway viaduct above DW No. 481, Warszawska Street. The whole is located on a raised embankment. At the stop there is one single-edge platform, a small brick station with a waiting room and benches. Access to the platform is via a sidewalk and stairs. The platform surface is paved with concrete sidewalk tiles, like most platforms on the trail. Wieluń The city was created with the participation of the city authorities, due to the distance to the Wieluń Dąbrowa station. After the stop, the trail heads west.

Wieluń Dąbrowa station (63.03 km, elevation 178 m), was the most important station on the Herby Nowe – Kępno route. Its existence allowed for the great development of Wieluń. Several side tracks branched off from the station: ZUGiL/Energetyka Cieplna – used. Sugar factory and gasworks – demolished. CPN (Orlen) – demolished. Private petrol station – out of order. Signal boxes: “WD”, “WD1”, “WD2”. A nice station building, made of half-timbered brick and covered with a tin roof. There is also a disused water tower. Five through tracks run through the station. There are two platforms and three platform edges. The platforms have an asphalt surface. Then the trail crosses the Pyszna river. There is one of two on the trail, a single-span steel truss bridge here. The trail passes farmland and small forests. There are several unguarded crossings here, which farmers use for field work.

Biała passenger stop (72.35 km, elevation 186 m). The proper name is Biała Kołek. Single-edge platform, has an asphalt surface. There was a disused siding here. Then the trail runs among agricultural fields. There are several unguarded glue crossings here, which farmers use. The crossings are made of prefabricated concrete slabs. From 76 km, the trail runs through the forest.

Czastary station (78.52 km, elevation 188 m), or rather a passing place. There are two single-edge platforms here, one of which is placed in the inter-track area. The surface of the platforms is made of asphalt. The station is typical for this route; a two-story residential building with a basement and a single-story station building attached to it. The roofs are high with ceramic roof tiles. There is also a warehouse building, a storage yard with lanterns and a side track. In the western head of the station there is a rail-road crossing with barriers. At 79.50 km there is another crossing with barriers. Both crossings are remotely controlled from Czastary station. Further on, at 81, 82, 83, 84, 86 km there are unguarded rail-road crossings. There are forests or fields along the railway line and sparsely distributed farms.

Pieczyska is a passenger stop (86.71 km, elevation 164 m). On the southern side of the track there is a platform with an asphalt surface. An asphalt road runs along the platform, which crosses the track at the end of the platform. The crossing is unguarded. Then there are more unguarded rail-road crossings; 87, 88 km.

Side track; Wieruszów Chipboard Factory (88.55 km, elevation 159 m), or rather a siding to the Pfleiderer Prospan company. The track system of the extended siding is located on the southern side of LK No. 181. The siding has several tracks and switches, and the area is lit with lanterns. The entrance to the siding is from the east, from Wieluń. There was also an entrance from the west, from Wieruszów, but it was closed due to the construction of the viaduct DW No. 482. At 90 km, DW No. 482 runs over the tracks. Then, 200 m further on, there is a rail-road crossing with barriers, Warszawska Street. This is already the area of ​​the city of Wieruszów. Wieruszów is a city founded in 1368. The city’s population is 8,517. Wieruszów Miasto is a passenger stop (90.95 km, elevation 156 m). There was a small station in the form of a pavilion, which was demolished in 2015. It contained: a waiting room, a ticket office, toilets and a kiosk. Single-edge platform, located on the southern side of the track. The surface is asphalt. There are lanterns. Right behind the platform there is a guarded rail-road crossing. The trail bypasses the city center in an arc on the northern side. The trail crosses the Prosna River over a single-span steel truss bridge. It is the second bridge of this type on the trail.

Wieruszów station (93.26 km, elevation 158 m), is actually the former Podzamcze station. The station was built during Prussian times and was launched on May 26, 1872. It was a station at the border between brothers; Germans and Muscovites. Specifically Prussia – Duchy of Warsaw. Until 1926, it was the final station, because the Muscovites delayed the construction of a further route to Warsaw and then to Moscow.

The station in Wieruszów was built of Prussian brickwork. The station was rebuilt after World War II. The ground floor was built of brick, and the first floor and attic are planked. The station is a historic building and is listed as a historic monument. The brick water tower. There were coal entanglements, warehouses, storage yards and a small locomotive shed. In the eastern head of the station there is a railway viaduct above DW No. 450, as well as a separate pedestrian crossing. The track system is still expanded, but only part of the tracks are in use. There is only one platform at the station, although there were two platforms in the past. There was a steel footbridge over the tracks near the water tower. The footbridge was not used, so the decision was made to dismantle it, which happened in 2019. 94.70 km; border of the Łódź – Wielkopolska provinces.

Świba passenger stop (96.58 km, elevation 175 m). On the southern side of the track there is a platform with an asphalt surface and lanterns. Right behind the platform there is a guarded crossing along the main street of the town. The crossing is operated by a crossing keeper. 400 m further on there is another guarded crossing, which is operated remotely by the same crossing keeper. Then there are unguarded crossings: 98, 98.5 (there are traffic lights), 99.5, 100, 101 km. Olszowa passenger stop (99.70 km, elevation 182 m), has been closed. The Kępno S11 bypass runs above the trail.

Kępno “Kp1” (102.13 km, elevation 171 m), this is the point where the No. 813 connecting line begins, which leads LK No. 272 ​​Kluczbork – Poznań Główny.

Kępno station (102, 60 km, elevation 171 m). Two-level station: 3 platforms at the bottom and 2 platforms at the top. The station is interesting because two LKs cross perpendicularly on two levels. Upper level line Katowice – Kluczbork – Poznań Gł, and lower level is Herby Nowe – Wieruszów – Kępno – Oleśnica. It was here, in the interwar period, that trains from Silesia entered the route towards Poznań and completely bypassed Germanic areas. Kępno is a city with a population of 13,857 in 2021. The city is called the “Furniture Center”.

Further route LK No. 181: Bralin passenger stop (110.09 km, elevation 175 m). Perzów passenger stop (116.50 km, elevation 183 m). Gęsia Górka passenger stop (119.65 km, elevation 181 m). 120.26 km; border of the Wielkopolska – Lower Silesian province. State border of the Republic of Poland – Germans. Syców passenger stop (123.22 km, elevation 178 m). Stradomia passenger stop (128.93 km, elevation 179 m). Jemielna Oleśnicka passenger stop (134.14 km, elevation 201 m). Poniatowice passenger stop (137.55 km, elevation 184 m). Cieśle passenger stop (142.02 km, elevation 179 m). 144.21 km; siding to the former Oleśnica military airport; former Aviation School. Oleśnica station (148.62 km, elevation 158 m).

Written by Karol Placha Hetman