The Lower Silesian-Märkische Eisenbahn (NME) was initially a private railway line, which from 1846 Connected Berlin and Breslau. It was acquired by the State of Prussia on August 21, 1852 and went into operation in 1920 together with the other former Prussian state railways in the inventory of the Deutsche on. History: Around 1840 all of the larger states of the German Confederation began building long-distance railways. 1837 to 1839 The Leipzig-Dresden Railway was established in Saxony as the first German long-distance railway, and Austria began in 1837 with the construction of its northern line and from 1838 to 1840 it became the first cross-border linen(Prussia – Anhalt – Saxony) built the Magdeburg – Leipzig railway line. One of the closest Prussian Railway projects was built between 1840 and 42 and opened on October 23, 1842, 81 kilometers long Berlin-Frankfurt Railway. It led from Frankfurter Bahnhof (later Schlesischer Bahnhof) in Berlin via Fürstenwalde (Spree) to Frankfurt (Oder). On November 27, 1843, according to the address calendar 1844, page 412 was published with the participation of the Prussian state the Lower Silesian = Märkische Eisenbahn-Gesellschaft (NME) founded to a connection from Berlin over Frankfurt out to Breslau, the second largest city in the kingdom. There was already with the construction of the Upper Silesian Railway leading to Upper Silesia has begun. The end part Liegnitz – Breslau on the NME Frankfurt – Breslau line was completed on October 19, 1844. The history the rest of the larger part was not yet finally determined at that time. One year later, on October 1, 1845, the Bunzlau – Liegnitz section was opened. On January 1, 1845, according to the 1846 address calendar, page 390 became the Berlin – Frankfurt Railway Company united with the NME company with the consent of their shareholders. As a common name was Keep the Lower Silesian-Märkische Eisenbahn (NME). According to the 1846 address calendar, page 603 was for the Berlin-Frankfurter-Eisenbahn-Gesellschaft on May 15, 1841 the time of its creation and on July 30, 1845 the time of its expiration. The remainder of the route from Frankfurt-Guben-Sorau-Kohlfurt-Bunzlau became accessible from September 1, 1846. This completed the Berlin – Breslau line (length 357 kilometers). With the Upper Silesian Railway At that time, it was possible to continue to Racibórz. On September 1, 1847, the NME branch line from Kohlfurt to Görlitz and the easternmost section of the Saxon-Silesian Railway between Reichenbach / O.L. and Görlitz in Business. This provided a continuous rail connection from Breslau via Dresden, Leipzig, Magdeburg, Oschersleben (Bode), Wolfenbüttel and Braunschweig to Hanover. A month and a half later, on October 15, the continuous connection reached to Deutz on the banks of the Rhine across from Cologne, via the Rheinische Eisenbahn already had a connection to the Western European railway network. With commissioning the connecting line between the stations in Breslau on February 3, 1848 was built on October 18 Upper Silesian Railway completed in 1847 and the one completed on October 13, 1847 Krakow-Upper Silesian Railway a continuous rail link from Deutz to Krakow. Less than one year later, on September 1, 1848, the Upper Silesian Wilhelmsbahn closed the gap then Austrian Oderberg (Czech. Bohumín), since April 1, 1847 end point of the emperors Ferdinands-Nordbahn, also the rail connection between Berlin and Vienna is perfect. Had on April 1, 1848 the Warsaw-Vienna Railway has its southern terminus next to the Szczakowa station Krakow-Upper Silesian Railway opened. Extension of the route: The 85 km long section between Berlin Ostbahnhof and the German-Polish border Frankfurt (Oder) is part of the European transport axis Paris - Berlin - Warsaw and the Pan-European traffic corridor II. It is being developed in the course of the upgraded route (ABS) project Berlin - Frankfurt (Oder) has been modernized since 1997 and expanded for speeds of up to 160 km / h. This should reduce the travel time to 36 minutes. The completion was originally for 2013 envisaged with planned investment costs of 565 million euros, now a completion by 2020 expected. The project is divided into three sections: 1.) Berlin Ostbahnhof - Erkner: In addition to the line expansion, the construction of a new regional platform is in the Berlin-Köpenick station planned until 2026 [13]; the replacement of the regional train station in Erkner came to an end Completed in 2009. The increase in the line speed to 160 km / h is contrary to that original planning, only planned for the Köpenick – Erkner (– Frankfurt (Oder)) section. The regional platforms of the Berlin-Karlshorst station were changedwhen the timetable was changed in December 2017 abandoned after a regional platform at Berlin Ostkreuz station as part of the project there was realized. 2.) Erkner - Frankfurt (Oder): The line was extensively modernized between 2002 and 2008 continuously expanded for a line speed of 160 km / h. Eight train stations, including the Fürstenwalde station were renewed. 3.) Frankfurt (Oder) - German-Polish border (railway line Frankfurt (Oder) –Poznań) with the 2008 New construction of the Oderbrücke took place In the Erkner – Fürstenwalde section, ETCS became Level 1 Full Supervision around 2012 (FS) and Level 1 Limited Supervision (LS) tested. The ETCS test setups were out of service in 2017. The route between Erkner and Frankfurt / Oder is now to be equipped with ETCS. While in Frankfurt ETCS Level 1 (LS, ETCS signal-controlled) is to be used is in the rest of the ETCS section Level 2 planned. In preparation for the expansion of the long-distance railway tracks between Erkner and Berlin-Köpenick, one took place Modernization of the interlocking technology on the parallel S-Bahn line. An electronic one Signal box (ESTW) and the electronic train control system ZBS between Berlin Wuhlheide and Erkner went into operation on December 13, 2015. Another section between Berlin-Karlshorst and Berlin-Rummelsburg followed by the end of 2016. A total of around 40 million euros was spent on renewing the Security technology invested. From 2016, the tracks and overhead line systems of the long-distance railway between Berlin-Wilhelmshagen and Berlin-Hirschgarten modernized and at the same time the distance between the tracks and the parallel S-Bahn line enlarged. At the Berlin-Friedrichshagen train station, there was an additional exit to the south Fürstenwalder dam. The railway overpasses Neuenhagener Mühlenfließ, road to Fichtenau and Fredersdorfer Mühlenfließ and the passenger tunnel at Berlin-Wilhelmshagen train station were renewed. In April 2020, an electronic signal box for the long-distance railway went into operation in Berlin-Köpenick station. This is a prerequisite for the subsequent renovation of the Köpenick freight yard, including the construction of one Regional platform. Platform extensions: From the end of 2022, an additional train per hour between erlin and Frankfurt, which only stops in Erkner and Fürstenwalde. Originally until December 2025, all platforms should be extended from 140 to 210 meters to allow regional traffic to be able to use longer trains with around 800 seats. [21] It is now in the process of being completed the platform extension by 2028. The implementation takes place in the course of the initiative i2030. A financing agreement for the preliminary planning to the approval planning for around 7 million euros was signed at the end of 2020. Today's train service. Today the section operated by Deutsche Bahn is used by the regional express lines RE 1 and Drive on the RB 11. On the Berlin section to Erkner, the S3 line also runs parallel to the long-distance railway of the S-Bahn Berlin. The Euronight Paris – Berlin – Warsaw – Moscow and the Eurocity line continue to operate Berlin-Warszawa-Express on the section between Berlin and Frankfurt (Oder). There is also a lot of activity Freight traffic due to the connection function between Poland and Germany. Additional suggestions for this route are: ArcelorMittal Eisenhüttenstadt GmbH is an integrated iron and steel works in Brandenburg Eisenhuettenstadt. From 1990 to 2006 it was known as EKO Stahl GmbH. Until the merger of Arcelor and In 2006 the plant was called Arcelor Eisenhüttenstadt GmbH. History 1950 to 1990 of the company ArcelorMittal Eisenhüttenstadt GmbH: On the III. At the SED party congress from July 20 to 24, 1950, the decision to build the Eisenhüttenkombinats Ost (EKO) and a residential town (called Stalinstadt from 1953) about three kilometers taken west of Fürstenberg (Oder). On August 18, 1950, the symbolic first ax blow to the Start of construction of the later ironworks combine. On January 1, 1951, East German Industry Minister Fritz Selbmann laid down the foundation stone for the first blast furnace, which went into operation on September 19, 1951 under the name of Hüttenwerk Hermann Matern accepted as the most important iron and steel works in the GDR. In 1953 the name was changed to Ironworks combine "J. W. Stalin ”. Five more blast furnaces were built by 1955. The plant operated from 1963 under Eisenhüttenkombinat Ost and was the largest metallurgy combine with up to 16,000 employees GDR. In the 1960s, a cold rolling mill for flat steel was built, which was made with hot wide strip from the Soviet Union was supplied, which in addition to the increased production costs also led to problems because EKO could not influence the quality and dimensional accuracy of the returned product. After in the A converter steelworks had been built in the 1980s, some of the slabs cast there were rolled by Stahlwerke Peine-Salzgitter AG (today: Salzgitter AG) on a contract basis. From 1990 until today: In 1990 the company was renamed EKO Stahl AG and in 1994 from the Treuhandanstalt to the Belgian Steel and mechanical engineering group Cockerill-Sambre sold. That has been trading as EKO Stahl GmbH since then Enterprise was also extensively publicly funded with the approval of the European Commission modernized and finally got a hot wide strip mill. Since then, EKO has focused on the Flat steel production, with 2001 sales of 918 million euros with a workforce of 3200 employees was achieved. Since 2002 the EKO Stahl GmbH has belonged together with his then Belgian parent company to the Arcelor group. Since the merger of Arcelor with the Dutch company Mittal Steel Company 2006 the company operates under the name ArcelorMittal Eisenhüttenstadt GmbH. Production: The operations in Eisenhüttenstadt are divided into four areas: > Pig iron works > Steel mill > Hot rolling mill (hot rolling) > Cold rolling mill At the end of the writing for the proposal for the route Berlin Ost Bahnhof - Frankfurt (Oder), however, I changed my mind to move the route proposal (to Guben (state border) so that freight trains between the state border Germany / Poland and the company ArcelorMittal Eisenhüttenstadt GmbH Can build scenarios, so the route to Guben is 126 kilometers long. I would be very happy if this route would appear for the Train Simualtor 20xx. Best Regards BR430 Berlin Ostbahnhof: Berlin Ostkreutz: Bahnhof Erkner: Bahnhof Frankfurt (Oder):
Frankfurt Am Oder is a voltage change overpoint 15kv 16.7hz Sifa PZB LZB ETCS Germany to 3kv DC SHP Poland. There is a locomotive available the EU44 PKP Taurus for this route. EU44 can be made by Reskinning the ÖBB 1216
I would very much like to see a new route in Germany. But it would be great if it could be set in DDR times in the 70´s or 80´s. In East germany steamtrains, diesels and electric moved side by side until the early 80´s. The network in DDR seemed a little antique until the fall of iron curtain in 1989. Nether the less the network handeled enormous cargo and passenger volumes with alot of different interesting engines and wagons. A perfect setup for a new route with interesting activities.
For those who don't know how to reskin there is a free download of the reskin https://rail-sim.de/forum/filebase/entry/895-pkp-taurus-repaints/
