The Southern Harz Route Route Length: 69 km Top Speed: 100 km/h The history of the Northeim - Nordhausen route was characterized by euphoria and disappointments until finally the route was decided at the expense of the industrial metropolis of Osterode and in favor of Herzberg and Walkenried in Brunswick. Previously, the diverging interests of the three states of Prussia, Hanover and Braunschweig and the different ways of financing and building railways - here privately with state requirements, there purely state - repeatedly provoked arguments about the right line. Finally, in 1869, a fairly well-routed main line was built, which was planned from the start for a second track and could be driven at a reasonable speed. After a relatively short time, the Magdeburg-Halle-Leipzig railway company became part of the Prussian state railways as part of the Prussian nationalization policy. With the continuation to Altenbeken, completed in 1878, the unstoppable rise to a main line of German freight traffic began, for which the depots in Ottbergen, Northeim and Nordhausen were built, which were always home to the largest, most modern and most powerful freight locomotives. Due to the production of V-weapons in Kohnstein near Nordhausen, among other things, traffic in World War II increased so much that just a few weeks before the end of the war a relief route through the Helmetal was built, the route of which can still be clearly identified near Osterhagen. After 1945, people soon remembered the old Magistrale when it came to handing over potash and coal trains. While freight traffic ran uninterrupted after the end of the Berlin blockade until the fall of communism in 1989, and at times 12 or more trains were exchanged daily, it was never possible to get passenger traffic going again, as can be seen from a few trains to the Leipzig Trade Fair in the early 1950s once off. Incidentally, sometimes this side, sometimes that side, was responsible for the failure. Unfortunately, the transport contract at the beginning of the 1970s only stipulated the status as a freight train route. The federal and state railways gradually lost interest, the main line began to age and began to show weaknesses. The upswing after 1989 had to be fought for hard. The history of the reopening for passenger traffic, which happened on November 12, 1989 on the initiative of local railway workers and was later approved rather grudgingly in Frankfurt and Hanover, is also symptomatic of the isolated situation in which the southern Harz line had gotten itself into. After all, the first day brought more than 6,000 travelers after a break of more than 50 years, with an increasing tendency on the following days. Continuous trains were quickly set up between Nordhausen and Northeim. The railway authorities, especially in Frankfurt, did not think much of a renovation of the old main line, but rather opted for the opening at Eichenberg and were also able to convince the politicians of this variant. Massive local efforts were required to first of all fight for a sufficiently good timetable for the southern Harz line and finally to free up funds for the line renovation. For a little over a year now there has been a timetable that fulfills many wishes with hourly and through trains to Erfurt and Göttingen and a successful connection with the western Harz line in the direction of Braunschweig. What is missing are continuous services in the direction of Altenbeken and the Ruhr area, which must definitely be further disputed. The first 5 kilometers between Woffleben and Niedersachswerfen were finally thoroughly renovated in 1998/99. The route runs roughly in a west-east direction, with Northeim being somewhat more northerly than Nordhausen. It leads from the Leinegraben along the Rhume and Oder (Rhume) rivers with medium gradients via Katlenburg-Lindau to Herzberg am Harz. From there it climbs, sometimes at 10.6 ‰, via Scharzfeld and Barbis to the former Osterhagen station, the highest point on the line. The route falls a little more gently and runs south from Bad Sachsa to Walkenried. From here the route is only single track. To the east is the only tunnel on the line, which will reach the Zorge valley. Shortly after the tunnel is the state border between Lower Saxony and Thuringia, the former inner-German border. From Ellrich the route follows the river to Nordhausen. From Niedersachswerfen the Harzquerbahn runs parallel. The southern Harz line runs from Herzberg to Niedersachswerfen through the southern Harz gypsum karst. At Tettenborn, at Sachsenstein near Walkenried and at Woffleben there were problems with sinks, the load-bearing capacity of the ground has to be checked regularly. During the construction of the Walkenried Tunnel in 1868, the miners encountered the Himmelreich Cave, which made construction difficult. Three workers lost their lives during tunnel construction when several meters of the tube collapsed. The kilometers of the southern Harz route are counted from Hannover Hbf. The route begins in Northeim at km 88.6 and ends in Nordhausen at km 157.5. More information about the Route and the Stations is coming soon... Vehicles... DB BR 628 Station Northeim DB BR 216 or 218 Station Facility Herzberg (Harz) DB BR 204 Station Nordhausen DB BR 232 Station Nordhausen Suggestion for later Vehicle dlcs... DB BR 228 Station Nordhausen DR BR 120 Station Facility Nordhausen
You can make this route set in the 1980s with Walkenkried having DB V60 the 363 West Germany while Ellrich border Station has the DR Baureihe 104-106 series the East German V60. To play Freight between the two end points in the 1980s Part 1 is drive to Ellrich Part 2 is Ellrich Nordhausen It has to do with the East German border controls for Freight/Passengers. DB Baureihe 228 was the East German DR Baureihe 118 DB Baureihe 220 DR Baureihe 120. Both are seen on Riesa-Dresden and Tharandter Rampe as museum trains
Of course, I would also like the vehicles you suggested very much. But I thought it would be easier, that you reuse existing vehicles with small changes and coloring The route could be set in the 1980s and run from Walkenkried via Northeim to Wehrden (Weser) on the West German side. But then the selection of vehicles would have to change again. The Südharzbahn in Walkenried was the terminus for passenger trains until 1989. However, freight trains were allowed to continue to Ellrich in the GDR. On April 25, 1984, 218 250(DB BR 218) was waiting for this opportunity. At the main platform there is a 634 train with the 634 661(DB VT 24) at the end. It will soon be driving the E 6728 (Walkenried - Northeim - Göttingen - Eichenberg Then there we have The accumulator railcars of the ETA 150 series were very common on the Deutsche Bundesbahn. The railcars offered a very high level of ride comfort. They drove on main and branch lines. Therefore, the railcars were very popular with passengers. and not to forget the legendary VT 12.5, which was also at home on the track. The VT 12.5 series refers to a former diesel multiple unit of the Deutsche Bundesbahn, which was first built in 1953. It was used in two, three or four parts, a VT 12.5 railcar was supplemented by non-driven center and control cars to form a multiple unit. I probably don't have to mention the 216 again, but I would like to share the train composition. Here we see 216 with Bm 232, ABm 225 and again Bm 232
I have drawn the course of the route on the map, you can see quite well that there are many mountains with forests, the route meanders through a valley surrounded by mountains and hills.
The railway reached Nordhausen on July 10, 1866 with the opening of the railway line to Halle, which was extended west to Eichenberg on July 9, 1867. In 1869 connections were added in the direction of Northeim (South Harz line) and via Straußfurt to Erfurt. The narrow-gauge Harzquerbahn to Wernigerode, opened in 1897, completes the resulting network; it begins at Nordhausen Nord station on the north side of the station. In the Deutsche Reichsbahn timetable for 1991, the distance between the stations at Nordhausen and Nordhausen Nord was given as 300 metres. The Nordhausen tram, which is also meter gauge, is a connection to most parts of the city; since 2004 there are partly continuous courses. Between 1867 and 1869, a representative reception building with a dining room and waiting rooms was built, which has often been expanded or converted over the years. In 1880 platform canopies and the first underpass to the platforms were built. In 1994 the station was electrified. It is also important in east-west freight traffic; therefore there is a large goods yard to the east of the passenger station. In 1997/98 extensive reconstruction and conversion work began on the station building and later also on the station forecourt. a few pics before the reconstruction.
From these pictures, there's a DB BR232 in the DR BR132 paint job 204 in DR V100 Paint DB BR228 in DR Baureihe 118 colours. Passenger Coaches are DR Y-Wagen DB UIC Coaches and Rekowagen. Of these DR Y-Wagen and Rekowagen can layer to DCZ RT and Riesa-Dresden as Museum Trains
Yes, the route via Eichenberg would also be nice, both sections would be even nicer in one route. then you would have a lot to play with, which will probably become a huge task for the track builders.
The Rekowagen and the DR UIC-Y-Wagen could perhaps be produced with a DR Baureihe 118 as an extra DLC for Tharandter Rampe: Dresden-Chemnitz and are financed in such a way that they can then be used as rolling stock for Die Südharzbahn. That's exactly how you could do it with the Rekowagen in connection with the DB BR 204, perhaps for Dresden - Riesa or Dresden-Chemnitz
Looking at the Video DR Baureihe 118 was running DR 1960s-1970s style Dosto. Some of these trains in the Video I proposed for the GDR Legends Pack
I can probably see this layer onto Rhein-Main Verkehrsverbund Niddertalbahn Bad Vilbel Glauburg-Stockheim assuming they are both set in the late 1980s early 1990s.
I would like it too. One would only have to add a lot of Ki traffic in Göttingen and Northeim, since part of the route runs on the old north-south route. and Göttingen itself would also mean a lot of work to build. it would be a shame if you couldn't walk through the station completely and then the beautiful forecourt with the beautiful reception building.
Great route suggestion, cross border is what we need! 69 km route length is TSW standard and the Harz mountains would bring some variety to the landscape. As everyone should know by now there is only one Germany left these days, so the route would be perfect for the very early 90s, right after the border was opened. At that time there were still two major railway companies, the DR and the (old) DB. That would also mean twice the rolling stock, since there was a matching east locomotive for every west locomotive in the corresponding power class. There were just no heavy large diesel locomotives in the west, like the BR232, which is why many switched over to former DB territory after the reunification. I don't think such a route is possible so quickly, since many of the required locomotives or wagons have yet to appear for TSW. But it's worth keeping in mind as it would appeal to railfans from east and west alike and would also be a kind of historical route.
Should the track be shortlisted for realization at some point, I recommend the right book for development. all the information you need is in there. Timetables and track maps of all stations, including long-lost stations, are included. There is a second book that contains a lot of information and old pictures about Northeim station. If you are thinking about building the route to Göttingen, there is also a lot of information there If you can no longer get the books, I would also agree to make mine available.
a few more pictures from the Nordhausen central platform before I dedicate myself to the next station
For the following trains they might be able to layer onto existing routes these are DB Baureihe 120 & Schienenbus DB Baureihe 796-798. Railbus NID
Time to devote a little time to the route again. km 91.8 between Northeim (Han) and Hammenstedt 216 122 with E 2057 (Northeim - Nordhausen) km 93.8 at the Bk Hammerstedt - view towards Nordhausen Hammenstedt train station, as the postcard proudly proclaims. In fact, Hammenstedt was always a stopping point with a block. The building is still standing but trains no longer stop here. km 96.0 between Hammenstedt and Katlenburg 112 670 with E 2055 (Cologne - Halle) August 1990 Katlenburg train station. Unlike in Hammenstedt, the station building in Katlenburg was razed to the ground in 1979. The picture taken from the signal box dates back to 1975 view towards Northeim. View towards Hattorf. We can only see Katlenburg eponymous castle and church on a hill above the Rhume river later, when the train continues towards Hattorf km 98.6 near Katlenburg 1981 After the dismantling, Katlenburg is now just a stopping point, but with two renewed platforms and plenty of parking spaces for commuters who preferably come from Osterode and the surrounding area and board the trains to Göttingen here
Wooooooow! Are you kidding SHELBY230586 ? This is an excellent suggestion! We would have almost all the necessary rolling stock at our disposal. - DB BR 628 (already present) - DB BR 218 (outgoing, need to backdate safety systems and cabin) - DB BR 204 (like the 218) - DB BR 232 (being developed by TSG) Only the 228 and some old freight cars should be created, that's all. Excellent suggestion, again! I'm interested in these kinds of old routes!
Some may ask themselves “Why do we need this route, we already have the Niddertalbahn and the Main-Spessart-Bahn?” Yes, that’s correct but... What is shown here? The map showing the main freight transport routes. The Northeim - Nordhausen route is part of the connection between the Ruhrgebiet, Mitteldeutschland and Oberschlesien (now Poland). It ranks ahead of the north-south route Hannover - Bebra - Würzburg, which is so important today, and on an equal footing next to the "Rollbahn" Ruhrgebiet - Bremen - Hamburg. Nothing makes the change in the main traffic direction from west-east to north-south that occurred after 1945 more clear than a map like this. The southern Harz line ultimately owes its outstanding importance until 1945 to its revival after 1947 and 1949, albeit at a significantly lower level. The importance of the coal and steel industry located in the Ruhrgebiet and in Oberschlesien has of course noticeably declined; coal is no longer mined in the Ruhr but is imported via the North Sea ports. The Ruhrgebiet is still important, but today the port of Hamburg is by far the freight railways' most important customer. The chemical industry in the Halle-Leipzieg area is still important and a source of significant freight traffic. Due to the demarcation, our route was not included in the Federal Railway's electrification program and was deliberately forgotten after 1989. Freight trains between West and East today have to take kilometer-long detours in order to be able to be transported continuously electrically, via the completely overloaded Hannover junction or over the steep route Altenbeken - Warbug, Kassel and Eichenberg. The BR 44 series consumed a lot of steam and a correspondingly large amount of coal. In order to simplify the work and keep the performance constant, 36 locomotives were converted to main oil firing at the DB from 1958 and 97 locomotives at the Deutsche Reichsbahn from 1963 onwards. In the main oil firing system, the viscous heavy oil, which is almost solid when cold, is preheated in the tender to around 70°C so that it becomes flowable, atomized by a jet of steam in the combustion chamber and then burned. The powerful 44s were phased out in the same year in the wake of the oil crisis in the GDR and replaced by coal-fired BR 52s that were 500 hp weaker, but which had already reached the end of their service life and therefore only lasted until 1983. Afterwards, BR V132 diesel locomotives from the Soviet Union took over the traction. while the majority of the Interzoen freight trains were transferred to the BR V119 (U-Boot) from Romania. This marked the end of the era of steam locomotives on the eastern section of the Southern Harz line. The BR 52 only made a short guest appearance at the Nordhausen depot because there were not enough diesel locomotives available after the BR 44 was parked. It was mainly used in freight train service, but also in front of passenger trains. In June 1983, 52 8179 near Nordhausen Salza was on its way to Ellrich with a passenger train.
