Introduction: The Neustrelitz–Warnemünde railway line is a railway line in Mecklenburg-Western Pomerania. The electrified and predominantly double-track main line runs for almost 130 kilometers from Neustrelitz to Rostock-Warnemünde. The name Lloydbahn goes back to the German-Nordic Lloyd, which built the line, also known as the Neustrelitz-Warnemünde railway, and operated it in its early years. ---------------------------------------------------------------------------------------------------------------------------------------------- Details: Length of line: 127.0 km Track gauge: 1435 mm (standard gauge) Line class: D4 Power system: 15kV, 16.7Hz ~ Line speed: 160km/h (Neustrelitz–Kavelstorf) otherwise 120 km/h Train control: PZB Double track: Neustrelitz–Kavelstorf Rostock Hbf–Warnemünde --------------------------------------------------------------------------------------------------------------------------------------------- History Prehistory and Construction: Even when the Prussian Berlin Northern Railway from Berlin via Neustrelitz to Stralsund was being planned, which opened in 1877/1878, there were ideas for building a branch line to Rostock, primarily to speed up traffic from Berlin to Scandinavia. However, financing the project proved difficult, so that construction and operation were only confirmed after around ten years. In 1882, the Mecklenburg state parliament in Schwerin considered the project worthy of support in principle, but no suitable investors were initially found. On June 10, 1883, the Belgian company Société belge de chemins de fer founded a subsidiary under the name Eisenbahn- und Dampfschiffs-Actien-Gesellschaft Deutsch-Nordischer Lloyd with headquarters in Rostock. The concessions were granted on June 23, 1883 for Mecklenburg-Schwerin and on August 2, 1883 for Mecklenburg-Strelitz. The aim was to create the shortest connection between Berlin and Copenhagen by rail from the residence town of Neustrelitz in the Grand Duchy of Mecklenburg-Strelitz to Rostock or the seaport of Warnemünde. The company was to expand the port there and set up a regular shipping connection to a Scandinavian port. The two Mecklenburg Grand Duchies supported the project financially. The construction costs were estimated at 31 million marks. This sum could not be raised. The scope of the project was subsequently significantly reduced; among other things, the railway line was only built with one track, although bridges and culverts were prepared for later expansion to two tracks. After the project was revised, the costs were reduced to around 15 million marks. Construction work began in February 1884, initially from Neustrelitz and Waren. Construction delays occurred due to difficult soil conditions near Kratzeburg. Another problem was the route in the Waren area, where space was very limited because the old town stretched between two lakes and there was hardly any stable ground. The largest engineering structure on the route was the bridge over the Warnow near Niex, southeast of Rostock. In Rostock, a separate Lloyd Railway station (today's main station) had to be built because the use of the existing Friedrich Franz station was neither legally nor in terms of the route. History Reparation and reconstruction: The greatest turning point in the history of the line was the dismantling after the Second World War, when the section from Neustrelitz via Waren and Lalendorf to Plaaz was dismantled. The trains had to take a detour via Neubrandenburg, Malchin and Teterow. Only the section from Plaaz via Rostock to Warnemünde remained in operation, with the second track between Rostock Central Station and Warnemünde being dismantled. Since the line from Rostock to Schwaan was also dismantled, in the first post-war years all traffic from Rostock to the south had to take the single-track branch line from Rostock to Plaaz and from there to Güstrow. It was not until 1948 that travel from Rostock via Schwaan to Güstrow was possible again. Nevertheless, the section via Plaaz remained of crucial importance due to the limited line capacity via Schwaan. Reception building in Langhagen; Many buildings on the Lloydbahn were built in this type when the line was expanded around 1960. Not least because of the considerable freight traffic to the newly built Rostock overseas port, a reconstruction of the line proved unavoidable. On 27 November 1959, the symbolic groundbreaking ceremony for the reconstruction of the line took place near Kratzeburg; between Langhagen and Lalendorf, however, reconstruction had already begun on 15 March, and eleven days later the first gravel train ran from Langhagen to Rostock. In 1961, the line between Neustrelitz and Lalendorf was reopened. The route was rerouted on many sections. On 31 March 1961, the Lalendorf - Waren (Müritz) - Neustrelitz line was the first to go back into operation, initially as a branch line. On 30 May 1964, it was put into operation as a main line with a line speed of 120 km/h and the new lines between Lalendorf Ost and Plaaz (on a new route bypassing Lalendorf station), as well as Kavelstorf and the Rostock overseas port were opened. A maximum line speed of 160 km/h was already planned at that time. The characteristic single-storey station buildings in Scharstorf, Subzin-Liessow, Langhagen, Grabowhöfe, Klockow, Kratzeburg and Adamsdorf were architectural testament to the reconstruction. On 20 September 1967, the newly routed section Laage - Scharstorf was inaugurated. On 7 October 1969, the Rostock remote control centre went into operation on the Rostock - Waren section (later on to Neustrelitz, each excl.). It remotely controlled the local GSIIDR signal boxes and was developed together with the state railways of the Soviet Union (SŽD) and Czechoslovakia (ČSD). The remote control of over 100 km was certainly remarkable even in international comparison and was expected to pay for itself in seven years. The system had a train number reporting system; the line was thus expected to have a 15% higher capacity than a decentralized solution with verbal reports. After the line was double-tracked, the system was taken out of service at the beginning of 1985. In 1974, the line from Rostock Hbf to Warnemünde went into operation with double tracks for S-Bahn traffic. Also in the mid-1970s, the route was relocated in the town of Waren, with part of the old town being demolished. The line was electrified in several sections starting from Neustrelitz in 1984/1985. Before this, it had been expanded to two tracks throughout Neustrelitz and Kavelstorf. Because at the time, for energy policy reasons (diesel had become expensive after two oil price crises and the Soviet Union had reduced its oil deliveries to the GDR in 1982), diesel locomotives were not to be used on electrified sections of the line, the trains were temporarily switched to otherwise insignificant stations such as Adamsdorf, Kargow or Langhagen during the electrification work. On 19 May 1985, electric operations began, first on the route via Güstrow and on 15 December 1985 on the actual Lloydbahn section via Laage. History Development after 1990: In the mid-1990s, the train service was timed. The Warnemünde-Gedser ferry service and thus the through service to Copenhagen ended on September 23, 1995. Deutsche Bahn AG's own long-distance service was discontinued in 2001 and replaced by regional express trains ordered by the state of Mecklenburg-Vorpommern. Long-distance service on this route was thus completely discontinued until the private Interconnex (Warnemünde - Rostock Hbf - Berlin - Leipzig) was introduced in 2002. The stop in Sophienhof was closed in 1996. In 1999, the regional train connection between Güstrow and Waren was discontinued, and the stations in Vollrathsruhe and Grabowhöfe have not been served by passenger services since then, nor has Langhagen been served in the years after 1999. On September 19, 2011, the stops in Kargow and Klockow were closed, so that between Waren and Neustrelitz only the stop in Kratzeburg is served, which also serves to develop the Müritz National Park. Since May 2020, DB long-distance trains have been running on the route again. The IC from Dresden via Berlin to Warnemünde run every two hours with stops in Neustrelitz, Waren (Müritz), Rostock and Warnemünde. --------------------------------------------------------------------------------------------------------------------------------------------- Expansion of the route after 2010: Plaaz station already rebuilt seen in the direction of Rostock The Berlin-Rostock connection is being upgraded as part of existing network investments for a line speed of 160 km/h and higher axle loads of up to 25t.[ It is to be equipped with the European train control system ETCS and a total of 13 electronic interlockings. Most of the work was scheduled to be completed by 2013, with the remaining work taking place in the following years. A financing agreement for the expansion was concluded with DBNetz in December 2002. While in 2006 investment costs were still expected to total 685 million euros, they rose to around 850 million euros by 2013. Of this, 577 million euros are being contributed by the federal government, 167 million euros are being raised by the European Fund for Regional Development, and the rest is Deutsche Bahn AG's own funds. In June 2007, the first expansion section, Rostock–Lalendorf Ost, was reopened after a year of complete renovation. From June 2010 to April 2012, the Neustrelitz–Kratzeburg section was expanded, while operations continued on a single track. The section between Kratzeburg and Waren followed. The route between Waren and Lalendorf was expanded from August 2012, and train traffic in this section was suspended from September 10, 2012 to April 26, 2013 for construction work. As part of the expansion project, the station building in Kratzeburg was demolished and the platform extended. Since the timetable change in 2014, the regional express trains Rostock - Berlin have stopped there. The Klockow and Kargow stations in the direction of Waren were closed to passenger traffic, and the Neustrelitz - Waren regional train line serving these stations and Kratzeburg was discontinued. Langhagen station was reactivated for passenger traffic, and the Rostock - Berlin regional express trains now also stop here. From mid-2018 to mid-2020, Waren (Müritz) station was renovated, including changes to the overhead line, the tracks and the switches. A platform that was no longer needed was dismantled. For barrier-free access from the station forecourt to the pedestrian tunnel, ramps are being built, with financial support from the city of Waren. The cost of the work was announced to be 30 million euros. The travel time of the regional express trains between Neustrelitz and Rostock did not decrease compared to the situation before the line expansion began. At the end of 2019, an Intercity line was introduced that connects Warnemünde, Rostock and Waren (Müritz) with Berlin and Dresden every two hours. The journey time from Rostock to Berlin is just over two hours. --------------------------------------------------------------------------------------------------------------------------------------------- From the beginning of the 20th century until the Second World War, the route was served daily by a day and a night express train between Berlin and Copenhagen; however, these took the route north of Lalendorf via Güstrow. In addition, in many years there were seasonal reinforcements for the day train between Berlin and Rostock or Warnemünde. In the 1920s and 1930s, more trains were gradually added. In 1939, in addition to the day train, the night train and the seasonal reinforcement, there were two daily express train pairs and a reinforcement train on summer weekends. The seasonal express train pair took the route via Laage that year. Before the First World War, passenger trains ran continuously from Neustrelitz via Lalendorf and Laage to Rostock. In 1905 there were three continuous train pairs a day, plus a weekday train pair between Lalendorf and Rostock. In Lalendorf there was a connection to Güstrow. Until the time before the Second World War, the number of passenger trains increased to around five pairs a day, some of which ran via Güstrow. After the line was rebuilt, a day train (Neptun) and a night train (Ostsee-Express) were reintroduced between Berlin and Copenhagen. In addition, there were a number of express trains between Berlin (some of which went further south) and Rostock or Warnemünde. In the summer season, there were express trains to Prague, sometimes to Budapest, and there was also a coach connection to and from the Ostsee-Express on the transit train pair 308/309 to Munich. After the new route of the line via Laage was completed in 1967, some of the express trains ran on this direct route and were therefore faster than the connections that continued to run via Güstrow. These included trains of the city express service and, from 1976, the city express "Stoltera". After 1990, the service was gradually timed. Express trains ran every two hours, gradually using modernized rolling stock and converted into Interregio trains. In 2001, these were replaced between Rostock and Berlin by regional express trains ordered by the state of Mecklenburg-Western Pomerania as the responsible authority. Long-distance traffic on this route was thus completely discontinued until the private Interconnex (Warnemünde - Rostock - Berlin - Leipzig) was introduced in 2002, which ran until 2014. From 2003 to October 2007, a night train also ran from Binz station to Cologne Central Station and Munich Central Station. Regional express trains (line RE5) run every two hours on the Rostock - Güstrow - Waren - Neustrelitz - Berlin - Elsterwerda route. Since the completion of the renovation work between Rostock and Lalendorf in June 2007, an ICE or an Intercity train pair has run six times a week from Warnemünde to Berlin, usually continuing on to Leipzig, Nuremberg or Munich. There are also a few other long-distance trains on weekends, some of which are seasonal. In December 2019, regular long-distance rail passenger services resumed with the IC line 17 between Rostock Hbf and Dresden Hbf. In the first few weeks, the service was limited to four pairs of trains. Since March 8, 2020, Stadler KISS double-decker multiple units have been used and the frequency has been increased to eight pairs of trains per day, which from May onwards will also mostly connect to Warnemünde station. These trains only stop in Waren (Müritz) between Neustrelitz and Rostock.[27] One pair of trains runs at night via Berlin, Leipzig, Jena Paradies station and Regensburg Hauptbahnhof to Vienna Hauptbahnhof. --------------------------------------------------------------------------------------------------------------------------------------------- ---------------------------------------------------------------------------------------------------------------------------------------------Neustrelitz Main Station: --------------------------------------------------------------------------------------------------------------------------------------------- Waren (Station): --------------------------------------------------------------------------------------------------------------------------------------------- Rostock Main Station: I would be very happy if this route were also included in Train Simulator Classic. Best regards BR430
You don't seem to have noticed DTG have stopped making content for Train Simulator Classic. I suggest you contact RSSLO as they are making routes in Germany or even RailSim.de
