Wriezen – Godków railway line

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Wriezen - Godków
The Oderbrücke Bienenwerder is the largest engineering structure on the route (2018)
The Oderbrücke Bienenwerder is the largest
engineering structure on the route (2018)
Line of the railway line Wriezen – Godków
Route number : DB: 6529 Wriezen - border
PKP: 411 border - Godków
Route length: 33.9 km
Gauge : 1435 mm ( standard gauge )
Maximum slope : 10  ‰
Minimum radius : 300 m
Legend
   
 from Werneuchen
   
 from Frankfurt (Oder) and from Thöringswerder
Station, station
 0.000 Spices
BSicon .svgBSicon xABZgl.svgBSicon eABZq + l.svg
to Eberswalde
BSicon .svgBSicon exWBRÜCKE1.svgBSicon exhLKRZWae.svg
0.830 Old Or
BSicon .svgBSicon exABZg + Ll.svgBSicon exLSTRr.svg
2,340
   
 3.700 Altmaedewitz
   
 6.300 Altreetz
   
 8.340 Neurüdnitz
BSicon exSTR + l.svgBSicon exABZgr.svgBSicon .svg
10.800 Abzw Nra
BSicon exSTR.svgBSicon exSTR.svgBSicon .svg
BSicon exLSTR.svgBSicon xTZOLLWo.svgBSicon .svg
12.260
93.500
Oderbrücke Bienenwerder
( Oder ); State border Germany - Poland
BSicon exSTR.svgBSicon exSTR.svgBSicon .svg
BSicon exSTRl.svgBSicon exABZg + r.svgBSicon .svg
   
 92,340 Siekierki (zckerick-Alt Rüdnitz)
   
 85.215 Klępicz (Klemzow)
   
 82.445 Nowe Objezierze (Groß Wubiser)
   
 79.078 Przyjezierze-Moryń (Butterfelde-Mohrin)
   
 from Kostrzyn (Küstrin)
Station, station
 71.917 Godków (Jädickendorf)
   
 to Szczecin (Stettin)
   
 to Pyrzyce (Pyritz)

The Wriezen – Godków railway  - until 1945 the Wriezen – Jädickendorf railway  - is a disused and partially dismantled branch line in Brandenburg and the Polish West Pomeranian Voivodeship . The 1892 route opened served first as Meliorationsbahn and was after the opening of wriezen railway part of a direct rail link between Berlin and Königsberg (Neumark) . During the Second World War , the bridge over the Oder was blown up and the section of the route remaining on the German side was dismantled. For military reasons, the railway was open to traffic again from 1957, but cross-border traffic did not take place. The Deutsche Reichsbahn ceased traffic on the German section in December 1982, and Polskie Koleje Państwowe on the Polish section in 1991. The route was later closed and dismantled, the route is now partially used as a cycle path.

course

The line left Wriezen station in a north-easterly direction. It first crossed the Bliesdorf Canal, cut through the left main dike and passed and shortly afterwards the Alte Oder . About 1.2 kilometers further, the route cut through the crown of the right main dike and continued almost in a straight line through the Oderbruch . The Alt-Mädewitz stop was reached at km  3.8, the Alt-Reetz station at km 6.5. From Alt-Reetz, the route followed the main drainage ditch for 3.3 kilometers, passed the Neu-Rüdnitz station, which was opened in 1897, and then ran east towards the crest of the dike of the Neue Oder. After the river bridge over the approximately 200 meter wide Oder stream, another flood bridge follows. Both bridges are connected by a 150 meter long dam. Behind the flood bridge, the zackerkick-Alt-Rüdnitz station (after 1945: Siekierki) joined. The route followed the Eichhorn valley on the right-hand side of the Odra and rose following the curvatures of the valley onto the Neumark plateau . The Klemzow station (from 1947: Klępicz) was reached in a wide arc. At the next station Butterfelde-Mohrin (after 1945: Przyjezierze-Moryń) the line reached its apex at 70 meters above sea ​​level . Before Jädickendorf (after 1945: Godków), the line threaded an 820 meter wide curve into the main line Breslau - Stettin (Wrocław - Szczecin).

history

prehistory

The two end points of the railway, Wriezen and Jädickendorf , were connected to the railway network in 1866 and 1876 respectively. The Wriezen station was the end of a branch line of the Berlin-Stettiner Eisenbahn-Gesellschaft from Neustadt-Eberswalde , which was extended to Frankfurt (Oder) in 1876/77 . The Breslau - Stettin railway of the Breslau-Schweidnitz-Freiburg Railway Company ran through Jädickendorf .

Between 1863 and 1866 there were first plans for a railway line from Berlin to Neumark . A committee from the Königsberg Nm district. During this period, he submitted preparatory work for a railway line from the Prussian capital via Freienwalde and Königsberg (Neumark) to Stargard . The Prussian Ministry of Commerce rejected this for financial reasons. In 1871 the district administrator of the Oberbarnim Haeseler district tried again to project a connection to Berlin, citing his experience in building the branch line to Wriezen. The Ministry of Commerce continued to be skeptical as it doubted that a financially secure company could be established for the Berlin - Stargard route. The committee also suggested choosing a route via Wriezen in order to avoid the mountainous terrain near Freienwalde. In the start-up boom , there were also similar proposals from the Berlin-Stettiner and the Breslau-Schweidnitz-Freiburg Railway Company. In 1873 a railway committee was formed under the leadership of the mayor of Wriezen, Mahler, which presented drafts for a railway line from Berlin via Wriezen and Neu Wedel to Konitz the following year . At the same time, the Prussian Ministry of Commerce under Minister Achenbach commissioned the Royal Directorate of the Eastern Railway in Bromberg with preparatory work for a route from Berlin via Wriezen and Pyritz to Stargard. The projects came to a standstill after the start-up crash and the recession that began in the mid-1870s.

In 1883, the Königsberg district administrator of Gerlach directed an immediate presentation to the German Emperor and Prussian King Wilhelm I to enable the construction of a permanent bridge over the Oder in the area of ​​the Oderbruch . Until 1787 and 1806 there were fixed transitions at Hohenwutzen and Zckerick . On October 12, 1883, Wilhelm issued the highest cabinet order to the Minister of Public Works Maybach to pursue the construction of a permanent bridge over the Oder for land transport. At the same time, the bridge was supposed to connect the railway lines on both sides of the Oder. The two private railway companies were nationalized in the early 1880s.

The Ministry commissioned the Royal Railway Directorate (KED) Berlin with the preparatory work. There were still disagreements regarding the location of the Oder crossing and parts of the route. The Königsberg district administrator favored a bridge at the level of the Alt Rüdnitz location , the KED Berlin a crossing two and a half kilometers downstream. Several communities in the middle Oderbruch demanded a bridge between Güstebiese and Bärwalde . The magistrates of Freienwalde and Oderberg wanted a route from Freienwalde via Zehden with an Oder bridge near Hohenwutzen and wanted to win the approval of Chancellor Bismarck . In this discussion, the city of Wriezen evaded the interests of its own district and made 40,000  marks available. On April 19, 1886, the Prussian state parliament passed the Railway Loan Act, which included the construction of the branch line from Wriezen to Jädickendorf. In February 1887, the Oberbarnimer district council revised its position and confirmed the free transfer of land to the tax authorities. He also thanked the city of Wriezen for granting the 40,000 marks. The district of Königsberg Nm. supported the project with another 300,000 marks. With regard to the Oder bridge, the variant of the KED Berlin was able to prevail, since it was less expensive to build than the variant close to the location and was less endangered by ice . The district therefore requested the construction of a separate bridge for land traffic. Minister Maybach demanded that the district contribute 600,000 marks. The minister later reduced the demand to 100,000 marks in order to open the railway bridge for carriage traffic at certain times of the day. The district referred to its already given support of 300,000 marks. In the end, both sides agreed on aid from the district for the construction of the bridge in the amount of 42,000 marks.

Construction and opening

Former reception building of the Siekierki train station, formerly Gäckerick-Alt-Rüdnitz (2011)

KED Berlin began the preparatory work for the construction of the line in 1887. In addition to the two terminus stations, the stations Alt-Mädewitz and Alt Reetz were planned on the left of the Oder, and on the right-hand side of the Odra, the stations zzackerick-Alt-Rüdnitz, Klemzow and Butterfelde - Mohrin . At the request of the Prussian War Ministry , the line had to allow military trains to run in two directions in two hours. To minimize costs, the inclinations had to be limited to 1: 100 and the smallest arc radii to 300 meters. The Wriezen, zckerick-Alt-Rüdnitz and Jädickendorf stations received water stations . Since no through traffic to Königsberg was planned for the time being, the Jädickendorf station had to be rebuilt so that trains could end there. Of the 4,045,000 marks that were budgeted for construction, 1,280,000 marks were spent on building the Oder bridges. 42.9 kilometers of track were laid over a 33.9 kilometer route. 455,000 cubic meters of earth had to be moved for the construction. The construction of the Oderbrücke at zackerick began in May 1890. The construction consisted of a western river bridge and an eastern flood bridge , which were connected by a 113 meter long dam. The span of the 319 meter long river bridge was 34 + 61 + 61 + 61 + 34 + 34 + 34 meters, that of the 306 meter long flood bridge was nine times 34 meters. The iron superstructures were shaped like semi-parabolic girders. Since there were no other bridges over the Oder nearby, it was built so that it could also be used as a road bridge.

On December 20, 1892, the line went into operation. In 1893 the Alt-Mädewitz and Groß-Wubiser stops were expanded into stops and opened for freight traffic. The Alt Reetz stop was regarded as a model project for the railway station facilities on the route. In addition to the main track and crossing track, it was given a loading track for shingled, unloading and cattle traffic, a stump track with a head side ramp and a siding for cleared cars. The station building was next to the service area for the railroad workers and one for the postal service. Out of consideration for the comparatively affluent population, there were waiting rooms II and III. Class . Baggage handling took place in the goods shed . At all stations there were service apartments for one pointman and one line keeper. With the reorganization of the railway directorates in Prussia, the line came under the jurisdiction of KED Stettin on April 1, 1895 .

Former reception building of the Neurüdnitz train station (2009)

Five years after commissioning, the Neu Rüdnitz station went into operation at 8.34 kilometers. The construction came about at the instigation of the municipality of the same name, after they paid a non-interest-bearing and non-repayable construction subsidy of 10,000 marks. It was laid out in the same order as the Alt Reetz stop. The state railway anticipated a freight volume of around 6,500 wagon loads in dispatch and 3,000 tons in receipt as well as 1,500 wagon loads in cattle traffic for the route. From October 15, 1898, the railway was continued directly via Werneuchen to Lichtenberg-Friedrichsfelde near Berlin. In the opposite direction, the Pyritz - Jädickendorf line went into operation on January 8, 1899 , providing a direct connection between Berlin and Stargard .

Development up to the Second World War

Oder bridge near zäckerick-alt-rüdnitz (1910s)

Initially, the Oderbrücke near zckerick was only open to cart and pedestrian traffic at certain times of the day. There was also a bridge tariff of 20 pfennigs for carts , ten pfennigs for large animals (horses, cattle, mules and donkeys) and five pfennigs for pedestrians and small animals. The Königsberg district administrator of Saldern saw this restriction as invalid due to the financial participation of the district in the bridge construction. He was sentenced to a fine of ten marks after he forced the passage through the district. The same happened to the district fire company director, who wanted to rush to a fire scene. The bridge keeper recommended that he use a ferry a mile and a half downstream to cross over. In view of these events, the Königsberg deputy von Dobeck harshly attacked the Minister of Public Works von Thielen and threatened with a petition to build a separate bridge over the Oder for land transport with state support. Minister von Thielen then caused the KED Stettin to set up signals at the bridges that were supposed to signal that the carts were moving. From January 1, 1896, the bridge was open to general traffic between seven in the morning and eight in the evening, with the exception of the hours reserved for rail traffic.

As early as 1910, the Oder Bridge had to be raised by 1.60 meters and the bearings reinforced so that heavier trains and larger ships could pass. In 1919 the Prussian State Railroad intended to expand the Wriezen - Jädickendorf - Stargard connection for coal traffic from Upper Silesia to East Prussia . For this purpose, the Klemzow and Butterfelde-Mohrin stations were to be equipped with entry signals . The two million mark project was not pursued after a transit agreement with the Polish State Railways was concluded . The Reich Ministry of Transport nevertheless pointed out that the land required for a possible expansion should not be used otherwise. In 1929 the head office of the Deutsche Reichsbahn-Gesellschaft decided to build a new bridge over the Oder over the existing structure. This was no longer sufficient for the trucks installed in 1925, and upgrading would have been almost as expensive as the new building. The superstructures of the new bridge consisted of parallel-belt trusses. The largest superstructure had a span of 128 meters. The tomato-red paint, which is unusual for bridges, was striking. From then on, the old bridge only served as a road bridge.

In the mid-1930s, the Reich Labor Service built an alternative runway for the Küstrin fortress airfield near Butterfelde. According to contemporary witness reports, the Butterfelde-Mohrin station was extensively expanded in this context. In the final phase of the Second World War , the last train for the time being drove over the Oder Bridge on January 30, 1945. One day later, as part of the Vistula-Oder operation , Soviet tanks advanced along the route to the Oderbruch, a few days later the troops managed to cross the icy river. Around this time, before the German troops withdrew from the right bank of the Oder, the Oder bridge was blown up. The detonation was probably by mistake, contemporary witnesses reported of low-level planes who shot at the explosive devices attached to the pillars. The stretch on the left bank of the Oder between Wriezen and Neurüdnitz served as a supply line for the next few days. During the advance on Wriezen at the beginning of April 1945, the city and the route were badly damaged and the road bridge, which was still intact, was blown up. The reception buildings of Altreetz and Altmädewitz were destroyed. The station building in Wriezen and parts of the locomotive shed burned down, and artillery shelling damaged other parts of the station.

Dismantling and rebuilding

After the end of the war, the right-north section of the route came as a result of the new border with the People's Republic of Poland . The first names in Polish differed greatly from the later official station names. The Klemzow station was initially named Klemczów and on July 16, 1947 the name Klępicz . Groß Wubiser was called Objezierze Wielkie from 1945 and Nowe Objezierze from 1947 . The section remaining on the German side was dismantled at the end of 1945 for reparation purposes . The route served hamsterers as a footpath. Soviet pioneer units removed the remains of the two Oder bridges in the summer of 1945, the railway receiving bridge on the Polish side was preserved. The Polish State Railways (PKP) took over the management of the section from Godków (formerly Jädickendorf) to Siekierki (formerly Gäckerick-Alt-Rüdnitz).

Oder bridge near Neurüdnitz, access was blocked with an iron gate (2011)

In the early 1950s, the Deutsche Reichsbahn began to rebuild the railway bridge. At around the same time, a new road bridge was also built near Hohenwutzen . The bridges should serve as supply lines in the event of a military confrontation between the Soviet Union or the Warsaw Contracting States and NATO . For the reconstruction, used superstructures from the Reichsbahndirektion Halle , from Frankfurt (Oder) and from Bornholmer Strasse in Berlin had to be used, a pillar had to be re-established. The load on the bridge was tested on June 28, 1955. On January 1, 1955, the route changed from Greifswald to Berlin . After completion, the reconstruction of the line between Wriezen and the Oderbrücke began. On October 15, 1957, the line went into operation, at the same time the cross-border connection Neu Rüdnitz - Siekierki was opened for cross-border freight traffic. The maximum speed was limited to 40 km / h, after the introduction of the simplified branch line service in 1959, 50 km / h were permitted.

The Altmädewitz and Altreetz operating points went back into operation as stops with unilaterally connected loading street tracks . The Neu Rüdnitz station (since the 1970s: Neurüdnitz), which was also put back into operation, was given, in addition to the continuous main track, two sidings and overtaking tracks with a usable length of over 730 meters as well as a 290 meter long loading street track. The station also had two mechanical signal boxes of the unit type with station block as well as entry and exit signals . The oversized facilities for local traffic had strategic military reasons. Since the security systems were only used to a limited extent due to the low route utilization, they were quickly unusable and exposed to vandalism. The Reichsbahn therefore had the exit signals removed and set up manual switches .

On February 1, 1965, the Reichsbahn stopped freight traffic on the line again, references to cross-border traffic have not appeared since 1968, and it was probably stopped in 1972 at the latest. For military trains, however, the border crossing was still open. Neurüdnitz and Klępicz (formerly Klemzow) were intended as border stations , and Wriezen as the common transfer station . The maintenance limit of the Reichsbahn was the first rail joint on Polish territory (km 93.580). For the security service, the maintenance limit was at the state border (km 12.260 / km 93.500). Both sides agreed on two test drives a year with a maximum of two passenger coaches across the border crossing. As a rule, a DR and PKP saloon car were used, and the locomotive was provided depending on the starting point of the journey.

"Object 83"

In 1976, the deputy director general of the Deutsche Reichsbahn instructed the Rbd Berlin to stretch a 1.3-kilometer-long track to the Oder dike at the Nra junction that was to be newly built at kilometer 10.895. The track should serve "exclusively to increase the defense readiness of our republic". On the Polish side, similar measures were planned starting from Siekierki station . If necessary, both tracks should be connected with a pontoon bridge , thus increasing the capacity of the Oder bridge. Alternatively, the route should still be usable if the Oder bridge is destroyed. The project, which is subject to the regulation on deliveries and services to the armed organs (LVO), was given the internal name "Object 83". The track on the German side should split into a high-water and a low-water variant at km 0.9. The difficult building ground in the Oder foothills required an extensive mass exchange to stabilize the railway embankment. 220,000 cubic meters of gravel had to be brought in from Wriezen for the floating dam foundation. The immense costs eventually forced the authorities to lower the low water variant by four meters and to drop the high water variant entirely. Nevertheless, costs came to 9.4 million marks . The track was fitted with rails of the type S 49 and wooden sleepers in ballast bedding. The maximum incline was 12.5 per thousand, the smallest radius was 250 meters.

At kilometer 1.290, the track ended in a 30-meter-long dike gap , which was closed with an approximately five-meter high dyke gate . Behind it - when the bridge was in use - there was a foreland bridge and a transition part to the river bank . These should compensate for the change in water level and keep the permissible slope within limits. The actual bridge consisted of several ferries that were floated into their axis, anchored upstream and connected to one another. The great length of the ferries made it possible to create a road bridge strip in addition to the railway bridge tape, creating a combined rail and road bridge. Since no water management agency agreed to maintain the Deichscharte, the Reichsbahn had to commission the bridge maintenance department in Berlin Ostkreuz for this.

On the Polish side, work on the 900 meter long feeder track began in the autumn of 1977. As on the German side, there was an extensive mass exchange, for which gravel had to be brought in from Chojna . During the spring floods of 1978, there was an accident on April 1st when a gravel train hit the construction track. The soaked embankment emerged from under the track and brought ten cars down. The weak subsoil prevented the use of cranes for recovery, so the wagons had to be rescued with bulldozers . The dam collapsed over a length of around 200 meters during the flood. After the resumption of work, the bank of the dam was reinforced with prestressed concrete sleepers .

In September 1979 the work on the Polish side was finished. As part of the joint maneuver “Barrier 79”, units of the National People's Army , the Polish People's Army and the Soviet Army then built the bridge. The construction time of the pontoon bridge was 68 hours. In addition to motor vehicles, several trains hauled by Polish and German locomotives passed through the completed crossing. Although further military crossings of this type were prepared along the Oder-Neisse border , the pontoon bridge built at Siekierki was the only one ever used. It was dismantled after the end of the maneuver and the bridge parts were stored on the Polish side at Siekierki. The plant is said to be no longer operational in 1986. After the fall of the Wall, the dike was filled in as the dyke was strengthened.

Also in 1979, the Reichsbahn was commissioned to build a north-eastern connecting curve between kilometer 2.340 on the Wriezen - Neurüdnitz route and kilometer 72.110 on the Eberswalde - Frankfurt (Oder) route . This should enable military trains to bypass Wriezen station. Its construction should take place from 1982 to 1984. The project was dropped in 1981 and instead track 2 in Wriezen station was connected to the line to Neurüdnitz. Since the advanced entry point was not connected to the signal box and no route was planned, the measure was of no use in normal operation.

Decommissioning and further use

Former route at Nowe Objezierze, formerly Groß Wubiser (2017)

On February 1, 1982, the Deutsche Reichsbahn stopped passenger traffic between Wriezen and Neurüdnitz due to insufficient utilization. The route as well as the track to the Oderdeich were used to park damaged wagons in the following years. In 1985, the Berlin railway transport command ordered the construction of a makeshift ramp for military transports at Neurüdnitz station. The loading track had to be shortened by 100 meters for this. The dike track was closed on April 22, 1993, the actual line on December 31, 1993. In early 2001, the line was dismantled. In 2005, an asphalt bike path was built on the route. The old station buildings have been sold to private users, some of them have been restored. On the Polish side, the PKP ceased passenger traffic between Godków and Siekierki on July 31, 1991. In 1999 the PKP also stopped freight traffic. The stored components of the pontoon bridge were taken to Stargard Szczeciński Kluczewo station in the late 1990s and sold at scrap value in 2008.

The Oder Bridge was unused and closed after the cessation of traffic in 1983 in the GDR and 1994 in Poland at the latest . From 2014 onwards, it was initially regularly open to handcar traffic on the German side up to the state border, but then had to be closed in 2015 at the instigation of the Lower Nature Conservation Authority of the Märkisch-Oderland district . In July it became known that the bridge would be used as a mixed pedestrian and bicycle path after renovation, and that handcar traffic was no longer planned. Completion is planned for 2021.

traffic

passenger traffic

Initially, three pairs of trains commuted between Wriezen and Jädickendorf every day . If required, they were also driven as a passenger train with goods transport (PmG) with a maximum of 45 axles. After the opening of the Berlin - Wriezen line , the trains usually went through to Berlin. In the opposite direction, three pairs of trains ran via Jädickendorf to Königsberg (Neumark). From May 15, 1903, four pairs of trains ran between Berlin and Königsberg (Neumark), from the summer schedule of 1905 another pair of trains was added between Berlin and Jädickendorf, and in the summer of 1914 there were six pairs of trains on the route. The locomotive was changed in Wriezen . At the beginning of the 1920s there was an additional midday train from Wriezen to zackerick-Alt Rüdnitz. In 1926, four pairs of trains ran between Wriezen and Neurüdnitz. In the 1927 summer timetable, four pairs of trains were planned daily between Berlin and Königsberg, of which the 688 train to Berlin, which ran in the morning, ran through the smaller subway stations without stopping. Another pair of trains ran between Wriezen and Königsberg on weekdays. By 1939, the number of passenger trains increased to six a day, five of which ran to and from Berlin. At the end of the 1930s, the Reich Ministry of Transport intended to use combustion railcars for the train route Berlin - Königsberg (Neumark). The Reichsbahndirektion Berlin rejected the project with reference to the infrastructure still to be built, especially the tank facilities. In the summer of 1943 only seven trains were planned due to the war, one pair of trains between Wriezen and Königsberg only ran on weekdays. Some of the trains ran as a mixed train .

After the reopening in 1957, two mixed pairs of trains were initially on the way between Wriezen and Neurüdnitz. From 1958 four pairs of passenger trains drove daily. There was no longer any continuous traffic to Berlin. The offer remained the same until the end of passenger traffic on February 1, 1982.

In the first post-war years, the PKP served the now Polish section of the route with mostly one pair of trains running around noon. Until the summer schedule of 1951, the trains ran to and from Chojna, from then on only to Godków. Between the summer of 1954 and the summer of 1962, and again from the 1970/71 winter timetable, the PKP expanded the service to three pairs of trains per day. In the winter timetable of 1964/65 there was a brief direct connection to Szczecin Dąbie station . From the winter of 1966/67 there was a daily train from Szczecin Główny via Godków to Siekierki; for the winter timetable 1981/82 there was also a direct connection in the opposite direction. With the winter timetable 1985/86 the direct connection to Szczecin was given up in favor of a continuous pair of trains to Stargard , at the same time the PKP deployed another pair of trains on the Siekierki - Godków connection. With five pairs of trains, the section in the 1987/88 winter timetable reached its highest occupancy in the period after the Second World War. After the end of the Cold War , the Polish State Railways gradually reduced the offer to three pairs of trains and also canceled trains going beyond Godków. On July 31, 1991 she stopped the passenger train service between Siekierki and Godków. In 2002 there was another special trip with an internal combustion engine of the SN61 series .

Freight transport

In freight transport, agricultural and forestry products such as cattle, animal products or wood dominated the exit. At the entrance to the stations there were mainly fertilizers, animal feed, coal and building materials. During the beet campaign in particular , after the Oderbruch Railway went into operation in 1911, sugar beets were transported to Thöringswerder to one of the 18  sugar factories in the Oderbruch. Furthermore, milk and cattle in particular were transported to Berlin via the subsequent Wriezener Bahn. After 1957, local freight trains only ran when needed, especially during the beet campaign. On February 1, 1965, the Reichsbahn stopped freight traffic on the section. In the freight course book 1966/67 there were references to cross-border freight traffic, in the following edition the references to this can no longer be found. The PKP ceased freight traffic on the Polish side by 2000 at the latest.

literature

  • Robert Michalak: Strategiczna zapasowa przeprawa kolejowa na Odrze koło Siekierek . In: ROCZNIK CHOJEŃSKI. Pismo historyczno-społeczne . 2011, ISSN  2080-9565 ( rocznikchojenski.pl [PDF]).
  • Horst Regling: The Wriezener Bahn. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 .
  • Dieter Walczik: Military and railroad between Wriezen and Neurüdnitz . In: Verkehrsgeschichtliche Blätter . 20th year, no. 2 , 1993.

Web links

Commons : Wriezen – Godków railway line  - collection of images

Individual evidence

  1. ↑ a b c Horst Regling: The Wriezen Railway. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 32-36 .
  2. ↑ a b c d Horst Regling: The Wriezener Bahn. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 22-31 .
  3. ↑ a b c d e Bernd Kuhlmann: Railways across the Oder-Neisse border . Ritzau KG - Zeit und Eisenbahn Verlag, Pürgen 2004, ISBN 3-935101-06-6 , p. 73-75 .
  4. ↑ Peter Bley: The Wriezener Bahn . In: Berliner Verkehrsblätter . 30th year, no. 10-11 , 1983, pp. 183-187 .
  5. ↑ Michael Braun: The bridge over the Oder at zackerick . In: Structural Engineering . 84th year, no. 2 , 2007, p. 60-69 .
  6. ↑ a b c d e Robert Michalak: Strategiczna zapasowa przeprawa kolejowa na Odrze koło Siekierek . In: ROCZNIK CHOJEŃSKI. Pismo historyczno-społeczne . 2011, ISSN  2080-9565 , p. 123–129 ( rocznikchojenski.pl [PDF]).
  7. ↑ Peter Bley: The Wriezener Bahn . In: Berliner Verkehrsblätter . 30th year, no. 10-11 , 1983, pp. 187-189 .
  8. ↑ a b Horst Regling: The Wriezen Railway. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 41-51 .
  9. ↑ a b c d Horst Regling: The Wriezener Bahn. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 52-57 .
  10. ↑ a b Horst Regling: The Wriezen Railway. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 58-64 .
  11. ↑ a b Axel Mauruszat: Wriezen - Jädickendorf. In: bahnstrecken.de. July 8, 2017. Retrieved October 8, 2017 .
  12. ↑ Horst Regling: The Wriezen Railway. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 73-77 .
  13. ↑ Klępicz. Historia. In: bazakolejowa.pl. Retrieved January 27, 2018 (Polish).
  14. ↑ Nowe Objezierze. Historia. In: bazakolejowa.pl. Retrieved January 27, 2018 (Polish).
  15. ↑ a b c d Bernd Kuhlmann: Railways across the Oder-Neisse border . Ritzau KG - Zeit und Eisenbahn Verlag, Pürgen 2004, ISBN 3-935101-06-6 , p. 76-79 .
  16. ↑ a b c Horst Regling: The Wriezen Railway. From Berlin to the Oderbruch . transpress, Stuttgart 1998, ISBN 3-613-71063-3 , p. 84-91 .
  17. ^ Rudi Buchweitz, Rudi Dobbert, Wolfhard Noack: German Railway Directorates . Railway directorates in Stettin, Pasewalk and Greifswald 1851–1990 . 2nd Edition. VBN Verlag B. Neddermeyer, Berlin 2011, ISBN 978-3-933254-76-4 , p. 74-75 .
  18. ↑ a b c d Gerhard Zeitz: About the Barnim into the Oderbruch. 100 years of the Berlin - Wriezen railway line . In: Verkehrsgeschichtliche Blätter . 25th year, no. 4 , 1998, pp. 91-99 .
  19. ↑ a b c d Dieter Walczik: Military and Railway between Wriezen and Neurüdnitz . In: Verkehrsgeschichtliche Blätter . 20th year, no. 2 , 1993, p. 36-40 .
  20. ↑ Robert Michalak: Strategiczna zapasowa Przeprawa kolejowa na Odrze koło Siekierek . In: ROCZNIK CHOJEŃSKI. Pismo historyczno-społeczne . 2011, ISSN  2080-9565 , p. 123–129 ( rocznikchojenski.pl [PDF]).
  21. ↑ a b c Peter Bley: The Wriezener Bahn . In: Berliner Verkehrsblätter . 30th year, no. 10-11 , 1983, pp. 207-212 .
  22. ↑ a b c d e Bernd Kuhlmann: Railways across the Oder-Neisse border . Ritzau KG - Zeit und Eisenbahn Verlag, Pürgen 2004, ISBN 3-935101-06-6 , p. 80-83 .
  23. ↑ a b c Robert Michalak: Strategiczna zapasowa przeprawa kolejowa na Odrze koło Siekierek . In: ROCZNIK CHOJEŃSKI. Pismo historyczno-społeczne . 2011, ISSN  2080-9565 , p. 123–129 ( rocznikchojenski.pl [PDF]).
  24. ↑ Peter Beil: One track for six minutes . In: Berliner Zeitung . July 25, 1996 ( berliner-zeitung.de ).
  25. ↑ Achim Bartoschek: BB10 Wriezen-Neurüdnitz. In: achim-bartoschek.de. Retrieved October 8, 2017 .
  26. ^ A b Robert Michalak: Strategiczna zapasowa przeprawa kolejowa na Odrze koło Siekierek . In: ROCZNIK CHOJEŃSKI. Pismo historyczno-społeczne . 2011, ISSN  2080-9565 , p. 123–129 ( rocznikchojenski.pl [PDF]).
  27. ↑ Europabrücke. In: draisinenbahn.de. Retrieved January 21, 2018 .
  28. ↑ The historic Oder steel bridge to Poland is being renovated . In: Berliner Zeitung . July 6, 2017 ( berliner-zeitung.de ).
  29. ↑ Jörn Hasselmann: Cyclists in Brandenburg cheer: The eagle owl is gone. In: tagesspiegel.de. January 30, 2019, accessed February 4, 2019 .
  30. ↑ Peter Bley: The Wriezener Bahn . In: Berliner Verkehrsblätter . 30th year, no. 10-11 , 1983, pp. 189-194 .
  31. ↑ Hendschels Telegraph . Table 144 May 1914 ( deutsches-kursbuch.de ).
  32. ↑ Peter Bley: The Wriezener Bahn . In: Berliner Verkehrsblätter . 30th year, no. 10-11 , 1983, pp. 202-207 .
  33. ^ DR course book summer 1939 . Table 110k. May 15, 1939 ( deutsches-kursbuch.de ).
  34. ^ Bernd Kuhlmann: Railway megalomania in Berlin. The plans from 1933 to 1945 and their implementation . 2nd Edition. GVE, Berlin 2008, ISBN 3-89218-093-8 , pp. 76-78 .
  35. ^ DR course book summer 1943 . Table 123h. May 15, 1943 ( deutsches-kursbuch.de ).
  36. ↑ DR course book winter 1981/82 . Table 172 June 1981 ( eisenbahnwelt.com ).
  37. ^ PKP course book winter 1947/48 . Table 252. October 5, 1947 ( bazakolejowa.pl ).
  38. ^ PKP course book summer 1951 . Table 362. May 20, 1951 ( bazakolejowa.pl ).
  39. ^ PKP course book summer 1954 . Table 362. May 23, 1954 ( bazakolejowa.pl ).
  40. ^ PKP course book summer 1962 . Table 362. May 27, 1962 ( bazakolejowa.pl ).
  41. ^ PKP course book 1970/71 . Table 366. May 31, 1970 ( bazakolejowa.pl ).
  42. ^ PKP course book winter 1964/65 . Table 362.September 27, 1964 ( bazakolejowa.pl ).
  43. ^ PKP course book 1966/67 . Table 362. May 22, 1966 (bazakolejowa.pl 1 2 ).
  44. ^ PKP course book 1981/82 . Table 366. May 31, 1981 ( bazakolejowa.pl ).
  45. ^ PKP course book 1985/86 . Table 366. June 2, 1985 (bazakolejowa.pl 1 2 ).
  46. ^ PKP course book 1987/88 . Table 366. May 31, 1987 (bazakolejowa.pl 1 2 3 ).
  47. ^ PKP course book 1990/91 . Table 366. May 27, 1990 (bazakolejowa.pl 1 2 ).
  48. ^ PKP course book 1991/92 . Table 366. June 2, 1991 (bazakolejowa.pl 1 2 ).
  49. ↑ a b Linia Stargard - Siekierki (- Neurüdnitz) (411). In: bazakolejowa.pl. Retrieved January 22, 2018 (Polish).
  50. Jump up ↑ Peter Wilhelm: Route Godków - Siekierki / Jädickendorf - Gäckerick Alt-Rüdnitz. In: bahn-in-pommern.de. 2003, accessed January 27, 2018 .