A new rail link between Brandenburg and Nauen would complement earlier proposals here, to restructure regional rail services to the west of Berlin. The remaining regional trains from the Berlin – Hannover line would be diverted into Nauen over a new western rail link from the Stendal line. On the other side of Nauen, a new Nauen – Wustermark link would allow trains to use both main routes to Spandau, and would create a new route to Potsdam. Upgrading of existing lines would create a new regional rail route Nauen – Oranienburg
Proposed new lines east and west of Nauen…
Nauen would become a regional rail junction, as it was in the past – but with much better infrastructure. It is on the main Hamburg line, which has already been upgraded for high speed. A new line from Brandenburg would further improve interchange. With an extra link toward Wustermark, the new line would also connect the Magdeburg – Berlin line to the Hannover line, bypassing the outer rail ring (Berliner Aussenring).
There was once a 37-km local line from Brandenburg to Nauen, built by the Westhavelländische Kreisbahnen. It started at the small Krakauer Tor station, on the north side of the centre.
Old Krakauer Tor station: image by Global Fish under CC 3.0 licence…
At Röthehof, the local line crossed the main Hanover line: the remaining 7 km section to Nauen was run by Osthavelländische Kreisbahnen.
Alignment from Brandenburg
The old line had 11 halts, often outside the villages they served. The new line would have no intermediate stations: it would run through farmland, avoiding the villages. The terrain is almost level: the only natural obstacle is the Havel river. Although the new line could run directly toward Nauen, the best option is toward Wustermark, with a connection to the Nauen – Wustermark link. Trains would enter Nauen from the south-east.
The historic centre of Brandenburg (population 71 000) lies on an island in the Havel: the station is on the south side of the river. Trains to Nauen would first use the main line toward Berlin, for about 5 km. At Gollwitz, the new alignment would diverge, turning toward the Havel.
The line would cross the Havel south of Weseram. Much of the river bank is a nature reserve, but the impact here is minimal, and a tunnel is unnecessary. The line could also cross the Havel south of Roskow, beside the Götzer Berg.
North of the Havel is open farmland, so the alignment can be adjusted to local obstacles. There are small villages, sand and gravel pits, waste dumps, a car depot, and a wind farm. The alignment shown passes between Roskow and Zachow , west of the small Gallberg hill, south of Tremmen, and east of Marknee. It would join the Nauen – Wustermark link, at the point where it turns away from the main B5 road.
The option shown requires 28 km of new alignment. The route includes 5 km of the existing main line outside Brandenburg, and 4 km shared with the Nauen – Wustermark link line. The total route length is 37 km. The line would be built for 150 km/h, which is now standard for new lines in Europe. With no intermediate stops, journey time should certainly be under 20 minutes.
The line would be used by long-distance trains from the Brandenburg line into Berlin via Spandau, and regional trains from Brandenburg to Nauen. The regional service could be extended over a re-opened line to Kremmen and Oranienburg: more on that option later.