I expect that rifle, cavalry and particularly artillery regiments stationed near Grantville will endure many loading-unloading exercises. They will make the trip between their barracks and an unloading place in their designated training area quite often just to give the generals some hard facts to count on.
The military, besides using the civilian railroad for long-range, strategic purposes, will also avail themselves of the railway battalion to construct temporary, narrow gauge railways (TacRail) for smaller scale, shorter duration, operations.
Timeline
By early 1633 there will be two rail lines operating in the SoTF. One will be the local track around Grantville while the other will be the bar topped rail line to Halle, constructed by order from the government as a interim measure. Parts of the track around Grantville came with us in the Ring of Fire.
Our first task will be connecting the coal mine to the power plant by rail. Over the course of 1633, the iron and limestone mines at Kamsdorf will be linked up as well.
The track to Halle is a jury rigged, desperate attempt to get at least some transportation capacity to a halfway decent harbor. It will be ready in 1633 if resources permit. Initially it will use converted pickup trucks for engines and whatever can be improvised for rolling stock. Like most stopgap measures built on a shoestring budget, it will have a lot of issues from the start. It will have serious operational shortcomings and wear out fast. Maintenance problems for the track, like the use of poor or green wood, insufficient bedding, shortages of converted trucks and very heavy use, pushing the link to the limit, will see to a quick degradation after only a short time of operation. But it will raise the transportation throughput by about tenfold while freeing a lot of men, carriages and draft animals for other purposes. Reloading goods at Halle will be the limiting factor then. So the bartopped rail track will act as a bootstrap for the real railroad.
1634 will be a breaking point for the railroad. While steel will be available then, there will be many demands for it. Because of the great military and economic importance of the railroad, it will certainly get some of that precious steel, but it will not be able to move forward with all of the proposed lines at one time. We have to make some very careful choices whether to update the Grantville-Halle track first or to start the Halle-Magdeburg section. About 25 % of track nominal length has to be factored in for sidings and connection to mines, mills etc. Building various tramlines for passenger transport in Grantville will make our raw material problems even worse. Hopefully we will eventually get enough steel to get the whole Grantville-Magdeburg line completed in late 1634 or the first half of 1635.
In 1635, at least parts of a "Saxon Highway" should be built, too. Connecting Erfurt, Weimar, Jena and Gera will be an economic imperative by this time. Afterwards, we can afford to choose projects a bit more freely. Some rail construction may still be by government fiat, but a growing percentage of rail should be sold without a predetermined purpose. The companies will now know where they can enjoy good business.
The two most likely options for expansion in the 1636-1639 timeframe will be going south to Nürnberg or going west to Kassel and eventually to Frankfurt and Mainz.
When all of the lines proposed below have been built and demand is surging, we might think about improving the rail and rail telegraph systems.
Possible System Improvements
Heavier rails will enable both faster trains and heavier cars. So, over time, the major lines will certainly be rerailed and repackaged. The old rail could be put into some local branches. In the Grantville-Jena section double track will be started.
If our business is booming and customers demand faster connections between our major stations and other points, then there are lots of possibilities for improvement:
* Introducing an engine which needn't stop as frequently for water and coal.
* Deploying some kind of lighting system could allow the trains to travel at night.
* Changing train car mixes. (New express trains with only one passenger car and one for express freight/mail could go much faster, approaching the technical speed limit of the track. If the express has priority over the other trains, it should be possible to go from Magdeburg to Nürnberg during the day and back overnight by 1642.)
Rail tracks in Germany
These rail lines are suggestions for future railroad lines. For obvious reasons Line No. 1 and No. 2 will be built first. The mentioned additional sidings are future updates to allow more crossings and overtaking of trains.
Line No. 1: Grantville & Eastern Railroad
Track length: 12 Miles
We should first revive the railroad in Grantville. It can be used to transport both coal and commuters. We need coal brought from the mine to the power station. According to the maps of Grantville, we don't have a direct branch line to the mine. This must be changed first, to enable the transport of coal. Coal will go from the mine first south east , then change direction and reach the power station on the eastern rim. The coal mine line is a branch or "annex" line off the main line running from USE Steel to the power plant.
A second big consumer of coal will be the steel factory. The construction site for the steel plant is just outside the eastern rim of the Ring of Fire. So the existing line will almost go there already; it needs only a small extension. Inside US Steel many things certainly will be moved by rail. So they will have to use heavy (up-time) rail, too. The coal mine will initially have an output of less than 50 ton/day of coal. We would only need a few railcars. A few (3-4) up-time rail cars with gravity assisted unloading would be absolutely marvelous.
The continuing track of the main line (3.5 miles to northwest) will be abandoned and totally reclaimed.
So we have initially four stations on line No. 1:
Line No. 1a: Grantville Local
Mile 0
Grantville Junction
Near the USE Steel construction site outside the western rim of ROF
Mile 1.3 (annex)
Grantville Annex
At the coal mine. Branched off the mail line at Mile 3.5
Mile 3.9
Grantville Central
In downtown Grantville
Mile 4.6
Grantville Station
At the power station near the eastern rim of ROF.
As the existing line runs through the Grantville area, it seems worthwhile to use it for transportation of people, too. We need only some light rail cars and a small engine. Stations will be very simple, consisting only of a platform and some kind of shelter. The station track will consist of a siding for crossing trains or switching directions. An additional stop could be built near the North Central High School on mile 1.0. It would only be a walk of about 1/4 mile uphill.
* * *
Line No. 1b: Kamsdorf Mines
Track length: 6 Miles
The branch to the mines at Kamsdorf is the next logical step. We have to start at Grantville Junction, heading south along the western bank of the Saale to the northern part of Saalfeld. We could either cross the Saale via the Island in Saalfeld (with two bridges) or just north in one longer bridge. The latter bridge needs to be 65 feet long and should be usable for trains, carriages and persons. After that we go west along Weira creek to Gorndorf and Unterwellenborn / Kamsdorf. Constructing these tracks would allow us to use the railroad to feed US Steel with almost all needed bulk resources. Additionally we would be able to link up Saalfeld and Kamsdorf to our public transport system.
Initially we should be able to service these tracks and US Steel with only 2-3 small engines.
The planned stations for Line No. 1b are as follows:
Mile 0
Grantville Junction
Near the US Steel construction site outside the western rim of ROF
Mile 2.7
Saalfeld
On the northern Border of Saalfeld near the bridge
Mile 6.1
Kamsdorf
Near the mines and quarries. Another village near
by is Unterwellenborn.
Line No. 2: The Capitol Line from Grantville to Magdeburg
Track length: 156 Miles
This line will be the backbone of the new CPE as it connects its two centers. While building the track we should attract additional transports as much as possible. Therefore, we will connect all towns on our way if they accept the offer.
* * *
Line No. 2a Grantville to Halle
"The Lifeline"
This line will be started at first as the bar topped wooden rail line to Halle. These pickup drawn cars are only suitable as stopgap measure. When demand surges up for the growing industries in Grantville this setup will not be able to cope. The line has to be converted to a real rail track as resources permit. The bar topped rails and rolling stock should be sold as horse drawn rail line to some secondary projects elsewhere.
* * *
Mile 0
Grantville Junction
Major station, with water and coal supply, train depot, engine workshop, turning Y.
This is the railroad HQ.
From GV we head north on the western Bank of Saale to Rudolstadt. Just before Rudolstadt the track turns east, following the Saale, turning north further downriver. Notable places along the way are Burg Leuchtenberg, belonging to the Wettin family, and the town of Kahla with nearby resources of Kaolinite (white clay).
Mile 2.9
Rudolstadt
Stopping point
The track will pass between the town wall and the river Saale. A station and additional track to provide access to the lumber mills is will be built. Rudolstadt should be part of Grantville's public transport system. Possible further sidings are Uhlstädt (mile 10) and Kahla (mile 17.5).
Mile 27.8
Jena Göschwitz station, water supply
The station will be built a bit north of the actual town, bypassing it on its western borders. On the journey to Jena we follow the Saale closely . Sometimes the valley is rather narrow.
Mile 40.75
Bad Kösen
Town with salt deposits and some industry. Possible further sidings are Camburg (mile 39) and Saaleck (mile 49).
Mile 56
Naumburg station, siding water and coal supply, harbor
Here we are on the wrong side of the river. Naumburg is on the confluence of Saale and Unstrut. The Saale makes a turn from north to east while the Unstrut comes from the west. A bridge over Unstrut has to be built. The station should be just behind the confluence on the actual "north shore." It will be about 1-2 Miles to Naumburg. Here is the first point where reloading goods would start to make sense economically. So we should use the little harbor here. A new ferry over Saale to Naumburg city is also a good idea. As the valley widens, we stay hard on its left side.
Mile 63.5
Weissenfels
About 10-15 Mile east from here are lignite resources. After it has been studied by the Geologic survey, the railroad company may wish to build a branch line and to buy a share of the mine. Ensuring a second source of coal is important.
Mile 74.75
Leuna
On our way to Merseburg we pass by a little village named Leuna. In OTL this was the site of big ticket chemical industry. As geographic and logistic factors are the same now and then, this promises the village a great future. A branch line to the big resources of Lignite in this valley should be considered.
Mile 76
Merseburg
siding, water supply
Merseburg is known for producing and exporting a good beer. Good news for the Thurinigian Garden chain and all those thirsty fellows. The valley is becoming wider and also a swamp in some areas. We stay hard on the western side of the valley and the track will cut all those bends the Saale river does, but we will have to reinforce some ground before laying the track.
Mile 78.5
Schkopau (Buna)
Here it's the same as with Leuna. Artificial rubber was invented here in OTL.
Mile 88.25
Halle Salineinsel
major station, siding, water and coal supply, harbor, turning Y
The station in Halle is outside the town on the western bank of the Saale. The Salineinsel is an island with wells of brine. On the opposite side is the center of Halle. A bit south of the town in Ammendorf are small resources of coal, but bigger ones of lignite. Bigger resources of coal are in Wettin on the right (eastern) bank of the Saale about 12 miles to the north of Halle. Establishing some coal mines here would be very convenient because we don't have to carry our own coal. If a mine is being established it should be connected with the existing line. But for that we have to build a bridge over Saale or rely on transport with carriages.
* * *
Line No. 2b: Halle to Magdeburg
The Copper Track
We now have two track-laying alternatives. The direct way to Magdeburg is shorter only 53 miles but must cross the Saale twice, once in Halle and again in Bernburg. The other route, which is 67 miles long, could be called the copper track because it makes a detour to the mining area west of Halle while going around a bend in the Saale. It is the preferred path because it give us access to an important industrial area, and allows us to avoid building two bridges and laying our line over a lot of muddy ground at the price of just 14 extra miles of track.
* * *
Mile 88.25
Halle Salineinsel, major station, siding, water and coal supply, harbor, turning Y
From Halle we have to find a gently sloped way out of the Saale valley. The height difference to the countryside in the west is about 85 to 100 feet. With a sharp bend just before the village of Kröllwitz, we change direction from north to west and venture into a small valley. Here a considerable amount of groundwork will be necessary to allow for a track with a moderate grade.
Mile 90.5
Teutschenthal
Here are resources of Halite (rock salt, NaCl) and a bit of Sylvin (KCl). The place feeds its products into Halle. We might able to expedite that.
Leaving Teutschenthal, we pass alongside the Süsser See (Sweet lake) on our way to Eisleben.
Possible further sidings are Teutschenthal and Röblingen (mile 101).
Mile 108
Eisleben
siding, water supply
From here it's only about 40 Miles west to the manganite mines of Illfeld.
Mile 112
Helbra
Mile 114
Kloster Mansfeld
Mile 119
Hettstedt, siding, water and coal supply
From Helbra to Hettstedt, in about 7 miles we cross an area of intensive mining and processing of copper. Two fifths of this area belongs to Magdeburg, the rest is owned by the Wettins. The copper ore is being transported to the various smelters in the area. If there are branch lines to the major mines and smelters we should station one engine here to carry copper from the mines to Line 2b.
The towns and mines have been devastated by plundering armies and neglect but are trying to rebuild. One major limiting factor of growth before the war was the lack of wood to feed the furnaces. Some lignite might be welcome here.
Another problem here is the processing of copper into goods. It is being sent into the Harz mountains, where a lot of water driven rolling mills , such as the ones near Harzgerode and Mägdesprung, are in operation. These could be replaced with steam powered rolling mills and hammer works. In fact, in OTL the first steam engine in Germany was erected here in 1783-85. The Hettstedter Maschinenwerkstätte (Hettstedt maschine workshop) played a prominent role in copying the Watts steam engine.
From Hettstedt, we head south again. For about 15 miles there are no notable towns except Aschersleben about 7 miles away from the track. A possible further siding is at Mile 126 near Gross Quenstedt.
Mile 134
Stassfurt, siding, water and coal supply
Stassfurt is a place of great interest. This city seems to be one of the best places to start a chemical industry. The main reason are the va
luable resources of Halite (NaCl), Sylvin (KCl), Gypsum (CaSO4), Bitter Salt (MgSO4), Glaubersalt (Na2SO4) and lignite only two miles away. Because of this abundance of resources, in OTL a serious industry started here and some discoveries regarding the soda were made in Stassfurt.
If the decision is made to establish an industry here again, we could gain early access to a river transportation link by building a bar-topped rail line to the Saale at Bernburg. The line would be about 7.5 miles, and would run over flat terrain. The cars should be drawn by horses. Bernburg has also big resources of limestone and therefore could become a center of lime and cement production. A branch line of two miles from Stassfurt going northwest to the lignite mines of Löderburg may be desirable too.
For the next 17 miles we go north. There is nothing important around here—except for the most fertile soil in Germany. Wheat, corn, oil seeds and sugar beets grow here very well. Imagine, Sodawerke Stassfurt could even offer some additional fertilizer in some years. But for now farming is still depressed here because of the devastation brought by Tilly and others.
A possible further siding is at Mile 126. It's about 2 Miles west from a village named Biere.
Mile 151
Salbke, siding
A little village that will get an big upturn, because land for housing can be obtained cheaply. Work is nearby in Buckau and access into Magdeburg will be easy because a tramline through Magdeburg will be established on our rail track.
The area between the villages Buckau and Salbke in the west and the river Elbe in the east should be used as place for establishing industry. The area is about two miles square. The banks of the Elbe are suitable for getting sand for construction works. Near Buckau, a small harbor or even yard might be possible.