After Tiefensee, the line swung away from the road, running to the east for a while, and then to the north, where about 55 km from the junction with the Eastern Railway, it used to reach its terminus at Wriezen.

According to the initial plans of 1863, it was intended that there would be a perpendicular link from Berlin via Freienwalde and Zehden (now Cedynia) towards Neumark arise, but this line was not built.

Around 1870, Alexis Graf (count) von Haeseler, who was the administrator of the Landkreis (district) of Oberbarnim from 1845–1874 and had an estate in Harnekop, sought the implementation of these plans.

He also offered to provide his own land free of charge, if necessary, for the establishment of the route of the line.

In 1863 the route from Tiefensee along the existing highway through Freienwalde and Zehden to Königsberg was shorter and easier to build.

In 1888, the son of the count, Gottlieb von Haeseler, later a Prussian Field Marshal, revoked the promise previously given by his father to provide land for the construction of the railway.

The western section between Lichtenberg-Friedrichsfelde (then located outside of Berlin, now Berlin-Lichtenberg) and Werneuchen opened to traffic on 1 May 1898.

Trains ran to Friedrichsfelde junction parallel with the tracks of the Prussian Eastern Railway.

The introduction of suburban operations was rejected in 1913, as the cost for doubling the track and the elimination of busy level crossings was considered too high.

After that the line was owned by Deutsche Reichsbahn as far as the border, the rest was taken over by Polish State Railways.

The reconstruction of the Oder bridge lasted until 1955, but the line from Wriezen to Godków was set aside for military purposes.

[7] Passenger operations between Berlin-Lichtenberg and Werneuchen, which was now in the Soviet occupation zone, were resumed in November 1945.

[2] Wriezener Bahnhof was reopened in May 1947 as the terminus in Berlin, but in December 1949 it was permanently closed for passenger traffic.

Major satellite developments were planned in Marzahn and Ahrensfelde; the S-Bahn would ensure access to the central city.

Since 1971, trains have no longer run on the traditional route along the shortest path from Lichtenberg via Magerviehhof to Marzahn, but instead initially continue from Friedrichsfelde on the Eastern Railway east to Biesdorf Cross and from there north on the Berlin outer ring to Marzahn.

[8] From 1976 the electric S-Bahn operated to Marzahn, serving two intermediate stations at Springpfuhl on the outer ring and Karl Maron (now Poelchaustraße) just past the junction.

The housing estate, built out of pre-fabricated, pre-stressed concrete, was still under construction; the district was completed three years after the opening of the S-Bahn.

Again the local trains on the Wriezen line (which ended mostly in Werneuchen) were cut back and now started in Ahrensfelde.

[3] The rest of the German section of the line through the Oderbruch was dismantled in late 1945 as reparations to the Soviet Union.

On the Polish side, there were passenger services between Godków (Jädickendorf) and Siekierki (Zäckerick-Alt Rüdnitz) until 31 July 1991.

[12] After the political change in East Germany (Die Wende) in 1990, regional services were again extended to Berlin-Lichtenberg.

[13] A heritage railway operates on the line from Sternebeck until shortly before Wriezen (the 59.2 km point at the former Krautwurst junction).

It is planned to construct a terminus for the heritage railway’s operations near the level crossing at Vevais.

Since 2006 the municipality of Ahrensfelde and the state of Brandenburg have planned to build a new station in the Ahrensfelde-Rehhahn industrial area on the initiative of a local hotelier.

This is not provided for in the Ordinance on the Construction and Operation of Railways, so a change in federal legislation would be required.