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Dresden–Werdau railway


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Legend
to Dresden-Neustadt
1100 Dresden Altstadt junction Bk
from Dresden-Altstadt Elbe bank
1500 Dresden-Altstadt 120 m
2922 Dresden-Plauen since 1926 135 m
3700 Dresden-Plauen until 1926 139 m
0
3820 Bk Felsenkeller
4600 A 17
5528 Freight line to Tharandt see below
5670 Freital Ost junction Bk 155 m
5717 to Possendorf
6844 Freital-Potschappel 162 m
Narrow gauge line to Nossen and
Niederhermsdorf coal branch line
8736 Freital-Deuben 176 m
10092 Freital-Hainsberg 187 m
Narrow gauge line to Kurort Kipsdorf
11550 Freital-Hainsberg West 190 m
Freight line from Freital Ost junction
13705 Tharandt 208 m
15920 Bk Breiter Grund
18020 Edle Krone 281 m
18200 Edle Krone Tunnel 122 m
Maximum gradient 26% 1:375
21520 Bk Seerenteich
25369 Klingenberg-Colmnitz 436 m
27450 Colmnitz Viaduct148 m
30850 Niederbobritzsch 407 
31250 Niederbobritzsch Viaduct 175 m
Üst Niederbobritzsch
35890 Muldenhütten 395 m
36490 Muldenhütten Viaduct 196 m
38510 Kunstgraben Tunnel 36 m; roof removed
from Halsbrücke
from Moldava– Holzhau
40005 Freiberg Sachs 413 m
to Nossen
42300 Bk Hospitalwald
42810 Nossen–Moldava
45380 Kleinschirma 415 m
48720 Frankenstein Viaduct 349 m
49819 Frankenstein Sachs 396 m
52240 Bk Kaltes Feld
54380 Bk Memmendorf
57149 Oederan 407 m
59100 Bk Breitenau
61560 Bk Hetzdorf
new route 1992
61897 Hetzbach viaduct 344 m
62300
62805
km change -966 m
64750 Falkenau Sachs Süd 310 m
from Neuhausen and Reitzenhain– Marienberg
from Annaberg-Buchholz
67370 Flöha 278 m
67625 B 180 level crossing
68079 Zschopau bridge 65 m
70130 Niederwiesa junction; sig box 1
70170 B 73 LC
from Roßwein
71280 Niederwiesa 291 m
73620 Bk Ebersdorf
7550 Bk Chemnitz-Hilbersdorf sig box A
km change start of line 6257
0490 Chemnitz-Hilbersdorf 325 m
76520 Chemnitz-Hilbersdorf 320 m
from Küchwald and Abzw Chemnitz-Furth
km change end of line 6257
from Riesa
from Neukieritzsch
79730 Chemnitz Hbf 302 m
connection to Chemnitz tram network
81820 Chemnitz Süd 312 m
to Aue and Stollberg
82630 Bk Chemnitz Süd
82850 Chemnitz Mitte 307  m
83480 Chemnitz-Kappel 310 m
85530 Chemnitz-Schönau 320 m
85900 Bk Schönau
B 72
88010 Chemnitz-Siegmar 326 m
91250 Grüna Sachs 350 m
from Limbach and from Küchwald
to Neuoelsnitz
94310 Wüstenbrand former Keilbahnhof 378 m
95907 Bk Oberlungwitz
98230 Hohenstein-Ernstthal 345 m
Interurban tramway to Oelsnitz
98654 Hohenstein-Ernstthal–Oelsnitz tramway
99700 Hüttengrund viaduct 150 m
101220 Bk Hermsdorf
from Stollberg Sachs
104910 St Egidien 283 m
107762 Bk Lobsdorf
109500 Bk Niederlungwitz
112140 Glauchau Sachs 244 m
114310 Bk Gesau
115990 Glauchau-Schönbörnchen 258 m
to Gößnitz
Narrow gauge railway to Ortmannsdorf
120540 Mosel 257 
Industrial line to Zwickau
122790 Oberrothenbach 265 m
125830 Zwickau-Pölbitz 270 m
Industrial line from Mosel
from Schwarzenberg/Johanngeorgenstadt
128350 Zwickau Sachs Hbf Keilbahnhof
130950 "7 Oktober" depot
to Falkenstein Vogtl
131600 Bk Maxhütte
132830 Lichtentanne Sachs 320 m
134502 Bk Steinpleis
134930 Steinpleis 310 m
135626 Steinpleis Viaduct
135700 Werdau wye Zwickau separation
to Leipzig
136260 Werdau wye Neumark separation
to Hof
Source: German railway atlas[1]
Freital Ost junction–Tharandt freight railway
Overview
LocaleSaxony
Line number6259
Technical
Line length8250 km 5126 mi
Track gauge1,435 mm 4 ft 8 1⁄2 in standard gauge
Electrification15 kV/167 Hz AC overhead catenary
Operating speed70 km/h 435 mph maximum
Route map

Legend
kn change -12 m
6844 Freital-Potschappel 162 m
narrow gauge line to Nossen and
Niederhermsdorf coal branch line
connecting line to Freital-Hainsberg
connecting line from Freital-Potschappel
10092 Freital-Hainsberg 187 m
Narrow gauge line to Kurort Kipsdorf
from Freital Ost
13705 Tharandt 208 m
13820 end of line
to Werdau
Source: German railway atlas[1]

The Dresden–Werdau railway is an electrified, double-track main line in the German state of Saxony It runs from Dresden via Freiberg, Chemnitz and Zwickau to Werdau wye, where it joins the Leipzig-Hof railway

The line was opened in several sections and its first section from Werdau to Zwickau was opened 1845, making it one of the oldest railways in Germany The Dresden–Tharandt section was completed in 1855, the Chemnitz–Zwickau section followed in 1858, the line was extended from Tharandt to Freiberg in 1862 and the section from Chemnitz to Flöha was opened as part of the line to Annaberg in 1866 The entire line was not open until 1869, when the missing section from Freiberg-Flöha was opened From then on the railway line developed into an important connection It continues to be an important part of the so-called Saxon-Franconian trunk line German: Sachsen-Franken-Magistrale from Dresden to Nuremberg

Contents

  • 1 History
    • 11 Reconstruction of the Chemnitz rail network
    • 12 Elevation of the line between Dresden and Freital
    • 13 Upgrade of the Zwickau railway lines
    • 14 After the Second World War
    • 15 Electrification
    • 16 Reconstruction between Oederan and Flöha
    • 17 August 2002 floods
    • 18 Upgrades since 2010
  • 2 Route
    • 21 Operating points
    • 22 Engineering infrastructure
  • 3 Traffic
  • 4 References
    • 41 Notes
    • 42 Sources
  • 5 External links

History

Albertsbahn ticket from about 1855

The modern Dresden–Werdau line developed from a series of originally independent sections that were built with the support of the Saxon government and eventually became part of the Royal Saxon State Railways The first section opened on 6 September 1845, as a branch from the Saxon-Bavarian Railway at the modern Werdau wye Werdau Bogendreieck junction to Zwickau

The start of planning for a long-distance railway from Dresden towards Bavaria was the request of mine owners in the Plauen Valley Plauenscher Grund of the Weißeritz river for a line to connect their coal mines with Dresden The request was granted and, on 4 May 1853, the easternmost section of the line from Dresden to Tharandt was opened with branch lines to the mines The line opened on 18 June 1855[2] as the Albertsbahn Albert Railway, named after Prince Albert of Saxony

On 15 November 1858, the Chemnitz–Zwickau section was opened as part of the Riesa–Chemnitz–Zwickau route of the Niedererzgebirgische Staatsbahn Lower Ore Mountains State Railway

However, the planned extension from Tharandt to Freiberg turned out to be problematic At first, the steep slopes between Tharandt and Freiberg were insuperable[3] Ultimately, a route was selected along the Seerenbach Valley to Klingenberg with a maximum gradient of 1 in 40 Several large viaducts had to be built across the successive valleys of the Colmnitzbach, Bobritzsch and Freiberger Mulde rivers By the time construction of this line started in 1859, rail engineers had acquired experience with steep haul operations on such inclines as the Schiefe Ebene and the Geislinger Steige The line was opened to Freiberg on 11 August 1862

The route of the missing section between Freiberg and Chemnitz was more controversial A connection through Hainichen had long been favoured Ultimately, it was decided to build the shorter but more expensive route through Oederan, which had a steep ramp section and required the construction of several large viaducts Between Flöha and Chemnitz, the line used the route of the Chemnitz–Annaberg railway, which had opened in 1866, and only the installation of a second track was necessary On 1 April 1869 the Freiberg–Chemnitz section was opened, so that for the first time a connection existed between the eastern and the Western Royal Saxon State Railways in Saxony[4] As a result, the now completed Dresden–Werdau railway became an important rail link between Silesia and Southern Germany

On 19 September 1895, a military train and a passenger train collided at Oederan Ten people died and six were also injured[5]

Reconstruction of the Chemnitz rail network

In the 1880s, the Chemnitz railway node was no longer able to cope with the increase in traffic, especially freight In spite of major upgrades at various locations including the expansion of the Altchemnitz station and the construction of the Kappel freight yard, the construction of a marshalling yard became unavoidable Finally, various projects were selected, which included construction to the south of the existing workshops At the same time, the Dresden–Werdau railway was moved north of the workshops Construction began in 1896, and the marshalling yard was opened in 1902[6]

Around the turn of the century, road traffic in the city of Chemnitz was growing As the rail traffic also increased, the numerous level crossings became more and more of a problem A railway attendant with a warning flag and a bell had to walk in front of the train at Dresdner Platz Therefore, from January 1903 the Chemnitz–Altchemnitz section was lowered and the section between Altchemnitz and Chemnitz coal yard was raised above street level In addition, the line was rebuilt with four tracks in these sections The reconstruction was completed at the end of 1909[7] Since the Chemnitz–Adorf railway was upgraded to two tracks as far as Einsiedel at the same time, six tracks were now located next to each other on the section between Chemnitz Hauptbahnhof and Chemnitz Süd

Traffic continued to increase after the end of the First World War Therefore, quadruplication of the Niederwiesa–Chemnitz–Hilbersdorf section was started in 1915[8] and finally completed in 1924 Since the Hilbersdorf marshalling yard was inadequate, possible solutions were sought Proposals for another line south or north of the existing main Dresden–Werdau line were not pursued Instead of a proposal that had gained favour that included a complicated southern detour with three tunnels that were each about 1 km-long, an upgrade of the existing marshalling yard was carried out Despite this reconstruction, which was completed in 1930, Chemnitz station remained an intractable bottleneck[9]

Elevation of the line between Dresden and Freital

Level crossing at the street of Altplauen around 1910 Dresden-Plauen S-Bahn station is now in the same place on a bridge

In 1900, the situation on the Dresden–Freital section was similar to that in Chemnitz; the growing road and rail traffic caused more and more problems Therefore, from 1901 to 1905, the railway was also raised higher, in order to eliminate the level crossings[10] Around 1910, the tracks on the Dresden Hbf–Dresden-Plauen section and from 1909 to 1912 on the Freital Ost junction–Tharandt section were quadrupled At the same time, the station facilities were rebuilt From then on the freight traffic could be separated from the passenger traffic Because of the First World War, work on a 3 km-long section in between was not carried out beyond preparatory work The elevation of the tracks took place between 1923 and 1926 on the section between the Dresden-Altstadt exit and Weißeritzbrücke in the vicinity of old Dresden-Plauen station The old Dresden-Plauen station was closed and replaced by a new building at its current site

Upgrade of the Zwickau railway lines

In Zwickau, the railway network was also not longer able to cope with traffic by around 1910 as traffic had risen sharply since the 1880s, but the rail infrastructure had hardly changed At that time, the largest railway freight yard in Saxony had to be fundamentally rebuilt At the same time, the tracks were to be elevated, as in Chemnitz and Dresden, so as not to obstruct road traffic This work was delayed by the First World War and actual construction only began after the end of the war However, this work went very slowly, so the elevation of the lines between Zwickau Pölbitz and Zwickau Hauptbahnhof took place between 1921 and 1925 11 level crossings were replaced completely For the most part, the reconstruction works, during which the Hauptbahnhof received a new entrance building, were not completed until the end of the 1930s Further construction began during the Second World War, but it could not be finished due to personnel and material shortages[11]

After the Second World War

While large sections of the railway largely survived World War II, numerous railway installations were severely damaged or completely destroyed, especially in the Dresden, Chemnitz and Zwickau areas In contrast to other lines, however, no major bridges were blown up by the Wehrmacht However, in 1946, the line was completely dismantled down to one track and numerous platform tracks were dismantled as war reparations As the ability of the important line to handle traffic was considerably reduced, the second track was restored on some sections in Dresden and Chemnitz by the early 1950s The second track was restored on the bulk of the route in the 1960s and 1970s, but it was not until the middle of the 1970s that the second track had been completely re-built Nevertheless, the line did not achieve the same importance as it did before the Second World War, since the division of Germany after 1945 meant that most traffic now ran in the north–south direction

Electrification

After the re-electrification of the network in Central Germany, the electrification of the so-called Sächsisches Dreieck Saxon triangle: the Dresden–Werdau, Leipzig–Dresden and Leipzig–Zwickau lines was one of the most important investment projects of Deutsche Reichsbahn In addition to significant cost savings in railway operations, this also promised a significant reduction in travel times, particularly as the use of bank engines on the steep slopes on the Tharandt-Klingenberg–Colmnitz and Flöha–Oederan sections would no longer be necessary with electric traction

Construction work for the electric catenary started in the early 1960s The construction of the facilities between Freiberg and Werdau was relatively unproblematic However, the electrification between Dresden and Freiberg, especially around Edle Krone, was more difficult because restricted clearances hindered the construction of the catenary The most important building project in this section was the widening of the Edle Krone tunnel, since the lowering of the tracks was impossible because of bridges connecting directly to the tunnel Many catenary masts had to be constructed as special constructions with catenary supports over both tracks The overhead was opened between 1963 and 1966 in sections starting from Werdau:

Opening Section km
01 October 1963 Altenburg– Werdau–Zwickau 447
30 May 1965 Zwickau–Karl-Marx-Stadt Hilbersdorf 523
26 September 1965 Karl-Marx-Stadt Hilbersdorf–Freiberg 362
25 September 1966 Freiberg–Dresden Hbf 426

The possible travel time reductions were put into full effect in the winter 1966/67 timetable Steam-driven express trains needed a total of 55 minutes between Karl-Marx-Stadt Hbf and Freiberg After the electrification, the running time was reduced to only 35 minutes Even more significant reductions in travel time for freight trains resulted from the discontinuation of bank engine operations between Flöha and Oederan The 1300 tonne Dg 7301 locomotives took 61 minutes on the same section compared with 122 minutes before electrification[12]

Reconstruction between Oederan and Flöha

Hetzdorf Viaduct at the beginning of the 1990s

In the mid-1980s, the Hetzdorf Viaduct over the Flöha valley in the distinct of Mittelsachsen, which dated from the opening of that section of the line, had reached the end of its service life In the final years, crossing the viaduct was only possible at a top speed of 20 km/h, which greatly restricted the section's capacity Deutsche Reichsbahn eventually designed a straightened route bypassing the old viaduct The new bridge consists of two prestressed concrete bridges, each 344 metres long, that cross the Hetzbach and Flöha valleys The construction company VEB Autobahnbaukombinat "Publicly Owned Operation for motorway construction combine" built the bridges from 1987 onwards using the incremental launch method, for the first time during the construction of a railway bridge in East Germany The new line was completed and put into operation on 12 May 1992, shortening the connection between Dresden and Chemnitz by about one kilometre[13][14][15]

The new section is 2,0339 metres long, 9661 m shorter than the old route It has grades of up to 168%[14]

August 2002 floods

Among other things, near the Felsenkeller Brewery in the Plauenschengrund, flooded by the Weißeritz in the August 2002 and severely damaged

The about 25 km-long Dresden–Klingenberg-Colmnitz section was heavily damaged by the 2002 floods on 12 August, especially by the Wild Weißeritz and the Weißeritz and more than 15 km of the line was completely destroyed The section had previously been extensively renovated and was due to be returned to service on 13 August 2002[16]

Between Klingenberg-Colmnitz and Dresden, rail replacement bus services were established and long-distance traffic on the Chemnitz–Dresden section was only served by replacement buses From the autumn of 2003, Tharandt station was served again from Freiberg and services on the remainder of the line were restored on 14 December 2003[16] During the construction work, the need for protection from future floods was taken into account Among other things, the bridge abutments were built at a right angle to the direction of flow[17]

Upgrades since 2010

The seven kilometre section between Hohenstein-Ernstthal and St Egidien was upgraded from mid-May 2010 to mid-December 2011 Around €38 million was used from an economic stimulus package and from Deutsche Bahn’s own resources[18][19]

From the beginning of 2010 to December 2013, the approximately 490 m-long underpass running under Dresdner Platz in Chemnitz that is used by the parallel tracks of the Dresden–Werdau and Chemnitz–Adorf railways, was replaced at a cost of €25 million During the demolition of the old tracks and the new construction, both road and railways were kept open for traffic

Deutsche Bahn AG is planning to rebuild three rail overpasses in Plauen from 2016 to 2018 and to rebuild Dresden-Plauen station in a different location The new station will be barrier-free and have a lift Concrete plans have not yet been completed[20]

Deutsche Bahn AG is also planning to modernise the Chemnitzer Bahnbogen "Chemnitz railway arc", a 28 kilometre-long section of the Dresden–Werdau railway in the city of Chemnitz, probably from 2019 to 2022 The planned measures include, among other things, the reconstruction of Chemnitz Süd station, the relocation of Chemnitz Mitte station to a new station at Stollberger Strasse and the reconstruction of tracks, overhead lines, retaining walls and five railway overbridges In addition to the Chemnitz Viaduct, the bridges included are the crossings of Augustusburger Straße, Bernsdorfer Straße, Reichenhainer Straße and Stollberger Straße The railway viaduct in Reichsstraße is being refurbished and refilled The federal government and Deutsche Bahn AG have set aside a total of around €95 million for these measures The new construction and the reconstruction are to be carried out with rail operations continuing on a single track The planning approval procedure was initiated in September 2015 If this can be completed by 2018, construction may start by 2019[21]

Route

Approach to Dresden Hauptbahnhof

The route leaves Dresden Hauptbahnhof and runs to a triangular junction where lines branch off to Dresden-Neustadt and turns south past the rail museum in the former Dresden-Altstadt depot From Dresden-Plauen station it runs to Freital through the narrow valley of the Weißeritz known as the Plauenscher Grund and crosses Autobahn 17 The standard gauge Windberg Railway Windbergbahn formerly branched off between Dresden-Plauen and Freital-Potschappel

Just south of Freital-Hainsberg, where the 750 mm gauge Weisseritz Valley Railway begins, the line passes the confluence of the Weißeritz’s tributaries: the Red Weißeritz and the Wild Weißeritz The line follows the Wild Weißeritz through Tharandt to Edle Krone To the west lies the Tharandt Forest The line is used by S-Bahn line S3 as far as Tharandt Starting in Tharandt the line is extremely steep for a main line, with a slope of 1 in 40, sometimes even 1 in 39 In the age of steam, which lasted until the electrification of the line in the mid 1960s, this ramp could only be climbed by the use of locomotives in multiple This gradient was necessary to climb the Ore Mountain Foreland Erzgebirgsvorland After Edle Krone station, the line runs through a 122-metre-long tunnel In Klingenberg Colmnitz, the line reaches 435 m above sea level, a rise of 228 metres in 116 kilometres This station was once the starting point of the 750 mm gauge railways of the Wilsdruff Network to Frauenstein and Oberdittmannsdorf

Frankenstein Viaduct, built 1868 New Hetzdorf Viaduct

Now begins a section with a number of viaducts The first viaduct spans the Colmnitzbach in Colmnitz In Niederbobritzsch, a town in the district of Bobritzsch, the line crosses the Bobritzsch river on a 26-metre-high 85 ft viaduct After Muldenhütten station, the line crosses the 196 metres-long and 428 metres high viaduct over the Freiberger Mulde At the 400 km mark the line reaches Freiberg station It was formerly a major rail hub, but it is now only the end point for Dresden S-Bahn line S30 peak-hour services and the starting point of the branch line to Holzhau The line to Holzhau together with the Zellwaldbahn Zellwald Railway form the Nossen–Moldava Moldau line, which was restored to operation on 5 November 2005 That line branches off to the west of Freiberg station and runs north to Nossen At this junction, the Dresden–Werdau line passes under federal highway 173 for the first time

About 15 km east of Frankenstein station, in Wegefahrt, the line runs across one of the most impressive railway viaducts of the 19th century, the 3485-metre-long 1,143 ft and 39-metre-high 128 ft Frankenstein viaduct, which crosses the valley of the Striegis Shortly before Oederan the line passes under highway 173 again Before Flöha the line connects with the branch line from Marienberg and Olbernhau Until 1991, the line crossed the Flöha river on the old Hetzdorf Viaduct; it now runs along a new section with two prestressed concrete viaducts After passing the junction with the Marienberg branch line and another line from Annaberg-Buchholz, the line reaches the town of Flöha and then crosses the Zschopau river Niederwiesa, the second last stop before Chemnitz Hauptbahnhof for regional trains, is the beginning of a branch line to Hainichen Chemnitz-Hilbersdorf station used to be the site of an important rail depot and one of the largest marshalling yards in Saxony; it is now closed After connecting with two lines from the north, the line from Riesa and the line from Leipzig, the Dresden–Werdau line reaches Chemnitz Hauptbahnhof

Beckerbrücke Viaduct in Chemnitz 2016

After the station, the railway line runs along a wide curve south of the city centre as a direct route through the centre was not possible at the time of the construction[22] At Chemnitz Süd south, a line branches off to Aue and to Stollberg The Dresden–Werdau line turns to the west, running through the suburbs of Chemnitz and then starts to leave the wide basin of the Chemnitz river Before Chemnitz-Siegmar, the line passes under the A 72 During the time of East Germany, the area west of Chemnitz was in the county of Hohenstein-Ernstthal, which was the most densely populated county in that country Accordingly, the density of stations in the region is unusually high After Hohenstein-Ernstthal, the line passes under highway B 180 to reach St Egidien station, where another line to Stollberg starts At Glauchau, the Glauchau–Wurzen railway Mulde Valley Railway used to branch off, but almost all of it is now closed At the next station, Glauchau-Schönbörnchen, the line to Gößnitz branches off The line now turns south and follows the course of the Zwickauer Mulde The line passes through the town of Mosel, which is the location of a Volkswagen factory, and crosses the four-lane federal highway B 93 and B 175 After 128 km the line finally reaches Zwickau Hauptbahnhof The line continues past the disused Zwickau marshalling yard for about five km west to Werdau wye Werdau Bogendreieck junction, which enables trains leaving Zwickau to run forward in either direction on the Leipzig–Hof railway, that is both to Leipzig via Werdau and to Hof and Nuremberg via Reichenbach The line ends here, 13596 km from Dresden[23]

Operating points

Dresden Albertbahnhof 51°02′55″N 13°42′55″E / 510486°N 137152°E / 510486; 137152

The line originally started at the Albertbahnhof Albert station of the Albertsbahn AG company After its nationalisation, the line was integrated into the Dresdner Böhmischen Bahnhof Dresden Bohemian station, the current main station Since the spring of 1869, all passenger trains have run from the Bohemian station From then on, the Albertbahnhof served as a so-called Kohlenbahnhof coal station for freight transport only, so that, for example, approximately 500,000 tonnes of coal were handled there annually in around 1900 Gradually, however, the station lost its importance, although in the 1960s, the construction and operation of the Nossenerbrücke cogeneration power station led to a stabilisation of transshipment volumes After 1990, freight traffic collapsed completely, with the only major transport activity recorded during the construction of the Dresden World Trade Center[24] All the rail infrastructure has been demolished

Dresden Hauptbahnhof in about 1900

Dresden Hbf 51°02′25″N 13°43′53″E / 510403°N 137313°E / 510403; 137313

Main article: Dresden Hauptbahnhof

As each of the original railway companies had built its own station in Dresden, there was originally no central station was for the transfer of passengers Nevertheless, passenger trains running towards Werdau started to run from the Bohemian station in 1869, which became increasingly the city's busiest station When the railway facilities became completely overloaded in the early 1890s, it was decided to make a major change In addition to the creation of the Dresden-Friedrichstadt station, the construction of a main station Hauptbahnhof was one of the central elements The new station located on the site of the Bohemian station was opened in 1898 The trains coming from the Werdau direction now terminated on the low level terminal tracks[25] Plans for additional new construction elsewhere were not implemented either before or after the Second World War

Dresden-Plauen 51°01′47″N 13°42′12″E / 510296°N 137032°E / 510296; 137032

Main article: Dresden-Plauen railway station

Plauen bei Dresden "Plauen near Dresden" halt was opened on 18 June 1855 together with the Albertsbahn Albert Railway and was located to the left south-east of the railway In 1897, the so-called Alte Bahnhof "old station" Plauen was opened with the station building located near the right-hand side of the current tracks Since the station was located quite poorly for the population of Dresden-Plauen, which had now grown to 12,000 people, a new station was opened about 800 m further north in January 1926 and the old station was closed[26] This halt, opened in 1926, is to be renovated by the middle of 2018[27]

Freital-Ost “Freital east” junction 51°00′58″N 13°40′27″E / 51016001°N 13674150°E / 51016001; 13674150

The Windberg Railway starts at the former Block post of Freital-Ost junction on the Dresden–Werdau railway From 1912, the line branched off the main line to the right and ran parallel with the freight line to Tharandt and then crossed it at the so-called Höllenmaul "hell’s mouth" A further railway connection to Freital Ost station only served freight traffic In 1946, Deutsche Reichsbahn dismantled both branches as war reparations to the Soviet Union All the rail operations now took place on track 1, which had originally been built as a separate link to Freital-Potschappel station The Höllenmaul was filled in 1984 and completely demolished during the upgrade of this section of the Dresden–Werdau railway in 2003 The points at Freital-Ost junction were abolished in 2003[28]

Freital-Potschappel 51°00′48″N 13°39′41″E / 510133°N 136615°E / 510133; 136615

Main article: Freital-Potschappel station

Of the six Freital stations, Freital-Potschappel station is the most important[29] The Niederhermsdorfer Kohlezweigbahn "Niederhermsdorf coal branch railway" branched off here to two coal shafts from 1856 onwards Its route was used in the construction of the 750 mm gauge Potschappel–Wilsdruff railway opened in 1886 Extensive goods and transhipment facilities were built In Potschappel, which were further expanded during the elevation of the line and its quadruplication after 1900[30]

In 1913, a narrow-gauge connecting track was established, which was used for freight transport and the exchange of rolling stock with the Weißeritz Valley Railway Weißeritztalbahn The narrow-gauge line towards Wilsdruff was shut down in 1972, since which the maintenance of Weißeritz Valley Railway rolling stock has only been carried out in Freital-Potschappel

Freital-Deuben 50°59′57″N 13°38′47″E / 509993°N 136465°E / 509993; 136465

The halt has had three different names during its period of operations:

  • until 11 January 1918: Deuben
  • until 30 September 1921: Deuben Bez Dresden
  • since 1 October 1921: Freital-Deuben

The halt was opened in 1855 and is located on the border between the two Freital districts of Deuben and Döhlen The station had a great importance in commuter traffic until the turn of the century due to the founding of the steelworks in Döhlen, also in 1855, where up to 5,000 people were employed[31] Today services on line S 3 of the Dresden S-Bahn and Dresden–Zwickau Regionalbahn services stop at the station When Interregio-Express services ran, they also stopped there With the abandonment of the use of tilting, stopping at the station was abandoned in order to save time

Freital-Hainsberg 50°59′20″N 13°38′13″E / 509890°N 136370°E / 509890; 136370

Freital-Hainsberg station Main article: Freital-Hainsberg station

Freital-Hainsberg station has been the terminus of the narrow-gauge Weißeritz Valley Railway since 1 November 1882 Its present appearance dates from its reconstruction in 1903 to 1912 as a transhipment station between the standard and narrow-gauge railways In addition to the locomotive depot and the former freight transport infrastructure, there are several sidings The station was opened on 28 June 1855 and was raised to the status of a station on 1 October 1874 The station has had four different names in its history:

  • until 12 January 1918: Hainsberg
  • until 12 December 1933: Hainsberg Sa
  • until 29 September 1965: Hainsberg Sachs
  • since 29 September 1965: Freital-Hainsberg

In Freital-Hainsberg is served by services of the S-Bahn line S3 and Regionalbahn line RB30 between Dresden and Zwickau

Freital-Hainsberg West 50°58′52″N 13°37′22″E / 509810°N 136227°E / 509810; 136227

Freital-Hainsberg West station

Freital-Hainsberg West halt was opened on 25 September 1977 It has an island platform and three tracks

Entrance building of Tharandt station

Tharandt 50°58′59″N 13°35′34″E / 509830°N 135929°E / 509830; 135929

Main article: Tharandt station

Tharandt station, east of the city of Tharandt, was of great importance until electrification in the 1960s In order to cope with the steep gradient up to Klingenberg-Colmnitz, most of the trains received an additional bank or pilot locomotive In freight traffic, this procedure was still practiced until the 1990s

The locomotive depot for the bank locomotives was superfluous after the electrification and was disbanded in September 1966[32] Until its demolition in the 1990s, it served as a depot of the Dresden Transport Museum

Today, most services of line S3 of the Dresden S-Bahn terminate in Tharandt and it is also served by the Franken-Sachsen-Express

Edle Krone

Edle Krone 50°57′00″N 13°35′01″E / 509500°N 135835°E / 509500; 135835

Edle Krone halt was opened on 11 August 1862 as Haltestelle Höckendorf and renamed Edle Krone in 1871 The station is in the Wild Weißeritz valley on the southeastern edge of the Tharandt Forest Tharandter Wald was reclassified as a station on 1 May 1905, but reverted to a halt on 31 July 1999

Klingenberg-Colmnitz 50°55′33″N 13°30′03″E / 509258°N 135007°E / 509258; 135007

Main article: Klingenberg-Colmnitz station

Klingenberg-Colmnitz was the "mountain station" of the Tharandter Steige From 1898 to 1972, the 750 mm gauge railways to Frauenstein and to Oberdittmannsdorf began in the station

Niederbobritzsch 50°54′05″N 13°26′26″E / 509013°N 134406°E / 509013; 134406

Niederbobritzsch halt was opened on 11 August 1862 and was reclassified as a station in 1905 Later the station reverted to being a halt The station building is still preserved at the site[33] Since 9 December 2007 it is served by the Dresden S-Bahn in the peaks

Muldenhütten station 2016

Muldenhütten 50°54′19″N 13°23′20″E / 509052°N 133888°E / 509052; 133888 Muldenhütten station was opened as a halt on 8 December 1861 In 1905 the station was reclassified as a station, but it was downgraded to a halt In 2002 Since 9 December 2007, the station has served by the Dresden S-Bahn in the peaks In the immediate vicinity is the industrial area of Muldenhütten, the oldest still operating industrial site in Germany The entrance building was demolished in 2004[34]

Freiberg Sachs station

Freiberg Sachs 50°54′29″N 13°20′40″E / 509081°N 133444°E / 509081; 133444

Main article: Freiberg Sachs station

Freiberg station was opened on 11 August 1862 as the terminus of the line from Dresden, which was extended to Chemnitz in 1869 The construction of the Nossen–Moldava railway 1873/1885 and the branch lines to Halsbrücke, Langenau and Großhartmannsdorf 1890 made Freiberg one of the most important railway junctions in Saxony

Kleinschirma station 2016

Kleinschirma 50°54′10″N 13°16′54″E / 509027°N 132817°E / 509027; 132817

Kleinschirma halt was inaugurated on 1 March 1869 It is located in the south-west of the village near federal highway 173

Frankenstein station 2016

Frankenstein Sachs 50°54′09″N 13°13′41″E / 509024°N 132281°E / 509024; 132281

The station has had four different names:

  • until 30 April 1903: Frankenstein
  • until 30 June 1911: Frankenstein in Sachsen
  • until 21 December 1933: Frankenstein Sa
  • since 22 December 1933: Frankenstein Sachs

Although the station lies on the municipality of Oberschöna, the station was named after Frankenstein, which lies about 750 metres awayn now in the municipality of Oederan In addition to Oberschöna about one kilometre away, the station also serves Wegefarth At first Frankenstein was only a halt, but it was reclassified as a station on 1 May 1905 Although initially located on an open field where the Oberschöna–Frankenstein road crossed the line, several businesses were established in the immediate vicinity of the station Several railway residences were also built near the station The locality is now named Bahnhof Frankenstein after the station

Apart from an entrance building, which was built as a typically Saxon rectangular building, a freight shed was built There was also a loading ramp and a side loading ramp for freight transport A private siding branched off within the station[35] The station tracks have now been dismantled except for the two main tracks and a crossover Access to the outer platform is now via the road level crossing instead of the former station level crossing[36]

Oederan station

Oederan 50°51′26″N 13°10′34″E / 508572°N 131761°E / 508572; 131761

Oederan station was opened on 1 March 1869 Between 1905 and 1930, the name was spelled "Öderan"

Falkenau Sachs Süd station

Falkenau Sachs Süd 50°50′57″N 13°06′32″E / 508492°N 131090°E / 508492; 131090

Falkenau Sachs Süd halt was opened on 1 March 1869 as Falkenau station It has had the following names:

  • until 1911: Falkenau
  • until 1933: Falkenau Sa
  • until 1966: Falkenau Sachs

As the present name suggests, the station is located in the south of the suburb of Flöha, to which it now belongs Falkenau Sachs Hp halt, which opened in 1928, is located on the Reitzenhain–Flöha railway and is located on the northeast edge of Falkenau

Entrance building of Flöha station, 2008

Flöha 50°51′15″N 13°04′33″E / 508541°N 130758°E / 508541; 130758

Main article: Flöha station

At first, Flöha station was only a through station on the Chemnitz–Annaberg railway, opened in 1866 With the building of the Freiberg–Flöha section of the Dresden–Werdau railway, a new station was built to the north-east of the existing station Since then the entrance building has been a Keilbahnhof "wedge station" With the construction of the Reitzenhain–Flöha railway, opened in 1875, another station was built to the northeast by the Chemnitz-Komotauer Eisenbahngesellschaft Chemnitz-Chomutov Railway Company[37][38]

The present stately entrance building was built during a large reconstruction of the station in the 1930s[37] Although the station has been substantially reconstructed, there are still six platform faces available

Niederwiesa station

Niederwiesa 50°51′45″N 13°01′24″E / 508626°N 130232°E / 508626; 130232

Niederwiesa station was opened on 14 May 1866 It has been the terminus of the Roßwein–Niederwiesa railway since 1869 Trains have only operated to Hainichen since 1998 Since the modernisation of this line, it has been part of City-Bahn Chemnitz

Chemnitz-HIlbersdorf station with City-Bahn service 2016

Chemnitz-Hilbersdorf Hp 50°51′42″N 12°57′12″E / 508618°N 129534°E / 508618; 129534

Chemnitz-Hilbersdorf was first opened as a "halt point" Haltepunkt on 15 August 1893 Already after a short time it was reclassified as "halt place" Haltestelle This was upgraded with the construction of the marshalling yard to a station Bahnhof At the same time, the station was moved to the present location between Chemnitz-Hilbersdorf and Ebersdorf[39] The station is now classified as a halt point

Chemnitz-Hilbersdorf 50°51′40″N 12°57′08″E / 508612°N 129521°E / 508612; 129521

Main article: Chemnitz-Hilbersdorf station

The marshalling yard, which was urgently needed to relieve Chemnitz Hauptbahnhof from freight traffic, was built between 1896 and 1902 at the location of the first Hilbersdorf station In addition to the marshalling yard, which was designed as a hump yard, extensive locomotive maintenance facilities were built, which later developed into the Bahnbetriebswerk Chemnitz-Hilbersdorf

Since the capacity of the station in the 1920s was no longer sufficient, it was modernised in the late 1920s A modern marshalling layout was installed Thus Hilbersdorf was the second-largest marshalling yard in the railway division of Dresden Reichsbahndirektion Dresden after Dresden-Friedrichstadt

After German reunification in 1989/90, freight traffic almost collapsed Therefore, large parts of the marshalling yard were abandoned and the yard was completely closed in 1996 The Saxon Railway Museum is now housed in the former locomotive depot[40]


Chemnitz Hbf 50°50′28″N 12°55′53″E / 508411°N 129314°E / 508411; 129314

Main article: Chemnitz Hauptbahnhof

Today's Chemnitz Hauptbahnhof was built in 1852 as the terminus of the Riesa-Chemnitz route With the opening of the Chemnitz-Zwickau 1858, Chemnitz-Annaberg 1866, Borna-Chemnitz and Chemnitz–Adorf 1875 lines, it became one of the most important Saxon railway nodes In addition to passenger traffic, the station was also important in freight transport, as it was the only station in Chemnitz that handled freight until the end of the 1870s Since the 1990s, its importance has been greatly diminished by the general drop in traffic, loss of long-distance services and the closure of some lines Freight is no longer handled at the station The large Chemnitz Hbf locomotive depot Bahnbetriebswerk, which was later worked jointly with the Chemnitz-Hilbersdorf locomotive depot, still exists today as the Chemnitz locomotive depot[41]

Chemnitz Süd station

Chemnitz Süd 50°49′24″N 12°55′34″E / 508233°N 129260°E / 508233; 129260

Main article: Chemnitz Süd station

The station later called Chemnitz Süd was built in 1875 when the Chemnitz-Aue-Adorfer Eisenbahn-Gesellschaft Chemnitz–Aue–Adorf Railway Company established its own station for its Chemnitz–Adorf railway The company was nationalised one year later, and the trains were then connected to the main station, as were the trains on the Zwönitz–Chemnitz Süd railway, which opened in 1895 Today's station was built during the 1900s during the raising and lowering of sections of the line For the first time, trains on the Dresden–Werdau line also stopped; there had been no platform on this line before

Particularly in freight transport, Chemnitz Süd had early significance and its large freight station section was administered as a separate operating point for a time

Chemnitz Mitte 50°49′35″N 12°54′45″E / 508265°N 129124°E / 508265; 129124

Karl-Marx-Stadt-Kappel container yard, 1982

Chemnitz-Kappel 50°49′24″N 12°54′09″E / 508234°N 129025°E / 508234; 129025

The halt had five different names during its period of operations:

  • until 31 July 1882: Chemnitz Kohlenbf
  • until 30 April 1904: Kappel i Sachsen
  • until 30 June 1911: Chemnitz-Kappel Güterbf
  • until 9 May 1953: Chemnitz-Kappel
  • until 29 May 1990: Karl-Marx-Stadt-Kappel
  • since 30 May 1990: Chemnitz-Kappel

The 1880 station was opened as Chemnitz Kohlenbahnhof "Chemnitz coal yard" This meant that the numerous factories in the west of the city had access to a nearby freight yard At first, it had been planned to build a yard at Nicolaivorstadt, but since the land required for the construction was much cheaper in Kappel, the yard was built there[42]

Chemnitz-Kappel was converted into a container depot at the end of the 1960s The container loading facility went into operation in December 1968 as a separate operating point The yard was finally closed in 1999[42] After that, all the tracks have been dismantled so that the area is as run down as the Hilbersdorf yard

Chemnitz-Schönau station

Chemnitz-Schönau 50°49′05″N 12°52′35″E / 508181°N 128764°E / 508181; 128764

The halt has had four different names during its operations:

  • until 31 October 1950: Wanderer-Werke
  • until 9 May 1953: Chemnitz Wanderer-Werke
  • until 29 May 1990: Karl-Marx-Stadt-Schönau
  • since 30 May 1990: Chemnitz-Schönau

The station was opened in 1940, mainly for commuter traffic to the numerous industrial enterprises along this section of the line Today, the facilities consist of two side platforms, which are connected by a pedestrian bridge

Chemnitz-Siegmar station

Chemnitz-Siegmar 50°48′57″N 12°50′50″E / 508158°N 128473°E / 508158; 128473

The station had four different names during its period of operations:

  • at its opening: Siegmar
  • until 31 October 1950: Siegmar-Schönau
  • until 9 May 1953: Chemnitz-Siegmar
  • until 29 May 1990: Karl-Marx-Stadt-Siegmar
  • since 30 May 1990: Chemnitz-Siegmar

Although the station was opened in 1858, it gained importance during the period of industrialisation in the late 19th century when numerous companies built larger factories in the station area

Grüna Sachs 2016 station

Grüna Sachs 50°48′41″N 12°47′55″E / 508113°N 127985°E / 508113; 127985

Grüna Sachs halt was opened on 15 November 1858 Grüna had a second station between 1897 and 2004 called Grüna Sachs ob Bf, which was built on the Limbach–Wüstenbrand and Küchwald–Obergrüna railways The halt on the Dresden–Werdau railway bore the following names:

  • until 1910: Grüna
  • until 1911: Grüna Sachsen Hp
  • until 1933: Grüna Sa Hp
  • since 1933: Grüna Sachs Hp
Wüstenbrand station

Wüstenbrand 50°48′19″N 12°45′23″E / 508054°N 127565°E / 508054; 127565

Main article: Wüstenbrand station

Wüstenbrand station has existed since the opening of the railway in 1858 At first only the Neuoelsnitz–Wüstenbrand railway of the Chemnitz-Würschnitzer Eisenbahngesellschaft Chemnitz-Würschnitz Railway Company connected there It was later extended to Höhlteich The Limbach–Wüstenbrand railway was opened in 1897 The latter partly served together with the Küchwald–Obergrüna railway opened in 1903 as a detour for the Chemnitz–Wüstenbrand section

All three lines have now been closed, but Wüstenbrand can now be used for overtaking There are also two freight tracks, which are not currently used[43]

The now demolished entrance building of Hohenstein-Ernstthal with the station forecourt, 2003

Hohenstein-Ernstthal 50°47′54″N 12°42′22″E / 507984°N 127062°E / 507984; 127062

Main article: Hohenstein-Ernstthal station

The Hohenstein-Ernstthal–Oelsnitz Tramway, an interurban, had its starting point on the forecourt of Hohenstein-Ernstthal station from 1913 to 1960

The station was extensively rebuilt in the 2000s The entrance building, part of which dated from the beginning, has been demolished and replaced by a bus station There are now only three tracks in the station

St Egidien 50°47′21″N 12°37′21″E / 507893°N 126224°E / 507893; 126224

Main article: Sankt Egidien station

St Egidien station was opened on 15 November 1858 Since 1879 the station has also been the terminus of the Stollberg–St Egidien railway, which have been operated by diesel City-Bahn Chemnitz services since its modernisation

Glauchau Sachs 50°49′44″N 12°32′57″E / 508288°N 125493°E / 508288; 125493

Main article: Glauchau Sachs station

Until 1875, Glauchau station was a through station With the opening of the Glauchau–Wurzen railway, Glauchau also received a locomotive depot, which later became Bahnbetriebswerk Glauchau, which was an independent operating point until the end of 1993

Glauchau-Schönbörnchen 50°49′18″N 12°30′06″E / 508218°N 125017°E / 508218; 125017

Glauchau-Schönbörnchen halt until 1931: Schönbörnchen has existed since 1 November 1885 Previously there had only been a junction with the line to Gößnitz With the conversion of the station tracks to electronic interlocking, the station, which was temporarily classified as a station Bahnhof, reverted to being a halt Haltepunkt, that is it has no sets of points

Mosel station

Mosel 50°47′01″N 12°28′53″E / 507837°N 124815°E / 507837; 124815

Main article: Mosel station

Mosel halt has existed since the opening of the line in 1858 and was reclassified as a station on 1 January 1875 With the opening of the 750 mm gauge Mosel–Ortmannsdorf railway, Mosel became a local railway junction in 1885; a previous concession for the construction of a railway through Mülsen by a private company had been cancelled before the beginning of the construction[44] In 1893, the freight only Zwickau–Crossen–Mosel railway was opened The narrow gauge railway was closed and dismantled in 1951 and the industrial railway also lost its importance in the 1990s In addition to the delivery of components to the nearby Volkswagen works, the busy connecting line to this plant also starts in Mosel

Oberrothenbach 50°45′50″N 12°28′33″E / 507639°N 124758°E / 507639; 124758

Oberrothenbach halt was opened on 1 May 1886 under the administration of Mosel station It consisted only of two side platforms, a passenger subway and a wooden waiting room built in 1895 The latter was not used from the end of the 1970s and was demolished in 1982[45]

Zwickau-Pölbitz 50°44′14″N 12°28′47″E / 507373°N 124796°E / 507373; 124796

Pölbitz halt was opened on 1 April 1895 That year, Pölbitz was incorporated into Zwickau The halt was renamed Zwickau and from 1911 called Zwickau Sa Hp Zwickau Saxony halt In 1924, it was renamed Zwickau-Pölbitz As a result of industrialisation, the district of Pölbitz had grown strongly, from then on the halt was used mainly by commuter traffic During the elevation of the railway tracks in Zwickau, a massive entrance building was built in Pölbitz from 1923 to 1925 Since the halt is no longer staffed, the building is empty[46]

The entrance building of Zwickau Hauptbahnhof, which was opened in 1936

Zwickau Sachs Hbf 50°42′52″N 12°28′29″E / 507145°N 124746°E / 507145; 124746

Main article: Zwickau Hauptbahnhof

The first Zwickau station was opened in 1845, when a branch line was opened to the Werdau wye In the 1860s, the station became an important railway junction when the lines from Chemnitz and Schwarzenberg were handed over to traffic

The Zwickau–Falkenstein railway, opened in 1875, also begins at the Hauptbahnhof, even though initially the Zwickau-Lengenfeld-Falkensteiner Eisenbahn-Gesellschaft opened its station to the southeast of today's Hauptbahnhof Only two years later a new track alignment was completed and the now nationalised line no longer approached the Hauptbahnhof from the west, instead it ran from the east

RAW „7 Oktober“ 50°42′24″N 12°26′29″E / 507066°N 124413°E / 507066; 124413

RAW “7 Oktober” halt, which was not open to the public, only served the railway establishments of the marshalling yard and the workshop and was not listed in the timetable No trains have stopped at the halt since 1997/98 and the infrastructure was dismantled in 2006

Lichtentanne Sachs 50°41′57″N 12°25′10″E / 50699191°N 12419308°E / 50699191; 12419308

Lichtentanne Sachs station was opened on 1 April 1885 It has had the following names:

  • until 1907: Lichtentanne
  • until 1911: Lichtentanne i Sachsen
  • until 1933: Lichtentanne Sa
  • since 1933: Lichtentanne Sachs

The former entrance building is no longer in use and is located at the edge of today's halt

Steinpleis halt 2016

Steinpleis 50°42′32″N 12°23′39″E / 50708974°N 12394152°E / 50708974; 12394152

Steinpleis halt was opened on 1 November 1911 It is located south of the village and is the last stop before Werdau wye

Werdau wye junction 50°42′42″N 12°22′44″E / 5071162375°N 1237893105°E / 5071162375; 1237893105

Main article: Werdau wye

With the completion of the railway line from Leipzig to Werdau Leipzig–Hof railway on 6 September 1845, the 810 km-long branch to Zwickau was also put into operation With the further commissioning of the line towards Reichenbach on 31 May 1846, the later wye Bogendreieck went into operation as a simple branch line Construction of the connecting curve began on 25 June 1855 and construction of new main line tracks towards Zwickau began on 15 November 1855 The two new main tracks were opened on 15 November 1858 On 1 January 1856, the twin-track Zwickau–Neumark connecting curve was put into operation at the former Werdau junction, which was now referred to as Bogendreieck Werdau

As a result of its connection of the Dresden–Werdau and Leipzig–Hof railways, the Werdau wye has a significance that extends beyond Saxony It is part of the Saxon-Franconian trunk line Sachsen-Franken-Magistrale and is included in the plans for the Mid-Germany Railway Mitte-Deutschland-Verbindung

Engineering infrastructure

Felskeller tunnel'

Felskeller tunnel was near the first Dresden-Plauen station The 56-metre-long 184 ft tunnel had very little cover until 1894/95, when it was removed

Edle Krone tunnel 50°56′52″N 13°34′57″E / 509479°N 135824°E / 509479; 135824

After the removal of the roofs of the other two tunnels, the 122-metre-long 400 ft Edle Krone tunnel was the last remaining tunnel on the line During the electrification of the line in the 1960s, replacing it with a cutting was considered In the end, the tunnel profile was expanded to create the necessary clearance for the installation of the overhead contact lines

Traffic

At the timetable change on 30 September 1973, a "dense suburban service" was added on the Dresden–Tharandt section[47] Since May 1992 these services have been officially marketed as the Dresden S-Bahn[48] The line to Tharandt was initially designated as S5, but it has been designated as S3 since May 1995 Since December 2007, this line has been extended to Freimberg during working day peaks in the peak direction

As part of the so-called Saxon-Franconian trunk line, Interregio-Express and InterCity services formerly ran on the Dresden–Werdau line at two or four-hour intervals, but since December 2006, the Franken-Sachsen-Express, running on the Dresden–Hof–Nuremberg has only had the quality of a regional service These regional express trains operated hourly or two-hourly, depending on the timetable year In December 2014 this service was replaced by an hourly, electrically-operated Regional-Express service on the Dresden–Hof route[49]

In addition, numerous Regionalbahn services, particularly between Dresden and Zwickau and between Chemnitz and Flöha and continuing towards Pockau-Lengefeld and Annaberg-Buchholz

Since 15 December 2013, the Werdau wye–Zwickau Hbf section has been served by lines S5 and S5X of the S-Bahn Mitteldeutschland

References

Notes

  1. ^ a b Eisenbahnatlas Deutschland German railway atlas Schweers + Wall 2009 ISBN 978-3-89494-139-0mw-parser-output citecitationmw-parser-output citation qmw-parser-output id-lock-free a,mw-parser-output citation cs1-lock-free amw-parser-output id-lock-limited a,mw-parser-output id-lock-registration a,mw-parser-output citation cs1-lock-limited a,mw-parser-output citation cs1-lock-registration amw-parser-output id-lock-subscription a,mw-parser-output citation cs1-lock-subscription amw-parser-output cs1-subscription,mw-parser-output cs1-registrationmw-parser-output cs1-subscription span,mw-parser-output cs1-registration spanmw-parser-output cs1-ws-icon amw-parser-output codecs1-codemw-parser-output cs1-hidden-errormw-parser-output cs1-visible-errormw-parser-output cs1-maintmw-parser-output cs1-subscription,mw-parser-output cs1-registration,mw-parser-output cs1-formatmw-parser-output cs1-kern-left,mw-parser-output cs1-kern-wl-leftmw-parser-output cs1-kern-right,mw-parser-output cs1-kern-wl-rightmw-parser-output citation mw-selflink
  2. ^ Kurt Kaiß; Matthias Hengst 1994 Dresdens Eisenbahn – 1894–1994 in German Alba, Düsseldorf p 144 ISBN 3-87094-350-5
  3. ^ Kurt Kaiß; Matthias Hengst Eisenbahnknoten Chemnitz – Schienennetz einer Industrieregion in German p 93
  4. ^ Kurt Kaiß; Matthias Hengst Eisenbahnknoten Chemnitz – Schienennetz einer Industrieregion in German p 32
  5. ^ Martin Weltner 2008 Bahn-Katastrophen Folgenschwere Zugunfälle und ihre Ursachen in German Munich p 14 ISBN 978-3-7654-7096-7
  6. ^ Kurt Kaiß; Matthias Hengst 1994 Eisenbahnknoten Chemnitz – Schienennetz einer Industrieregion in German Alba, Düsseldorf pp 45 ff
  7. ^ Kurt Kaiß; Matthias Hengst 1994 Eisenbahnknoten Chemnitz – Schienennetz einer Industrieregion in German Alba, Düsseldorf pp 89 ff
  8. ^ Kurt Kaiß; Matthias Hengst 1994 Eisenbahnknoten Chemnitz – Schienennetz einer Industrieregion in German Alba, Düsseldorf p 53
  9. ^ Kurt Kaiß; Matthias Hengst 1994 Eisenbahnknoten Chemnitz – Schienennetz einer Industrieregion in German Alba, Düsseldorf pp 54 ff
  10. ^ Kurt Kaiß; Matthias Hengst 1994 Dresdens Eisenbahn – 1894–1994 in German Alba, Düsseldorf p 148 ISBN 3-87094-350-5
  11. ^ Norbert Peschke 2010 Bahnhöfe in und um Zwickau – Verkehrsknoten Zwickau in German 1 Fraureuth: Foto & Verlag Jacobi pp 22 ff ISBN 978-3-937228-40-2
  12. ^ Friedrich Spranger 1966 "Eine Gebirgsbahn wird elektrifiziert" Der Modelleisenbahner in German transpress VEB Verlag für Verkehrswesen Berlin 9: 258–261
  13. ^ Frank Siegesmund "Neubautrasse bei Hetzdorf" Modelleisenbahner in German transpress VEB Verlag für Verkehrswesen Berlin 89: 5
  14. ^ a b Deutsche Reichsbahn c 1992 Neubauabschnitt Hetzdorf an der Sachsenmagistrale Görlitz-Plauen Vogtl in German Dresden p 37
  15. ^ Kurt Kaiß; Matthias Hengst Eisenbahnknoten Chemnitz – Schienennetz einer Industrieregion in German p 98
  16. ^ a b Henning Bösherz 2 February 2004 "Gruß aus Tharandt" ModellEisenBahner in German: 34–37 ISSN 0026-7422
  17. ^ Henning Bösherz 11 February 2004 "Gruß aus Tharandt" ModellEisenBahner in German: 24–28 ISSN 0026-7422
  18. ^ "DB nimmt erneuerte Streckenabschnitte in Westsachsen in Betrieb" Press release in German Deutsche Bahn AG 12 December 2011
  19. ^ "35 Millionen Euro fließen in Bahnstrecke" Freie Presse in German 13 May 2010 Retrieved 6 January 2017
  20. ^ "Erneuerung von drei Eisenbahnbrücken sowie der Verkehrsstation Dresden-Plauen" in German Deutsche Bahn AG Retrieved 6 January 2016
  21. ^ "Modernisierung der Bahnanlagen im Herzen von Chemnitz – Chemnitzer Bahnbogen" in German Deutsche Bahn AG Retrieved 7 January 2017
  22. ^ Kurt Kaiß; Matthias Hengst Eisenbahnknoten Chemnitz – Schienennetz einer Industrieregion in German p 88
  23. ^ "Warum heißt es Dresden-Werdau" Freie Presse in German 4 March 2013 p 11
  24. ^ Kurt Kaiß; Matthias Hengst 1994 Dresdens Eisenbahn – 1894–1994 Düsseldorf: Alba pp 94 ff ISBN 3-87094-350-5
  25. ^ Kurt Kaiß; Matthias Hengst 1994 Dresdens Eisenbahn – 1894–1994 in German Düsseldorf: Alba p 12 ISBN 3-87094-350-5
  26. ^ Kurt Kaiß, Matthias Hengst: Dresdens Eisenbahn – 1894–1994, Alba, Düsseldorf 1994, ISBN 3-87094-350-5, S 145
  27. ^ Annechristin Kleppisch; Linda Barthel 15 May 2014 Lästige Barrieren am Haltepunkt Plauen verschwinden in German Sächsische Zeitung p 17
  28. ^ Jürgen Schubert 1993 Die Windbergbahn in German Nordhorn: Verlag Kenning pp 94f
  29. ^ Kurt Kaiß; Matthias Hengst 1994 Dresdens Eisenbahn – 1894–1994 in German Düsseldorf: Alba p 147 ISBN 3-87094-350-5
  30. ^ Manfred Weisbrod; Ingo Neidhardt 1997 Sachsen-Report 5 –Gleispläne und Streckengeschichte in German Fürstenfeldbruck: Hermann Merker Verlag p 68 ISBN 3-89610-014-9
  31. ^ Manfred Weisbrod; Ingo Neidhardt 1997 Sachsen-Report 5 –Gleispläne und Streckengeschichte in German Fürstenfeldbruck: Hermann Merker Verlag pp 47 f ISBN 3-89610-014-9
  32. ^ Klaus-Jürgen Kühne 2011 Bahnbetriebswerke der DDR – 1949–1993 in German Stuttgart: transpress-Verlag p 16 ISBN 978-3-613-71401-4
  33. ^ "Niederbobritzsch" in German wwwsachsenschienenet Retrieved 9 January 2017
  34. ^ "Muldenhütten" in German wwwsachsenschienenet Retrieved 9 January 2017
  35. ^ Manfred Weisbrod; Ingo Neidhardt 1997 Sachsen-Report 5 –Gleispläne und Streckengeschichte in German Fürstenfeldbruck: Hermann Merker Verlag p 39 ff ISBN 3-89610-014-9
  36. ^ "Frankenstein Sachs" in German wwwsachsenschienenet Retrieved 9 January 2017
  37. ^ a b Kurt Kaiß; Matthias Hengst Eisenbahnknoten Chemnitz – Schienennetz einer Industrieregion in German p 104
  38. ^ Kurt Kaiß; Matthias Hengst Eisenbahnknoten Chemnitz – Schienennetz einer Industrieregion in German p 117
  39. ^ Kurt Kaiß; Matthias Hengst Eisenbahnknoten Chemnitz – Schienennetz einer Industrieregion in German p 93
  40. ^ Kurt Kaiß; Matthias Hengst Eisenbahnknoten Chemnitz – Schienennetz einer Industrieregion in German pp 45 ff
  41. ^ Steffen Kluttig 2006 Schienenverbindungen zwischen Chemnitz und Leipzig – Die Eisenbahnstrecken Kieritzsch–Chemnitz und Leipzig–Geithain in German Witzschdorf: Bildverlag Böttger pp 74 ff ISBN 3-937496-17-3
  42. ^ a b Kurt Kaiß, Matthias Hengst: Eisenbahnknoten Chemnitz – Schienennetz einer Industrieregion, S 87
  43. ^ "Track plan for Wüstenbrand station" PDF Deutsche Bahn Retrieved 10 January 2017
  44. ^ Manfred Weisbrod; Ingo Neidhardt 1997 Sachsen-Report 5 –Gleispläne und Streckengeschichte in German Fürstenfeldbruck: Hermann Merker Verlag p ;59 ISBN 3-89610-014-9
  45. ^ Norbert Peschke 2010 Bahnhöfe in und um Zwickau – Verkehrsknoten Zwickau: Band 1 in German Fraureuth: Foto & Verlag Jacobi pp 119 f ISBN 978-3-937228-40-2
  46. ^ Norbert Peschke 2010 Bahnhöfe in und um Zwickau – Verkehrsknoten Zwickau: Band 1 in German Fraureuth: Foto & Verlag Jacobi pp 121 f ISBN 978-3-937228-40-2
  47. ^ "Title not known" S-Bahn News: Sondernewsletter zum Jubiläum in German DB Regio Südost: 4 October 2013
  48. ^ "Title not known" S-Bahn News: Sondernewsletter zum Jubiläum in German DB Regio Südost: 9 October 2013
  49. ^ "Aus für RE-Züge Nürnberg–Dresden, stets Umsteigen in Hof durch Elektrifizierung" Eisenbahn Magazin in German 10/2014: 20

Sources

  • Friedrich Constantin von Beust 1852 Die Eisenbahnlinie von Dresden über Freiberg und Chemnitz nach Zwickau in German Freiberg: Verlag Engelhardt Retrieved 11 January 2017
  • Peter Beyer 2001 "Das Entstehen der Eisenbahnverbindung zwischen Sachsen-Bayern mit den Großbrücken im Göltzsch- und Elstertal 1836-1851" Sächsische Heimatblätter in German 47 3: 139–155
  • Heinrich, Rainer 2000 "Die Elektrifizierung des "Sächsischen Dreiecks"" Eisenbahn-Kurier in German 4 337: 42–46 ISSN 0170-5288
  • Kurt Kaiß; Matthias Hengst 1994 Dresdens Eisenbahn: 1894 – 1994 in German Düsseldorf: Alba ISBN 3-87094-350-5
  • Kurt Kaiß; Matthias Hengst 1996 Eisenbahnknoten Chemnitz – Schienennetz einer Industrieregion in German Düsseldorf: Alba ISBN 3-87094-231-2
  • Wilhelm Krausch 1849 Projection einer directen Eisenbahn-Verbindung zwischen Dresden, Freiberg und Chemnitznebst Zweigbahnen zu den Kohlenwerken links und rechts des Weißeritzthales und nach der Elbe bei Prießnitz in German Leipzig
  • Erich Preuß; Reiner Preuß 1991 Sächsische Staatseisenbahnen in German Berlin: transpress Verlagsgesellschaft pp 73–78 ISBN 3-344-70700-0

External links

  • Media related to Dresden–Werdau railway at Wikimedia Commons
  • "Dresden–Chemnitz–Reichenbach Vogtl–Plauen Vogtl timetable in 1944" in German Retrieved 11 January 2017
  • "Photographs of tunnel portals" in German Tunnelportale Retrieved 29 November 2010


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