Bühlau outer track
| Bühlau outer track | |||||||||||||||||||||||||||||||||||||
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| Route length: | 1.67 km | ||||||||||||||||||||||||||||||||||||
| Gauge : | 1450 mm | ||||||||||||||||||||||||||||||||||||
| Power system : | 600 = | ||||||||||||||||||||||||||||||||||||
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The Bühlauer Außenbahn was an overland tram built by the Saxon state in the Dresden track width of 1450 millimeters , which from 1908 to 1949 connected the then independent municipality of Bühlau with the end of the Dürrröhrsdorf – Weißig railway in Weißig . Popularly she was nicknamed Fitschel . In 1949 the line was discontinued, it became part of the only trolleybus route in Dresden .
Route description
The single-track route with a swerve began in 1908 as a continuation of the dome terminal of the Dresden city tram on Ullersdorfer Platz. Immediately after leaving the loop in the direction of Weißig, she changed to the middle position with a last slip in front of the station. From there it led to the right-hand side out of town and ended with a simple branch track on the station forecourt.
history
Prehistory and construction
At the end of the 19th century, the villages of the Schönfeld highlands also asked for a railway. As early as 1880, under the leadership of the manor owner Kanitz from Schönfeld and with the participation of the industrialist Ludwig Küntzelmann, a railway committee was founded which planned a route from Dresden-Neustadt via Bühlau and Weißig to Dürrröhrsdorf . The plans for the route from 1890 envisaged a considerable detour and the crossing of the Dresdner Heide , so that these plans were also rejected. In 1893 the project of a meter- gauge narrow - gauge railway was worked out. This should start under the Marienbrücke , follow the banks of the Elbe to near the Waldschlößchen and then continue as a steam tram to the Weißen Hirsch and to Bühlau, Weißig and Schönfeld. The gradients of up to 77 per thousand to be overcome also caused this project to fail.
The opening of the funicular aroused the interest of the Dresden tram A.-G. , the so-called yellow , which opened the mountain route from the Waldschlößchen over the Weißen Hirsch to Bühlau on August 23, 1899. To do this, it procured vehicles that were equipped with extra powerful engines and additional drop block brakes and that were stationed in the newly built Bühlau tram station. There was twice the number of vehicles actually required, as the traction motors had to cool down for at least a day after they had been used. In 1906, the line operating on this route was assigned line number 11, which it still has today - 2019.
On May 9, 1900, the Saxon state parliament decided to build a meter-gauge secondary railway from Bühlau to Dürrröhrsdorf. As an advance payment, the installation of a third rail was required for the tram line , which ran through the yellow from Bühlau in both tracks to the corridor boundary to the Weißen Hirsch, which lay between Grenzweg (today: Neugersdorfer Straße) and Straussstraße, over a length of 1.47 Kilometers was also realized. The clearance profile was designed in such a way that there was an opportunity for jacked up freight wagons to meet oncoming trams in the roller-block traffic.
Due to an economic crisis , the project was not implemented and the preparatory work only resumed in 1904. It turned out that it can be implemented as a standard gauge track with significantly more efficient operation with only minor additional costs. In this context, the route planning was shortened and only extended to the Weissig-Bühlau railway station at the western exit of Weißig . From there, the state planned and built a tram line to Bühlau for passenger traffic. Freight traffic was no longer planned in the direction of Bühlau.
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On June 30, 1908, the new secondary line was opened from Dürrröhrsdorf with a pageant. The scheduled train service started a day later. At the same time, on June 30, 1908, the new tram line, the "Bühlauer Außenbahn", opened, the construction of which had started in April 1908. The now pointless third line in Bühlau was expanded again starting in 1908.
business
The new tram was owned by the state and the Dresden municipal tram operated on the account of the state. It ran every third or fourth train on line 11 Neustädter Bahnhof –Bühlau to Weißig, so that there was a train of 30 minutes between Bühlau and Weißig. The sidecars stayed behind in Bühlau, but there were also emergency cars to and from the trains. The traffic on the railway line was, however, weak, until the First World War only four pairs of trains ran daily, all as freight trains with passenger transport (GmP) . In times of war, post-war and crisis there were two pairs of trains, otherwise three.
A fare of ten pfennigs had to be paid for the route Bühlau – Weißig, possibly in addition to the fare from Dresden to Bühlau.
In 1914 a petition from the municipality of Weißig to extend the route into the center of the town was rejected by the Saxon state parliament. The decline in passengers during the inflationary period brought about the complete discontinuation of the “Bühlauer Außenbahn” from June 4, 1923 to April 4, 1925. The sale of the route by the Free State to Dresdner Überland-Verkehr GmbH (DRÜVEG) in 1926 did not change the operation of the route.
The introduction of the Großer Hechtwagen on line 11 led to their division. From October 20, 1931, all trains coming from the city center ended in the newly built turning loop on Ullersdorfer Platz. The dome end point was dissolved and consisted only of a stump track out of town on the right and a track change to the landward entry track into the track loop. Every second train from the city had a connection to the outer runway. The wagons could move out in the direction of Weißig via the track changeover, they were engaged by entering the landward track and then looping after transferring.
The target films of the “Hechtwagen” showed in small letters “Weißer Hirsch – Bühlau” or “Weißer Hirsch – Weißig” in the target films on the front and in the side windows, always “Bühlau”, which was supplemented by another on the corresponding trips: “Connection after Weißig ”. According to Weißig, from 1931 there was a train sequence of 24 minutes, from 1937 every 20 minutes. During the Second World War and also in the post-war period, every 30 minutes was driven. In 1945 traffic was still from April 23rd to 27th and May 7th to 20th.
No repairs were carried out during the war or after the war, and the tracks were in a devastating condition. For this reason, the drop brakes on the railcars had to be removed for use in Weißig. The same applied to the railcars used: in 1948, the use of railcars with a defective engine as so-called “single-engine wagons” was approved. When the cars went for repairs, others with engine damage came to this route, including MAN railcars. Since most of the shuttle cars had to be driven in series (with the resulting sounds), the line was popularly known as Fitschel .
Since hardly any new rails could be procured, "old-fashioned" rails were removed and reinstalled on the main lines in the post-war period. The described conditions also affected the “Bühlauer Außenbahn”, which ceased operations on February 20, 1949. Immediately afterwards the tracks were dismantled. The normal-gauge railway ended in 1951.
On February 21, 1949, the first post-war bus route 11 took over and commuted between Bühlau and Weißiger Gasthof. On November 1, 1949 these services who took over O bus until its setting 1,971th
The route of the outer track today and today's plans
The route itself can still be guessed at some points from the remains of the railway embankment, the former end point is to be found in the area of the stairs leading to a hardware store right on the border with Weißig (bus stop “Am Steinkreuz”, 2016).
As part of the investigations for the 2020 light rail concept , u. a. the new construction of a 3.5 kilometer long tram line from Bühlau to Weißig (currently bus route 61 , subproject 2) was examined and was initially planned for implementation until 2019. Due to the difficulties involved in converting Ullersdorfer Platz and a change in the assessment of the cost-benefit ratio, currently (as of 2016) only an extension to a new P + R area at Rossendorfer Straße is planned.
literature
- Mario Schatz: 100 years ago: Tram to Weißig In: Dresden Tram Museum (Ed.): The bell - information newspaper of the Dresden Tram Museum Association. V. Edition 37 (June 3, 2008), pp. 32–34.
- Mario Schatz: The senseless third track in Bühlau . In: Mario Schatz: Meter-gauge trams in Dresden . Kenning, Nordhorn 2007. ISBN 978-3-933613-76-9 , p. 32.
Web links
- Documentation of the information boards along the Dürrröhrsdorf-Weißig railway line on dresden.de . With information and photos about the Bühlau outer track. Retrieved October 1, 2016.
Individual evidence
- ↑ Terminal in front of the "Schmiedeschänke"
- ↑ later Kolberger Strasse , then Rossendorfer Strasse
- ↑ a b Schatz, Tram Museum, p. 32.
- ↑ a b c treasure, rail.
- ↑ a b c d e Schatz, Tram Museum, p. 33.
- ↑ a b c Schatz, Tram Museum, p. 34.
- ↑ Stadtbahn Dresden 2020 - Project 2: Bühlau - Weißig. DVB, accessed October 1, 2016 .