Dresden-Friedrichstadt train station
| Dresden-Friedrichstadt | |
|---|---|
 The direction tracks of the station
|
|
| Data | |
| Operating point type | railway station |
| Location in the network | Intermediate station |
| Platform tracks | 2 |
| abbreviation | DF DF U (transshipment station) |
| IBNR | 8013475 |
| opening | June 17, 1875 |
| Profile on Bahnhof.de | Dresden-Friedrichstadt |
| location | |
| City / municipality | Dresden |
| Place / district | Friedrichstadt |
| country | Saxony |
| Country | Germany |
| Coordinates | 51 ° 3 '20 " N , 13 ° 42' 15" E |
| Railway lines | |
|
|
| Railway stations and stops in Saxony | |
The Dresden-Friedrichstadt station is an operating point on the Dresden-Friedrichstadt-Elsterwerda railway line in the urban area of the Saxon state capital Dresden . Dresden-Friedrichstadt is the central freight station in the Dresden railway junction . In addition, there are also traffic systems for tourist traffic that are used for regional traffic.
With the Dresdner Berliner Bahnhof, a train station had existed in its place since 1875. The marshalling yard was built as a sloping yard from 1890, plus the Dresden Reichsbahn repair works and the depot. After heavy destruction by the air raids on Dresden during World War II, reconstruction began in 1945. With the change its importance declined. Until the end of operational operations in 2009, it was the only remaining central operating point in Saxony for handling trains in single-wagon traffic, along with the Engelsdorf (b Leipzig) station . After the turn of the millennium, a transshipment station for combined transport was built .
location
The train station is located west of the historic old town in the Dresden suburbs area . In the east-west direction, its railway systems extend over more than two kilometers. It extends over the entire south-west of the Friedrichstadt district, making it largely part of the Altstadt district. Its north-westerly point is already in the middle of the Cotta district ; in the southeast it extends almost to the Wilsdruffer suburb .
To the south of the station grounds, the Weißeritz, which is canalised in this area, flows towards the Elbe and reaches it shortly after it has passed under the facilities of the marshalling yard in its extreme west. In particular, the eastern part of the station is considered to be at risk of flooding due to its proximity to this Erzgebirge river or its former river bed .
The station is officially 230 meters from the end of the Berlin – Dresden railway line, which runs on the left bank of the Elbe over the Niederwartha and Cossebaude railway bridge . It is also used by rail freight traffic to and from Leipzig from the junction of the Berlin line with the Leipzig – Dresden railway , located northwest of Dresden near the Coswig - Radebeul city limits . Passenger traffic to and from the north-west, for example the Dresden S-Bahn , on the other hand, mainly runs along the Leipzig route via Pieschen and the Dresden-Neustadt train station .
Immediately to the east of the Dresden-Friedrichstadt train station, the Berlin-Dresden railway line meets the inner-city connecting route between the neighboring main and Neustädter train stations in the form of a triangular track . It is connected to the Dresden – Děčín (Tetschen-Bodenbach), Dresden – Werdau and Dresden – Görlitz railway lines. The Dresden-Cotta stop follows in a direction out of town. In the western station apron, a short branch line to the Alberthafen Dresden-Friedrichstadt branches off to the north, exclusively for freight transport . This is located just one kilometer north of the train station and, together with it, is used to transship goods that are moved using multimodal transport . Among other things, the port has had a RoRo system since 2007 with a maximum permissible load of 500 tons.
Function and infrastructure
Freight transport
The freight station fulfills functions for the following types of rail freight transport:
- Locomotive change in cross-border block train traffic and
- Handling of containers and swap bodies in combined transport .
The main part of the station is made up of the one-sided marshalling yard of the type of a sloping station with its 34 direction tracks . Until the discharge mountain was decommissioned , it was used to break up and assemble trains in single wagon traffic . The highest point is located a little west of the signal box 9 on the wing path. Shunting locomotives pushed the trains with decoupled wagons over the heaped drainage mountain, from which they rolled off and were directed onto the desired direction tracks.
Since different traction current systems are operated in Germany and the Czech Republic , the locomotives have to change before the freight wagons in international rail freight transport . Multi-system locomotives from Deutsche Bahn and ČD Cargo are in use from Dresden-Friedrichstadt to well beyond the border as traction vehicles for the respective train . This avoids an additional locomotive change at the transition between the two traction current systems.
Immediately south of the station area on Potthoffstrasse is a modern freight traffic center (GVZ). The transshipment station for combined transport has two entry and exit tracks, four loading tracks with adjacent storage areas and two gantry cranes . The GVZ can move a maximum of 90,000 containers or swap bodies annually.
Conversely Hitting be at the station Dresden-Friedrichstadt as vehicle components of the automaker Volkswagen on its way from the Volkswagen plant Mosel and the Škoda Auto -Werk Mladá Boleslav (Mlada Boleslav) for Transparent Factory in Dresden. For the onward journey to this VW factory in Dresden on the Großer Garten , the CarGoTram begins in the freight center . This freight tram transports components for the VW Phaeton , among other things, and avoids additional truck traffic through the city center. The freight station is also a transshipment point for products from the chemical plants in Nünchritz ( Wacker Chemie ) and Schwarzheide ( BASF ) as well as more distant locations in Central Germany and Neratovice ( Spolana ).
The freight center is well connected to the trunk road network. Federal roads 6 and 173 run in the immediate vicinity of the train station . Via the four-lane so-called outer city ring or city ring west, the federal highways 4 and 17 and the federal highway 170 can be reached in 15 minutes. Other main roads lead east into the city center. The station itself is bridged in a north-south direction by the four-lane Waltherstrasse and the drainage mountain is tunnelled by the city ring west in the form of the wing path that leads to the Elbe bridge named after it .
passenger traffic
A small part of the station serves as an access point for passenger traffic . A local transport line stops here: the RB 31 from Dresden Hbf to Elsterwerda via Coswig and Großenhain. The Dresden-Friedrichstadt station is not one of the Dresden S-Bahn stations . There are also few options for changing to local public transport operated by Dresden's public transport company . North of the train station at the Waltherstraße stop there is a connection to bus line 75, which runs between Goppeln and Niederwartha , and to tram line 1 from Leutewitz to Prohlis . To the south of the station is the Semmelweisstraße stop on tram line 2 from Gorbitz to Kleinzschachwitz .
| line | Line course | Cycle (min) | EVU |
|---|---|---|---|
| RB 31 | Dresden Hbf - Dresden-Friedrichstadt - Coswig (b Dresden) - Großenhain Cottb Bf - Elsterwerda - Elsterwerda-Biehla | 60 (during peak hours 30 min, sometimes only to Großenhain) | DB Regio Nordost |
history
Berlin train station
Before the construction of the first train station in Friedrichstadt, there were powder magazines for the Saxon Army , which the military moved to the edge of the Prießnitzgrund in connection with the concentration of the Dresden barracks in Albertstadt . The first forerunner of the Friedrichstadt station that was subsequently built was the Berlin station, the reception building of which was on Berliner Straße. This train station, which was laid out between 1873 and 1875, was the end point of the line between the capitals of Saxony and Prussia built by the private Berlin-Dresden Railway Company . Its other end point was the Dresden train station in Berlin, 174.2 kilometers away .
On June 17, 1875, goods and public passenger transport began by rail between Berlin and Dresden. This makes the line to Berlin the youngest of the five railway lines built in the 19th century that end in Dresden. It was completed 38 years after the first German long-distance line from Dresden to Leipzig , which led to the Leipzig train station .
The passenger station consisted of a relatively small, side-mounted station building in the Romanesque style of large urban villas with a 180-meter-long house platform and a 200-meter-long intermediate platform, which is also covered. Two through tracks led past the platforms on to the former Bohemian train station . Directly south of it were two more tracks for the provision of extra trains , which led to a turntable on the east side . In order to set up a fast road connection to the passenger station, Berliner Strasse, named after the station name, was laid out in the 1870s.
The freight transport facilities of the Berlin train station stretched over 1000 meters in length. These generous dimensions made it possible to build the marshalling yard almost 20 years later. Five head tracks, loading ramps and a loading crane were used to transport cattle and raw materials, and four head tracks with two external goods sheds were used for general cargo traffic . The goods sheds with their massive expedition buildings on the east gable are still preserved. Between the expedition buildings there was a transfer platform for changing locomotives between the four end tracks. Four wagon turntables linked the tracks in the entrance (see map).
The locomotive handling systems were located at the western exit of the station, consisting of a twelve-sided locomotive shed, a water station and a coal bansen .
Already in the early years the Berlin train station was of great importance for freight traffic . This was particularly due to the fact that the city council declared the Friedrichstadt district to be a factory district in 1878. As a result, important industrial companies gradually settled there such as the sewing machine manufacturer Seidel & Naumann , the Dresdener Mühle , the Yenidze cigarette factory and the slaughterhouse .
Nationalization and remodeling planning
Due to the financial difficulties of the private railway company, the railway line, which had been operated by the Prussian State Railways since 1877, and thus also the Berlin train station, became the property of the Prussian state in 1887. A year later, the section between Elsterwerda and Dresden, which is largely located in Saxony, was sold to the Royal Saxon State Railways , which operated the station from April 1, 1888.
.jpg)
In the 1890s, all of the state-owned railway lines were connected to one another and the Dresden railway junction was created in the process. In the vicinity of the old terminal stations that were no longer required for passenger traffic, pure freight stations were built, for example at the Leipzig train station and on the railway line to Chemnitz at the Dresden-Altstadt depot . This development took place in the same way at the Berlin train station, which closed for long-distance passenger traffic, as the central train station, which was in the process of being built, became the new terminus for passenger trains from Berlin. Several buildings of the old Berlin train station were preserved on Waltherstrasse, while the reception building was later demolished.
New construction of the marshalling yard from 1890 to 1894
At about the same time as the Berlin train station was closed, the Dresden-Friedrichstadt marshalling yard was completed immediately south of it and put into operation on May 1, 1894. Designed as a one-sided sloping station, all tracks, with the exception of the entry and exit groups , had a gradient of 1: 100. Because of the natural conditions in the middle of the flat Elbe valley, a drainage mountain had to be heaped up from spring 1891 . The material for this - a total of 1.55 million cubic meters were required - was the excavation of the basin of the neighboring Alberthafen that was created at the same time, or the flood channel in the east enclosure . The highest point of the 2.5 kilometer long station was at the northwest end 17.73 meters above the level of the deepest point under the Waltherstrasse bridge. Shunting locomotives pulled the wagons onto the five-track drainage hill, from which they could roll off and be directed onto the desired direction tracks.
A new island platform including an attached reception building was built for local passenger transport a few 100 meters west of the previous passenger station. From October 15, 1892, passenger trains ran over the new facilities. After severe damage in World War II, the station building was not rebuilt. An office building was created from the basement and foundation walls of the less representative eastern part.
The railway facilities for passenger and freight traffic extended over a total of 54.4 hectares ; the total length of the track at the time of opening was 76.7 kilometers.
Also in 1894, the railway administration handed over a partially contiguous railway settlement in the direct vicinity of the station . These include the five buildings on the Weißeritz on Emerich-Ambros-Ufer 54 to 72 and several residential buildings on Flügelweg. These clinker facade buildings have been preserved to this day.
To the south of the marshalling yard, the Saxon State Railways also built a large workshop station, which went into operation in November 1894 (see section Dresden State Railway Repair Works ), as well as a depot that opened at the same time as the station (see section Dresden depot ).
Remodeling work during the 1920s and 1930s
Originally, two to three brakemen , so-called discounters , distributed across the train were responsible for braking the wagons rolling off the mountain . They operated hand spindle brakes or, in the case of cars without spindle brakes, alternatively a brake bar . In both cases the running speed was dependent on the loading condition of the car and the condition of the brakes. In addition to this disadvantage, communication problems between the estate agent and the management team made operations more difficult. The curvature of the tracks prevented a line of sight and acoustic signals could not reliably assert themselves against wind and noise. In the case of crossing tow trips, those responsible interrupted the process too early to be on the safe side.
The engineers tackled this problem as part of the comprehensive modernization of the marshalling yard between 1928 and 1935. From October 1928, a rope pay-off system ensured a controlled run-off speed. The cable drainage system consisted of a cable car for each of the four drainage tracks, which ran on narrow-gauge tracks laid between the rails. Two of them were connected with a rope that ran over a pulley in the drive house on top of the drainage hill. After the towing up the mountain, the locomotive was detached and the wagons were coupled to the cable car. If this cable car now went down, the other cable car connected to the cable went up.
The machines in the drive house were controlled by the new electromechanical signal box 20 , which was able to regulate the running speed. Designed as a bridge signal box , it provided a good overview of the discharge hill and replaced the previous mechanical signal box 20 . Substation A – G took over the operation of the main distribution switch.
As a further measure, the Reichsbahn built in several sand guard rails , which were supposed to stop uncontrolled rolling wagons or towing trips. These tracks still exist today.
In February 1934, after several months of construction in the area of the Reichsbahn repair shop on Weißeritzufer (since 1945: Emerich-Ambros-Ufer ), the sports grounds of the Dresden Railway Sports Club were inaugurated, which at that time consisted of a shooting range, bowling alley, grass field for fistball, hard court for football and a running track.
Destruction in World War II
Towards the end of the Second World War , the extensive railway facilities in Friedrichstadt were repeatedly targeted by bombers of the United States Army Air Forces (USAAF) and the British Royal Air Force as part of the air raids on Dresden . Since the stations of cities further to the west had already been badly damaged, the Reichsbahn handled a considerable part of the traffic in the Leipzig-Berlin-Dresden area from 1944 onwards via Dresden-Friedrichstadt.
On October 7, 1944, 30 USAAF bombers attacked, among other things, the Dresden-Friedrichstadt train station with around 80 US tons of high - explosive bombs as a replacement for the primary target Maltheuern ( hydrogenation plant of Sudetenlandische Treibstoffwerke AG - Sutag). On January 16, 1945, the USAAF bombed Dresden-Friedrichstadt station again during the day with 133 aircraft, US 279.8 tons of high explosive bombs and 41.6 tons of incendiary bombs. The districts of Cotta , Löbtau and Leutewitz also suffered damage. This attack left 334 dead. The devastating night raids of February 13, 1945 were followed on February 14 from 12:17 to 12:27 by a daytime attack by 311 B-17 bombers and five USAAF escorts . In bad weather they dropped 1,800 high-explosive bombs and 136,800 stick bombs according to target radar . In addition to the main targets, which included the Dresden-Friedrichstadt train station and the neighboring Reichsbahn repair shop as well as several armaments factories, the Friedrichstadt hospital and surrounding districts were also hit. In all of the attacks that had been flown onto the station up to this point, however, the Allied air forces were unable to effectively interrupt rail traffic.
Only a further targeted attack on the railway systems of the Saxon capital, at the same time the last of a total of eight air raids on Dresden, led to the total failure of the Dresden-Friedrichstadt train station as well as the main train station and other stations. For this purpose, the 8th US Air Force attacked on April 17, 1945 at intervals between 1:38 p.m. and 3:12 p.m. with 572 aircraft and dropped 1,385 tons of explosive bombs and 150 tons of incendiary bombs. A burning gasoline train and exploding ammunition wagons also increased the impact of the bombing. A train standing directly on the passenger platform was loaded with bazookas , the explosion of which led to the destruction of the reception building on the island platform.
Operation in the post-war period
The rope payout system suffered severe damage during the war and went to the Soviet Union as a reparation payment ; their whereabouts are not known. The drainage hill itself was in dire need of repair and the Dresden-Friedrichstadt train station remained largely inoperative for several years. It was provisionally put back into operation on July 9, 1945, and initially only had twelve tracks for entrances and exits and eight pure exit tracks. Compared to 1938, the workload at the end of 1946 was again about half of the pre-war level and on December 1, 1947 the drainage mountain was put back into operation.
The station developed into one of the largest marshalling yards in the GDR . Continuous improvement measures were necessary to expand performance. In the 1950s, the tow locomotives received radio equipment. In the following decade, the Deutsche Reichsbahn introduced hydraulic bar-rail brakes and began operating electric trains in the direction of Karl-Marx-Stadt ; in addition, the use of portable two-way radio began. Point heating systems introduced in 1971 and the renovation of some tracks also increased the effectiveness, so that up to 5,000 freight wagons could be handled per day. The steam traction in the towing service ended in 1973/74. Diesel-electric locomotives of the DR class 120 replaced the remaining steam locomotives of the DR class 58.30 . During this time, social facilities for railway employees included a polyclinic on Emerich-Ambros-Ufer and a company kindergarten.
One-sided sloping stations have long been considered efficient. This changed with the availability of stationary track brakes , automatic point setting systems and modern measurement and control technology. Therefore, in the years 1974 to 1976, the previous drainage mountain was removed and replaced by a new drainage mountain, the tracks of which slope down on both sides. In this way, a constant drainage point is achieved, since the trolleys have been pushed over the drainage mountain since then.
Instead of the old signal box 20 at the foot of the downhill hill, signal box 9 was built on Flügelweg in 1981. It was equipped with a GS II A 68 drain storage interlocking, which enabled a higher degree of automation.
After the turn
After the fall of the Wall , the volume of traffic at the Friedrichstadt marshalling yard was significantly reduced. Freight traffic shifted more and more to the road. An alternative in cross-border freight traffic was the Rollende Landstrasse between September 25, 1994 and June 19, 2004. Ten trains with 23 trucks each ran from Dresden-Friedrichstadt to the Czech town of Lovosice (Lobositz) and back every day . This measure, heavily subsidized by the Free State of Saxony, effectively relieved the load on federal highway 170. The EU eastward expansion led to the connection being discontinued in May 2004, as the load collapsed. It was last under ten percent.
From March 1998 to mid-1999, the site of the repair shop, which had been closed a few years earlier, was cleared for a new freight center that opened almost two years later, on May 9, 2001. Shortly afterwards, the first companies set up shop with two freight forwarders and a Volkswagen AG logistics center.
During the flood in August 2002 , the Weißeritz flooded the eastern part of the station, causing major damage to the entire station area. In autumn 2003 the ailing pedestrian bridge was torn down and then replaced by a new building. The new bridge is again suitable for road traffic, like the original bridge, which had to be removed during the electrification of the route. Since public access to the platform is only possible via this bridge, no local passenger trains stopped there between August 11, 2003 and December 12, 2004. In incremental launching a 300-meter-long continuous beam was installed eleven fields and the bridge finally completed at the end of 2004. The construction of the new bridge was extremely important, as Waltherstrasse is part of the only flood-free north-south connection in the western urban area, which continues over Hamburger Strasse, Flügelwegbrücke and Washingtonstrasse . Deutsche Bahn paid around 4.5 million of the total of 17 million euros in construction costs.
On November 2, 2005, the new transshipment station in Dresden-Friedrichstadt took over the handling of combined transport in Dresden from the Dresden-Neustadt freight yard . It was created within a year for 18.8 million euros.
Since September 1, 2009, the directional groups have only been used to park freight wagons after discontinuing operations. In addition, some trains in the entry group will be dissolved and local goods trains will be formed. In the fourth quarter of 2010, Deutsche Bahn intended to completely shut down the Dresden-Friedrichstadt marshalling yard at the beginning of 2011, but postponed the closure for an indefinite period in January 2011.
The workshop was closed in 2013. In December 2014 the station should lose its train formation function and henceforth be operated as a satellite with shunting equipment. The train formation function should initially be relocated to Leipzig-Engelsdorf by 2017 and then to the planned Halle-Nord freight hub.
Further systems on the station premises
Reichsbahn repair shop Dresden
Simultaneously with the construction of the marshalling yard, the Saxon State Railways built a large workshop yard between September 6, 1890 and November 1894. Its facilities were located between the marshalling yard and today's Emerich-Ambros-Ufer, diagonally to the main direction of the tracks. It consisted of a wagon and a locomotive repair workshop. In addition, a forge , large assembly halls and several service, storage and administration buildings were built.
In the first few years after commissioning, all normal and narrow-gauge locomotives and all types of wagons in Dresden and the surrounding area were repaired here. In the course of a restructuring of the Reichsbahnbetriebe engaged in repairs, the repair shop gave up responsibility for narrow-gauge repairs in 1931 and for locomotive repairs to Chemnitz in 1938.
After the political change in eastern Germany in 1989/90, freight traffic fell sharply and the demand for freight wagons fell significantly. Vehicle maintenance therefore expired in the early 1990s and the plant was demolished in the late 1990s in favor of the planned freight center.
Railway depot Dresden
Simultaneously with the construction of the marshalling yard, the Dresden-Friedrichstadt depot was built south of the tracks at the eastern end , which was still called the Peterstraße boiler house until 1928 . Located between Behringstrasse (until 1946: Peterstrasse) and the Waltherstrasse bridge, Fröbelstrasse delimited the depot to the south. The boiler house system consisted of three boiler houses with 20 locomotive stands each, an administration and expedition building, a coal shed and some smaller buildings. The depot, which opened on May 1, 1894 after more than three years of construction, was exclusively home to freight locomotives and thus formed the counterpart to the Dresden-Altstadt (old town) .
Since the facilities on what was then Peterstraße could not be expanded, a new depot was built in 1935 on the opposite, northern side of the marshalling yard on Hamburger Straße. The new locomotive workshop was inaugurated there in 1940. In the original, a large workshop, the administration building and several ancillary buildings have been preserved from this period.
On January 1, 1967, the Dresden- Pieschen , Dresden-Altstadt and Dresden-Friedrichstadt depot merged to form the Dresden depot. Only the steam locomotive operation that remained at the time was concentrated in the Zwickauer Strasse section, the former Dresden-Altstadt depot . Most of the rest, however, has since been concentrated in Dresden-Friedrichstadt.
literature
- Kurt Kaiß, Matthias Hengst: Dresden's Railway. 1894-1994. Alba publication, Düsseldorf 1994, ISBN 3-87094-350-5
- Manfred Berger , Manfred Weisbrod: Over 150 years of Dresden train stations. Merker, Fürstenfeldbruck 1991, ISBN 3-922404-27-8 ( Eisenbahn-Journal Special-Ausgabe 1991, 6).
Web links
- Location, track systems and some signals and permitted speeds on the OpenRailwayMap
- Pictures on bahnbilder.de
- Dresden-Friedrichstadt train station on www.sachsenschiene.de
- DB Netz: Tracks in service facilities (as of January 1, 2018; PDF; 1.5 MB)
Individual evidence
- ↑ Erich Preuss: 100 legendary train stations. Stuttgart 2010, ISBN 978-3-613-71389-5 , page 128
- ↑ gvz-dresden.de: Güterverkehrszentrum Dresden: Transport connection , accessed on December 18, 2016.
- ↑ a b Transhipment station in the GVZ Dresden-Friedrichstadt put into operation ( Memento of the original from September 7, 2005 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. , Online article by Tim Zumpe from November 4, 2005.
- ↑ Qays / stallion: Dresden railway. Page 165.
- ↑ a b c Berger, Manfred: Historic train station buildings in Saxony, Prussia, Mecklenburg and Thuringia, transpress, 1980, page 105f.
- ^ Dresdner-stadtteile.de: Friedrichstadt district , accessed on December 1, 2008.
- ↑ a b c d e f g h i Kaiß / Hengst: Dresdens Eisenbahn , page 68ff.
- ^ Dresdner-stadtteile.de: Rangierbahnhof Dresden-Friedrichstadt , accessed on December 1, 2008.
- ↑ a b Berger / Weisbrod: Over 150 Years of Dresden Railway Stations , page 39.
- ↑ bahnstatistik.de: Eisenbahndirektion Dresden , accessed on December 1, 2008.
- ↑ esv-dresden.de: Eisenbahner-Sportverein ( Memento from February 11, 2013 in the web archive archive.today ).
- ↑ nikoklausnitzer.de: air war in Dresden , accessed on December 1 of 2008.
- ↑ a b sachsen-stellwerke.de: Gleisbildstellwerk , accessed on December 1, 2008.
- ↑ Rollende Landstrasse Dresden-Lovosice on the siding , verkehrsRundschau from May 18, 2004.
- ↑ Repair of flood damage in Dresden-Friedrichstadt: Expansion of Waltherstrasse and replacement of the bridge over the railway system. In: dresden.de. State capital Dresden, August 1, 2003, accessed on August 15, 2015 .
- ↑ Peter Hilbert: Trains to Berlin will run faster from 2014. In: Saxon newspaper. November 22, 2010, archived from the original on September 24, 2015 ; accessed on August 15, 2015 .
- ↑ Michael Rothe: Gallows for the Dresden freight yard. In: Saxon newspaper. January 9, 2011, accessed August 15, 2015 .
- ↑ Michael Rothe: Borrowed Railway Idylle . In: Saxon newspaper . July 3, 2014, ZDB -ID 2448502-0 , p. 21 .
- ↑ a b Kaiß / Hengst: Dresdens Eisenbahn , chapter: The repair shop Dresden-Friedrichstadt, page 211ff.
- ↑ EK Topics 14: Dresdner Bahnbetriebswerke , 1994.
- ↑ a b igbwdresden-altstadt.de: Bw Dresden-Altstadt , accessed on August 13, 2012.
Long-distance train stations: Hauptbahnhof | Dresden-Neustadt
Further stations: Dresden-Altstadt | Dresden Airport | Dresden-Friedrichstadt | Dresden Grenzstrasse | Dresden-Klotzsche | Dresden center | Dresden-Reick | Cossebaude
Former stations: Albertbahnhof | Berlin train station | Bohemian Railway Station | Leipzig train station | Silesian Railway Station | Bühlau-Weißig | Dresden-Gittersee
