Dresden-Neustadt train station

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Dresden-Neustadt
Entrance building of the Dresden-Neustadt train station
Entrance building of the Dresden-Neustadt train station
Data
Operating point type Station part (Dresden station)
Location in the network Separation station
Platform tracks 8th
abbreviation DN
IBNR 8010089
Price range 2
opening March 1, 1901
Profile on Bahnhof.de Dresden-Neustadt
Architectural data
architect Otto Peters and Osmar Dürichen
location
City / municipality Dresden
Place / district Inner New Town
country Saxony
Country Germany
Coordinates 51 ° 3 '56 "  N , 13 ° 44' 27"  E Coordinates: 51 ° 3 '56 "  N , 13 ° 44' 27"  E
Railway lines
Railway stations and stops in Saxony
i16 i16 i18

The Dresden-Neustadt train station (in Dresden colloquially Neustädter Bahnhof ) is the second largest train station in the city after Dresden Central Station and next to this long-distance train station . It bundles the rail traffic on the northern side of the Elbe and in 1901 replaced the Leipzig train station in the Leipzig suburb, which was inaugurated in 1839, and the Silesian train station, which had existed since 1847. The contemporary representative design of the building in the Innere Neustadt district underlines its importance as a long-distance traffic stop.

In the Dresden railway junction, it links the Děčín – Dresden-Neustadt railway line coming from the main station with the lines to Leipzig and Görlitz , which take up traffic in the direction of Leipzig, Berlin and Upper Lusatia .

location

Aerial view of the train station (summer 2006)
Aerial view from east to west; in front the Albertplatz, behind the Neustädter Bahnhof (summer 2005)

The Neustadt train station is located in the Inner Neustadt, southwest of the Outer Neustadt and north of the Elbe, which is crossed 600 meters from the inner-city railway bridge, the Marienbrücke . Despite the proximity of the river, it is not threatened by flooding.

Its spacious forecourt is the Schlesische Platz , the name of which is reminiscent of the Schlesisches Bahnhof originally located here , the terminus of the Saxon-Silesian Railway . The national highway 170 ( Hansastraße ) leads right past, as is the national road 6 ( Anton Street ), which took him to 400 meters with the major tram hub Albertplatz connects.

A typical train station district with dense buildings, hotels, restaurants, post offices, banks and shops has not emerged in its vicinity. To the east there is an open development with numerous villa-like buildings, to the west in the Leipzig suburb , on the other hand, there are industrial plants and dense housing developments.

construction

North view in the evening

The two-part station complex consists of the platform hall over 6.35 meters high track position as well as the station building at street level, which adjoins laterally in an easterly direction and faces Schlesischer Platz. Inside, two pedestrian tunnels link the station building with the platforms halfway up and at their end offer access from the rear Hansastrasse.

Platform hall

The platform hall is 146 meters long, 70.5 meters wide and 19.3 meters high. It houses four platforms, each with two platform tracks (labeled 1 to 8). The middle four tracks are spanned by a 35.24 meter wide arched hall. On both sides of the arched hall there is a monopitch roof above a platform with two tracks. To the northwest, outside the platform hall, there are two through tracks for freight traffic.

Reception building

The train station as seen from Schlesischer Platz
IC2 from DB Fernverkehr on the Dresden – Rostock line at the exit

The reception building, which was built mostly from sandstone under the direction of Otto Peters and Osmar Dürichen, is dominated by the reception hall. Its large arched windows and columns as well as the two imposing portals appear dignified. The two side wings, on the other hand, are kept rather simple. The 177-meter-long front of the reception building on Schlesischer Platz is strictly symmetrical, with the exception of the balcony-like porch at the right end, which was once the entrance to the royal apartments. 2040 cubic meters of sandstone were required for construction.

Inside, the centrally located reception hall dominates the building. It is 52 meters wide, 30 meters long and 17 meters high. A three-part, slightly arched ceiling closes the top of the lobby. Skylight windows and a glass pyramid-shaped protective roof above with a maximum height of 30 meters provide daylight in the reception hall. Coats of arms of the Kingdom of Saxony and the city of Dresden, as well as paintings, adorn the brightly tinted ceilings and walls.

Originally the ticket office was located between the two portals and the baggage handling area was opposite. Today, several food stands offer snacks on the street side and the travel center is opposite, next to it is a drugstore. In addition, shops in the hall carry all kinds of travel supplies.

The wing to the southwest initially housed the first and second class waiting rooms as well as a ladies' room and a dining room. Today there is a food discounter and a fast food restaurant . The service rooms have always been in the northeast wing. This contained the princely apartments, consisting of a reception salon, suite room, writing room, toilet room and several side rooms. These rooms are used for gastronomy today.

A memorial plaque to Theodor Kunz , the builder of the first German long-distance railway line Leipzig – Dresden , is attached to the outer wall of the building facing Hansastraße . It was donated in 1869 by the Saxon Engineering Association.

In the course of the economic stimulus programs , the reception building was renovated by DB Station & Service AG using energy-saving measures. A new waiting area has also been created.

Track systems

Schematic representation of the railway lines in Dresden with the nationally important passenger and freight stations
The three-kilometer stone behind platform 8 marks the three routes that end in the station

The through station in southwest-northeast direction represents the end point of three lines. The railway line Děčín – Dresden-Neustadt (BD; km 66.333) coming from the other side of the Elbe leads over the Marienbrücke from the southwest into the station. The railway lines Görlitz – Dresden (GD; km 102.102) and Leipzig – Dresden (LD; km 115.936) flow from the northeast . The main line of the track system forms the connection from the Marienbrücke in the direction of Görlitz. Coming from the northwest, the line from Leipzig winds around 650 meters northeast of the station in the Bischofsplatz area . This confluence is the only one that has no elevation .

The two uncovered tracks to the northwest of the hall are used for freight traffic to and from Görlitz. Freight trains to Leipzig turn north onto the Dresden-Pieschen – Dresden-Neustadt (LDV) railway line directly behind the Marienbrücke and run via the Dresden-Neustadt freight station . For freight trains the relation Görlitz - Leipzig existed until 2001 its own double-track line (GDV). The connecting curve, which was converted to single-track operations in 2002 and which branched off in the north-eastern track apron in the direction of the Neustadt freight station, existed until 2005. The resulting triangle was almost exactly opposite the station building. The no longer used systems of the Dresden-Neustadt locomotive station are located between the connecting curve and the northern track apron .

The track systems were originally designed for directional and line operation. Platform tracks 1 to 4 accommodated trains going out of town and platform tracks 5 to 8 passenger trains going into town. The middle platforms were reserved for long-distance traffic. Trains to and from Leipzig and Berlin ran on platform tracks 3 and 6 and trains to and from Görlitz on platform tracks 4 and 5. The suburban trains to Arnsdorf ran on platform track 1 and used platform track 8 in the opposite direction. Platform tracks 2 and 7 finally served suburban traffic in the direction of Coswig and Meißen. This meant that trains had to be routed from platform tracks 1, 4, 5 and 8 to the route to Görlitz and the trains from the other platform tracks to the route to Leipzig. In the northern apron, next to track 1, there were parking facilities for suburban trains beginning or ending in the station.

The track systems underwent major changes during the renovation work that was ongoing from 2006 to 2016. One of the goals of this work was to separate the routes (see also the section on expansion ).

Since some platforms were unusable during the renovation work, additional provisional platforms were built. Outside the platform hall, the interior of the two freight train tracks functioned as platform track 9, while the platform was on the other track. From 2007 to September 2014, another provisional platform was used on the Dresden-Pieschen – Dresden-Neustadt railway, called Dresden-Neustadt outer platform (track 10), only a few meters away. The regional express trains on the Leipzig – Dresden route and S-Bahn trains stopped at this platform 10, but only in the direction of Dresden Hbf.

history

Location of the Leipzig and Silesian train stations

The Dresden-Neustadt station replaced the two forerunners on the Neustadt side, the Leipzig station and the Silesian station. This is considered to be the direct predecessor, as the Neustädter Bahnhof was built on the same site.

Leipzig train station

Head of the Leipzig train station in 1839

Inaugurated in 1839 as the end point of the Leipzig – Dresden railway line, the Leipziger Bahnhof was Dresden's first station. The rapid increase in the volume of traffic and the link to newly built railway lines made essential expansions as well as renovations and new buildings necessary in the first decades after the opening. In 1901, the newly built Dresden-Neustadt train station took over passenger traffic from the Leipzig train station. Most of its facilities were incorporated in the Dresden-Neustadt freight yard and some are still in use today.

Silesian train station

The Schlesisches Bahnhof was built between 1844 and 1847 under the direction and according to plans of the Dresden architect Julius Köhler with ground level tracks and opened on September 1, 1847 at the same time as the entire Dresden-Neustadt-Görlitz line was commissioned. The first Marienbrücke (today's road bridge), designed as a road and rail bridge, was already under construction at that time, so the plans included a through station, the exit tracks of which would allow a connection to the planned station of the Saxon-Bohemian Railway Company . For the time being, however, there was only a turntable for turning the locomotives on the southern “head end” . There were also two platform halls on the side, the departure hall facing Antonstrasse and the arrival hall on the opposite side.

The station building of the Silesian train station in a lithograph from around 1850

The reception buildings, arranged symmetrically on both sides, consisted of two protruding corner wings and a recessed central building. The late classicist one-story buildings included 96-meter-long platform halls with arched arcades, each of which covered an arrival and departure track. Two more tracks in between were intended for shunting purposes. The two reception buildings only differed in a few small functional details. The platform on the departure side could only be entered through an entrance hall, in which ticket sales, luggage acceptance and restaurants were located. The opposite platform, on the other hand, was freely accessible and larger in order to be able to cope better with the traffic volume of arriving trains.

By 1897, tram tracks were already passing in front of the Silesian Railway Station

A connecting track connected the freight yard of the Silesian train station with the apron of the Leipzig train station from the start. There a turntable established the connection. From an operational point of view, however, this connection remained unsatisfactory, as only individual wagons could be transported. A connecting curve a few meters to the north without a turntable replaced this connection just a few years after the opening.

The Marienbrücke , completed in 1852, made it possible to connect to the old town's tracks; the exit tracks from the Schlesisches and Leipziger train stations were led there and united not far from the bridgehead. Apart from operational modernization measures, the facilities of the Silesian station remained unchanged until the construction of the Dresden-Neustadt station.

Planning

Draft planning from 1895

The original railway facilities in Dresden did not follow an overall concept. Rather, each private railway had built its own station as the end point of its long-distance route, so that from 1875 there were four different and inadequately linked long-distance stations in Dresden. In addition, many level crossings between railroad and road posed a major traffic problem. When all the railroad facilities affecting Dresden were in the hands of the state at the end of the 1880s, a fundamental redesign of the Dresden railway junction was decided under the direction of construction officer Otto Klette.

This redesign included the merging of the Leipzig and Silesian train stations. The civil engineer reported on their background in 1895:

Initially, the double system of the stations in Neustadt (Leipziger and Schlesischer Bahnhof), between which a direct transfer of passenger cars can only take place to a limited extent, was a major obstacle for through traffic on the Leipzig – Dresden – Görlitz line; The transit travelers are mostly forced to walk the way from one train station to the other across public roads, which is naturally felt to be a nuisance, especially during the night. The first drafts that were drawn up for the renovation of Dresden's train stations therefore dealt with the merging of the two Neustadt train stations.

The previous Silesian train station was selected as the location for the new Neustädter Bahnhof. This made it necessary to change the layout of the last kilometers of the Leipzig – Dresden railway line, which was re-routed from today's Dresden-Pieschen junction.

Construction and opening

While the interim station (in the foreground) handled the railway operations, the elevated tracks, the station hall and the reception building of the new station were built

Construction work began in the spring of 1898. Before that, an interim station went into operation on the forecourt on May 1, 1898, and started traffic towards Görlitz during the construction period. Although only intended for a limited period of time, it was equipped with a pedestrian and luggage tunnel.

On March 1, 1901 at 5:00 a.m., the Dresden-Neustadt passenger station was opened. An express freight train from Görlitz was the first to cross it and was also the first train to cross the new Marienbrücke, which was built purely as a railway bridge. Passenger traffic began with the 642 passenger train from Bautzen at 5:29 a.m.

In addition to traffic from Leipzig and Görlitz, the station took on long-distance traffic from Berlin, which has been using the Leipzig – Dresden line for the last few kilometers and, thanks to its design, made it possible to connect these trains directly to the newly built Dresden Central Station. The construction costs amounted to 4.1 million marks.

According to the timetable existing at the time of the opening, 162 trains ran daily from Dresden-Neustadt. Drove away

  • 77 trains in the direction of Dresden Central Station,
  • 33 trains in the direction of Arnsdorf - Bautzen - Görlitz,
  • 28 trains in the direction of Meißen - Döbeln - Leipzig,
  • 14 trains in the direction of Riesa –Leipzig and
  • 10 trains in the direction of Berlin.

Until the end of World War II

Only one luxury train ever ran on schedule via Dresden-Neustadt. From 1916 to 1918 the wing train of the Balkan train from Berlin to Constantinople , which ran via Dresden, made a traffic stop .

On September 22, 1918, a serious train accident occurred in front of the entrance to Dresden-Neustadt station. 18 people lost their lives.

After the abdication of the Saxon king in 1918, the original purpose of the royal apartments, which were used as a railway museum from 1923 to 1945, no longer existed. Preserved exhibits from this collection are now in the Dresden Transport Museum .

From 1936 to 1939 the Henschel-Wegmann train ran from Dresden Hauptbahnhof to the Anhalter Bahnhof in Berlin, which covered the route in around 100 minutes. In between, the train only made a stop in Dresden-Neustadt, which underlines the importance of this station in long-distance passenger transport. Even fast railcars of type Leipzig wrong on the route Dresden Hamburg from May 15, 1939 briefly over Dresden-Neustadt.

During the Second World War, extensive military traffic had to be carried out in addition to civil traffic. In October 1944, an average of 28 military trains a day passed the station, carrying around 19,600 members of the Wehrmacht. A care center was set up by the National Socialist People's Welfare . Towards the end of the war, the baggage tunnel was set up as an air raid shelter for 1,425 civilians and 735 members of the Wehrmacht, divided by temporary splinter protection walls and equipped with medical areas in wooden crates. During the last heavy bombing raid on Dresden on April 17, 1945, which particularly affected the traffic facilities that remained intact after February 13, the station suffered severe damage, especially in the area of ​​the northeast exit.

The memorial plaque at the right entrance commemorates the deportation of Jews

The neighboring Dresden-Neustadt freight yard was the starting point for two deportation trains during the Second World War . On January 21, 1942, a train with unheated goods wagons and 224 Jews from the Dresden-Bautzen administrative district left the station and reached the Riga ghetto four days later . A good year later, on March 3, 1943, 293 Jews from Dresden were deported in another transport to the Auschwitz-Birkenau concentration camp. A memorial plaque at the right entrance of the Dresden-Neustadt passenger station commemorates this function of the Neustadt freight yard .

Reconstruction and operation in the GDR

The train station seen from Schlesischer Platz in 1947

Reconstruction began soon after the war. The reparations payments to the Soviet Union proved to be much more of a hindrance than the war damage. For example, the former four-track connection between Dresden-Neustadt and Coswig was dismantled to a single track and one of the three tracks to Klotzsche was removed. This led to considerable restrictions in operations and required the bundled handling of trains in one direction. The situation only relaxed there when the second track between Dresden-Neustadt and Radebeul Ost was put into operation in September 1964. In the direction of the main train station, all four tracks over the Marienbrücke were put back into operation in October 1956. In the north-eastern track apron, however, important track connections as well as overpasses and underpasses are still missing, so that the station has not yet reached its original capacity. The expansion currently underway as part of the German Unity Transport Project No. 9 is intended to eliminate these bottlenecks and accelerate traffic. After the apron has been expanded, local and long-distance traffic will be separated again.

Due to its proximity to the military facilities in Albertstadt , the Neustädter Bahnhof served Soviet military travel after the Second World War. Military members were served at specially set up ticket counters with Cyrillic inscriptions and were able to use a special shopping opportunity , also known as the Russian magazine .

The former car loading ramp at Dresden-Neustadt train station (2010)

Electric rail operations began on September 28, 1969 . In January 1971 the electric push-pull train service followed between Meißen-Triebischtal and Dresden Hauptbahnhof via Dresden-Neustadt, which was incorporated into the Dresden S-Bahn in 1973. Also in 1973 car train traffic began with the Dresden-Neustadt station as the only loading station in the GDR. From May 1972 the tourist express car ran to Varna and from May 1973 the Saxonia Express to Budapest . After the fall of the Wall , car train traffic from Dresden-Neustadt was stopped in 1991. Today a car rental company uses the facilities around the former car loading ramp, which is located east of the reception building next to the parking facilities.

From May 1977 the city ​​express Elbflorenz stopped to Berlin ; in June 1985 the Berlin Express was added in the opposite direction . From June 3, 1984 to May 29, 1989, Fichtelberg was also offered Karl-Marx-Stadt Hbf – Berlin.

On September 24, 1977, the last express train D 1076 to run with a steam locomotive, pulled by the 01 2204, left Dresden-Neustadt station in the direction of Berlin. In contrast, class 52 steam locomotives were used in local passenger and freight traffic until 1987.

The station also retained its importance in long-distance traffic. With a few exceptions, long-distance trains stopped at both Dresden Central Station and Dresden-Neustadt. To avoid the time-consuming crash of the trains in the main station, some trains were only run through the Neustädter Bahnhof. This was on as Städteexpress Fichtelberg of Karl-Marx-Stadt to Berlin-Lichtenberg to.

The station building was extensively renovated in 1971. The two station tunnels and the outgoing platform entrances were given wall cladding with tiles and mosaic. The former Mitropa cellar reopened as the station restaurant Saxonia-Keller with a new, then modern interior .

Supervision building erected in 1980

The platform systems underwent minor changes in the 1980s. Between tracks 5 and 6, a supervisory building was put into operation on June 1, 1980, which is designed from a purely functional point of view and does not correspond to the architecture of the hall construction or the existing old service building. For the state visit of Kim Il-sung in July 1984, a platform extension that had been planned for 19 years was realized. The platform between tracks 7 and 8 was extended by two car lengths to the north so that the delegation did not have to walk over the gravel. For the 150th anniversary of the opening of the first German long-distance railway between Leipzig and Dresden in 1989, the reception hall was renovated.

Shortly before the fall of the Wall, 450 trains per day ran through the station, which counted 50,000 passengers a day. This placed it among the passenger stations of the Deutsche Reichsbahn in 7th place according to the number of trains and in 10th place according to the number of passengers.

Refurbishment and operation in the post-reunification period

Reception hall of the train station
Detail of the Art Nouveau ceiling painting in the reception hall

For the 100th anniversary in 2001, the reception and platform hall were extensively renovated. The latter received new glazing and a lime green wooden roof. The decorative elements in the gable area were also restored.

The reception hall was given a modern, translucent roof and the Art Nouveau painting in ocher and green tones discovered in 1997 under layers of plaster was reconstructed. In addition, the second largest porcelain picture ever made in Meissen after the prince procession has adorned an inner wall of the reception building. The Meissen Porcelain Manufactory created the 90 square meter mural from 900 tiles based on designs by the painters Horst Brettschneider and Heinz Werner. It shows Saxony's most beautiful palaces, castles and gardens in 22 impressions.

In the summer of 1991, intercity trains stopped in Dresden-Neustadt for the first time when the new federal states were included in the intercity network . From 1994 ICE went to Dresden for the first time, but it did not stop at Dresden-Neustadt station until September 1998, after four platforms were provisionally raised to 55 centimeters above the top of the rails. Interregio trains ran via Dresden-Neustadt from 1991 to 2004, most recently connecting Dresden with Wroclaw and Warsaw , which afterwards could no longer be reached without changing trains. Only since 2009 has there been a direct connection to Breslau again with three pairs of regional express trains via Görlitz. An InterConnex connection to Berlin (–Stralsund) existed from 2002 to 2006. Due to construction sites, the Eurocity trains on the Berlin – Dresden – Prague route no longer ran via Dresden-Neustadt since the timetable change on December 13, 2009 until the end of 2013. In the direction of Dresden Hbf, this diversion via Cossebaude still exists today (as of: 2015 timetable).

The station is one of the first three in Germany to introduce new spoken announcements from December 2019.

expansion

Inscription on a signal box tower after the mechanical signal boxes were replaced by an electronic signal box after 107 years of operation.

In mid-2006, extensive renovation work began with the redesign of the station heads including a change in the track plan and the renewal of several bridges and two crossings . Among other things, the connection to the Dresden-Leipzig railway was expanded, which was expanded to four tracks between 2009 and 2016 to Radebeul (two long-distance and regional and two S-Bahn tracks). The expansion of the station head on the Elbe side was completed in October 2010.

The middle and eastern sections of the station were rebuilt between spring 2010 and autumn 2014. The platform tracks and platforms were renewed and the platforms were made barrier-free via renovated tunnels . Platforms 1 and 2 were renovated for the S-Bahn.

In August 2008, a new electronic interlocking operated from the Leipzig operations center replaced seven locally operated interlockings, some of which were still operated mechanically . It controls the train traffic between Weinböhla and Dresden-Neustadt. Five mechanical interlockings of the Jüdel type and two command interlockings of the S&H type were replaced. An automatic track vacancy detection was not available. Two dispatchers regulated the operation with the help of the Saxon command block. An expansion and adaptation of these systems in the course of the German Unity Transport Project No. 9 was not possible, as the regulations would not have been complied with. Numerous workstations for dispatchers, point attendants and train detectors were thus superfluous. Of the seven signal box buildings, only signal box 1 on the east side is to be preserved as a monument.

An intersection structure on the Görlitz – Dresden line over the Leipzig – Dresden line went into operation in 2007. Since several platforms and tracks were not available during the construction period, two temporary platforms were built outside the hall. With the renovation, the parking facility next to track 1 will be dismantled.

The operation on ten main and two side tracks was changed from the previous directional to line operation after the completion of the construction work . S-Bahn traffic is handled from (southern) platform 1/2, while platform 3/4 is available for regional traffic. The two northern platforms 5/6 and 7/8 are used jointly by long-distance and regional traffic. To the north are two tracks for passing trains, the track of a connecting curve from the Leipzig-Dresden Railway, which threads into the southern track apron from the west, was retained. Five bridges (partly replacements for artistically designed bridges from the time the station was built), 54 points and two crossing structures as well as 101 meters of noise protection wall (on Bischofsplatz ) were newly built. The speed of travel in the station area was increased from 40 km / h or 60 km / h to 80 km / h throughout, except for points that branch off in some routes. Long-distance traffic and S-Bahn traffic are to be continuously separated. Two turning tracks were built for the S-Bahn.

The total investment for the redesign of the track system, the renewal of the engineering structures and the replacement of the mechanical interlockings with the electronic interlocking is 95 million euros. Total costs of 33 million euros are estimated for the renovation of the central section of the station, of which 14.4 million euros for the S-Bahn projects.

When construction began in mid-2006, a construction period of four years was expected for the approximately 2.5 km long area. The main construction work was completed at the end of 2014. The S-Bahn line with the new Bischofsplatz stop went into operation in March 2016.

traffic

The train station provides access to the ICE network for the entire northern part of the city as well as for Upper Lusatia and the lower part of the Elbe valley . It enables a distributed transfer and alighting within the city and the metropolitan area and thus noticeably relieves the main station. In the evaluation of the Deutsche Bahn it is after the Dresden and Leipzig main stations together with the Chemnitz main station in station category  2 (see also list of stations and stops in Saxony ).

Long-distance transport

As of April 3, 2016

line Line course Cycle (min)
ICE 50 Dresden Hbf - Dresden-Neustadt - Riesa - Leipzig Hbf - Erfurt Hbf - Gotha - Eisenach - Fulda - Frankfurt (Main) Hbf - Frankfurt (Main) Flughafen Fernbf - Mainz Hbf - Wiesbaden Hbf 120
IC 55 Dresden Hbf - Dresden-Neustadt - Riesa - Leipzig Hbf - Halle Hbf - Köthen - Magdeburg Hbf - Braunschweig Hbf - Hannover Hbf - Minden (Westf) - Bad Oeynhausen - Herford - Bielefeld Hbf - Gütersloh Hbf - Hamm (Westf) - Dortmund Hbf - Hagen Hbf - Wuppertal Hbf - Solingen Hbf - Köln Hbf
line Line course Cycle (min)
EC 27 ( Budapest-Keleti - Bratislava hl.st. - Brno hl.n. -) Praha hl.n. - Dresden Hbf - Dresden-Neustadt - Berlin Südkreuz - Berlin Hbf - Hamburg Hbf - Hamburg-Altona 120

After the long-distance train station to and from Leipzig was only served every two hours in the 2013 timetable, this route is once again run every hour in the 2014 timetable.

Night traffic

The night trains CNL 456 (40458) Kopernikus Prague – Berlin – Cologne and CNL 458 Prague – Leipzig – Erfurt – Zurich ran via Dresden-Neustadt until December 2016 .

Regional and local transport

As of April 13, 2020

line Line course Cycle (min) EVU
RE1 Dresden Hbf  - Dresden Mitte  - Dresden-Neustadt  - Dresden-Klotzsche - Bischofswerda  - Bautzen  - Löbau (Sachs)  - Görlitz  ( - Zgorzelec ) 060 Trilex
RE2 Dresden Hbf - Dresden Mitte - Dresden-Neustadt  - Dresden-Klotzsche - Bischofswerda - Ebersbach  - Zittau  ( - Liberec ) 120 Trilex
RE15 Dresden Hbf - Dresden Mitte - Dresden-Neustadt  - Coswig (b Dresden)  - Ruhland  - Hoyerswerda 120 DB Regio Nordost
RE18 Dresden Hbf - Dresden Mitte - Dresden-Neustadt  - Coswig (b Dresden) - Ruhland - Senftenberg  - Cottbus 060 DB Regio Nordost
RE50 Dresden Hbf - Dresden Mitte - Dresden-Neustadt  - Coswig (b Dresden) - Riesa  - Leipzig Hbf 060 DB Regio Southeast
RB33 Dresden-Neustadt  - Dresden-Klotzsche - Koenigsbrück 060 Central German regional railway
RB34 Dresden Hbf - Dresden Mitte - Dresden-Neustadt  - Dresden-Klotzsche - ( Arnsdorf (b Dresden )) - Kamenz (Sachs) 060 Central German regional railway
RB60 Dresden Hbf - Dresden Mitte - Dresden-Neustadt  - Dresden-Klotzsche - Bischofswerda  - Bautzen  - Löbau (Sachs)  - Görlitz 060 Trilex
RB61 Dresden Hbf - Dresden Mitte - Dresden-Neustadt  - Dresden-Klotzsche - Bischofswerda - Ebersbach  - Zittau 120 Trilex
S1 Meißen  - Coswig (near Dresden) - Radebeul  - Dresden-Neustadt  - Dresden Mitte - Dresden Hbf - Heidenau  - Pirna  - Bad Schandau  - Schöna 10/20 (Meißen-Triebischtal-Pirna Mon-Fri during peak hours)
0 30 (60 to Schöna)
DB Regio Southeast
S2 Dresden Airport  - Dresden-Klotzsche - Dresden-Neustadt  - Dresden Mitte - Dresden Hbf - Heidenau - Pirna 030 (to Pirna Mon-Sat ) DB Regio Southeast

Transport links

Public transport

The Dresdner Verkehrsbetriebe or its predecessor organizations included the Dresden-Neustadt train station in their urban tram network from the start . Today three tram lines run at the station and connect it with the nearby transfer hub at Albertplatz . The first bus line in Dresden ran from here to Nürnberger Strasse from April 1914 , and bus routes to the north of Dresden still end and begin here. There are also long-distance bus routes to Leipzig / Halle Airport and Berlin via the train station.

Private transport

Individual approaches with the option to stop are provided both on Schlesischer Platz and at the back entrance to Hansastraße. There is also a limited number of paid parking spaces on both sides.

Dresden-Neustadt locomotive station

Systems of the Dresden-Neustadt locomotive station in February 2010
last day of operation of the BR 220 on December 21, 1994

The facilities of the Dresden-Neustadt locomotive station connect to the north-east of the passenger station. During the steam locomotive era, the locomotive station was home to sliding locomotives for the ramp to Dresden-Klotzsche and some shunting locomotives until 1967 . In the years 1898 to 1900, parallel to the construction of the passenger station, a locomotive shed with four double stands, a turntable , a water crane and a coal shed were built. In addition to the locomotives stationed here, steam locomotives on the Görlitz – Leipzig route used the locomotive station as a restoration or reversing facility if they did not run through to the main station.

Organizationally, the Dresden-Neustadt locomotive station was assigned to the Dresden-Friedrichstadt depot . After the Second World War, it became more important in the short term, as the war damage in Dresden-Neustadt was comparatively minor and the Marienbrücke over the Elbe was destroyed. On August 31, 1945 the locomotive station had 41 operational locomotives in its inventory and the workforce in the summer of 1945 was 618 employees. After the Marienbrücke was put back into operation, operations returned to normal. In the post-war decades, the locomotive station was home to class 58.0 sliding locomotives equipped with Kellerscher couplings , as well as class 89.2 and class 94.21 shunting locomotives . From the mid-1960s, diesel locomotives took over the shunting services and the push locomotives were increasingly used by Dresden-Friedrichstadt. Therefore, the steam locomotive treatment systems were given up on May 27, 1967 and the bridge maintenance department was housed in the engine shed. On December 21, 1994, the use of the class 220 ( ex DR class V 200 ), which were used as leader locomotives for the freight trains in the direction of Bischofswerda, ended. The locomotive station has been a listed building since 1979.

literature

  • Kurt Kaiß / Matthias Hengst: Dresden's Railway: 1894–1994. Alba publication, Düsseldorf 1994. ISBN 3-87094-350-5 .
  • DB Station & Service AG / Dresden-Neustadt station management: One hundred years of Dresden-Neustadt station, 1901–2001. HochlandVerlag Pappritz, 2001. ISBN 3-934047-10-6 .
  • Manfred Berger and Manfred Weisbrod: Over 150 years of Dresden train stations. Eisenbahn Journal special 6/91. ISBN 3-922404-27-8 .

Web links

Commons : Bahnhof Dresden-Neustadt  - Collection of images, videos and audio files

Individual evidence

  1. ^ Art in public space. Information brochure of the state capital Dresden, December 1996.
  2. Berger / Weisbrod: Over 150 Years of Dresden Railway Stations, p. 12.
  3. Civilingenieur XLI, 1895, p. 117
  4. a b Kaiß / Hengst: Dresden's Railway. P. 31ff
  5. ^ DB Station & Service AG: One Hundred Years of Dresden-Neustadt Railway Station, p. 26f
  6. ^ Dresdner Anzeiger, March 1901
  7. ^ Dietrich Conrad: The Dresden train stations. P. 126. In: Stadtmuseum Dresden, Dresdner Geschichtsbuch 2. 1996.
  8. Matthias Neutzner: "The Armed Forces so closely related" - Railway in Dresden from 1939 to 1945. p 199-225. In: Dresden City Museum, Dresden History Book 5. 1999.
  9. Matthias Neutzner: "The Armed Forces so closely related" - Railway in Dresden from 1939 to 1945. 211. In City Museum Dresden, Dresden history book 5. 1999th
  10. ^ DB Station & Service AG: One hundred years of Dresden-Neustadt station. P. 46f.
  11. a b c Kaiß / Hengst: Dresden's Railway. P. 64ff
  12. ^ A b DB Station & Service AG: One hundred years Dresden-Neustadt station. P. 48ff
  13. ^ Hans-Joachim Kirsche: Railway Atlas GDR. 1987.
  14. ^ A tent for trains , online article by WELT from November 15, 2001.
  15. ^ DB Station & Service AG: One hundred years of Dresden-Neustadt station. P. 58
  16. Faster by train to Berlin and Leipzig ( Memento from November 24, 2009 in the Internet Archive ), MDR online article from November 19, 2009.
  17. Maria Timchenko: Clear announcement . In: mobile . No. December 12 , 2019, ISSN  0949-586X , ZDB -ID 1221702-5 , p. 120 f .
  18. a b c Notification of start of construction in Dresden-Neustadt . In: Eisenbahn-Revue International . Issue 7/2006, ISSN  1421-2811 , p. 323.
  19. ^ A b c Deutsche Bahn AG: Financing agreement signed for the expansion of the Dresden-Neustadt - Meißen Triebischtal line. Press release from February 4, 2009
  20. Trains stop at Dresden-Neustadt station again. Saxon newspaper from August 18, 2008.
  21. ^ A b c Ralf Rothe, Seckin Kurkut: Transport projects German unity, expansion line Leipzig - Dresden and S-Bahn Dresden - Coswig . In: Railway technical review . No. 7/8 , 2008, ISSN  0013-2845 , p. 456-461 .
  22. without source
  23. a b Bahn informs members of the Bundestag about the construction activities in the Dresden railway junction until 2010 , press release of Deutsche Bahn AG from May 15, 2007 at pressrelations.
  24. Railway station categorization DB Station + Service AG . As of January 1, 2007
  25. Deutsche Bahn: route maps and network maps for download
  26. Deutsche Bahn AG (Ed.): Integration of the new VDE 8 line in the Leipzig railway junction ensures changes in long-distance traffic in Central Germany . Press release from July 22, 2013.
  27. EK Topics 14: Dresdner Bahnbetriebswerke. P. 70f, 1994
This version was added to the list of articles worth reading on January 6, 2010 .