Zittau train station

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Zittau
Zittau station (2012)
Reception building and station forecourt 2012
The narrow-gauge station in the background on the right
Data
Operating point type railway station
Location in the network Separation station
Platform tracks 7 standard gauge station
2 narrow gauge station
abbreviation Double room
IBNR 8010393
opening June 10, 1848
Profile on Bahnhof.de Zittau
location
City / municipality Zittau
country Saxony
Country Germany
Coordinates 50 ° 54 '15 "  N , 14 ° 48' 21"  E Coordinates: 50 ° 54 '15 "  N , 14 ° 48' 21"  E
Height ( SO ) 262  m above sea level NN
Railway lines
Railway stations and stops in Saxony
i11 i16

The station Zittau is the central passenger station of the city of Zittau in the Upper Lausitz . It opened in 1848 and was expanded over the next few decades. At the beginning of the 20th century, the railway station's track system was extensively rebuilt in order to adapt it to the requirements of the increased traffic. After the Second World War, the station was in a peripheral location for a long time. Only with the resumption of cross-border traffic to Czechoslovakia did the importance increase again. After German reunification, the volume of traffic and the importance of the station fell again.

The station links the railway lines to Dresden , Görlitz and Liberec in the Czech Republic with the narrow-gauge railway to the Zittau Mountains and regional local and urban transport. The regional transport company Saxony, as the responsible authority, canceled the rail passenger transport to Löbau via Herrnhut in 1998 . The former long-distance connections to Berlin , Dresden and Liberec were gradually discontinued by Deutsche Bahn in 1990. For international train traffic, it has the status of a border station between Germany and the Czech Republic. Until the Czech Republic joined the EU, customs checks were carried out here and passport controls for international rail traffic until joining Schengen .

location

The train station north of the historic old town

The Zittau train station was built north of the historic city center, around 500 meters from the gates of what was then the city. The Kummersberg rises to the northwest of the station and the railway line from Löbau bypasses it in a wide southern arc. The trains to the southeast to Liberec (formerly Reichenberg) have been running over a heaped embankment and the 741-meter-long Neisse Valley Viaduct since the 1850s . Today the train station is located in the Zittau core city and separates the districts of Zittau East and West from the district of Zittau North, which extends north of the railway lines.

At the western exit of the station behind the narrow-gauge railway facilities are the 16-hour roundhouse of the former Zittau depot and, north of the Pethau district, the former parking and parking station with the Pethau locomotive workshop, which also belonged to the depot. The bus station with several bus platforms is located on the station forecourt in front of the reception building. The narrow-gauge railway crosses the station forecourt at its southern end in order to get from the sidings and the boiler house to the eastern narrow-gauge station.

history

The beginnings

The first projects of the railway committees of the Saxon cities of Bautzen and Zittau, which had been trying to establish a railway connection to the Saxon state capital Dresden since 1836 , failed due to a lack of capital. It was not until the establishment of the Saxon-Silesian Railway Company (SSE) in December 1843 with the participation of the Saxon state that the connection to the city came within reach, because the Saxon state obliged the company to build a branch line from Löbau to Zittau.

However, the low financial means would have only allowed horse-drawn tram operation on the branch line. This was an unacceptable offer for the citizens of Zittau, and so a railway committee was formed again in the city, which began to subscribe for shares in April 1844. The SSE waived their building rights. In September 1844 the first general assembly of the Löbau-Zittau Railway Company (LZE) took place. A royal decree confirmed the company on June 25, 1845. The building capital was estimated at 2.5 million thalers and a quarter was taken over by the Saxon state. Construction began on May 5th, 1845. The route was officially opened on June 10th, 1848. The inauguration train from Löbau to Zittau was headed by the ZITTAU locomotive . The sister locomotive LÖBAU took over the return journey .

The Zittau train station was once planned near the weaver gate. Because of the feared annoyance of the citizens by noise and smoke, the city had the station moved 600 meters north of the city limits at that time. The loop of the railway line cost the LZE an additional 300,000 thalers. The first station was a terminus station , which initially only received a temporary reception building.

Development into a railway junction

In the Saxon-Austrian State Treaty of April 24, 1853, both states agreed on the construction and operation of the Zittau-Reichenberger Railway and thus the connection of Reichenberg (today: Liberec) to the Saxon railway network. However, the construction work did not begin until October 1855, because Austria refused to operate it by a foreign state railway and the legal basis for operation by a private railway had to be created first.

View towards Zittau on the Neisse valley viaduct with two railcars of the Czech class 810

Before the railway line from Reichenberg to Zittau was commissioned by the Zittau-Reichenberger Eisenbahngesellschaft , the station was completely rebuilt between 1855 and 1859. The station terrain was lowered by 1.20 meters and the track length increased to around 5.9 kilometers thanks to the newly installed systems. That was about three times the previous length. The new station was built south of the now leading rail line in the style of larger Saxon stations. The earth removed for the station was used to fill the embankment for the Zittau-Reichenberger Railway to the Neißetal Viaduct.

In 1862 the city representatives from Görlitz and Zittau held first talks about a railway connection between the two Upper Lusatian cities, as the returns from the Zittau-Reichenberger Railway fell short of expectations and the Neißetalbahn was expected to increase . However, Zittau was in the Saxon and Görlitz in the Prussian Upper Lusatia. With the German War of 1866 between Prussia and Austria, of which Saxony was an ally, the project initially took a back seat and only returned to the political agenda two years later. The Berlin-Görlitzer Eisenbahngesellschaft (BGE) applied for a construction license for a railway line from Görlitz to Reichenberg via Seidenberg (today: Zawidów) and a branch line from Nikrisch (since 1936: Hagenwerder) to Zittau. The concession was only granted in 1871. Soon after, the construction of the Neisse Valley Railway, as the connection between the two cities is often called, began. The line opened with the winter timetable on October 15, 1875. The opening train with the STROUSBERG locomotive , named after the so-called railway king Bethel Henry Strousberg , ended at the BGE private station in Zittau for the time being.

With the nationalization of the BGE in 1882, a third station administration moved into the station with the Prussian one. The Prussian railway line Zittau – Nikrisch ended on the eastern station apron and crossed the Reichenberger Bahn to get to its track systems, the platform on the eastern station area and the turntable . The western part of the station remained in Saxon hands, since from 1868, in addition to the trains to Löbau, the trains of the South Lusatian State Railway to Scheibe (now part of Mittelherwigsdorf ) and Großschönau began or ended here. After the railway line to Nikrisch passed into Saxon ownership in 1896 and the Reichenberger Bahn was nationalized in 1905, only the Royal Saxon State Railways managed the Zittau station.

Between 1873 and 1876, extensive parking facilities and a new roundhouse were built on the western station area . Urban development also reached the tracks and the station area around the turn of the century. For the narrow-gauge railway to Reichenau, which went into operation in 1884, only the station forecourt remained.

Station renovation

Narrow-gauge steam locomotive 99 758 crosses the station forecourt
Segment turntable on the western gable of the station; A regional train towards Dresden is waiting at platform 54

At the turn of the century, the station increasingly reached its capacity limits and it was decided to rebuild the station system. Between 1907 and 1911 the railway systems were rebuilt. One of the most important innovations was the crossing-free confluence of the Neißetalbahn in the eastern station apron. For this purpose, an island platform was built on the former tracks 3 and 4, which was connected to the main platform via two passenger tunnels . On the former Prussian area of ​​the station with locomotive sheds and freight facilities, parking facilities for the narrow-gauge railway were built. On the western station apron there was now a 16-person, standard-gauge round locomotive shed and a double-track, narrow-gauge boiler room as well as buildings for the shunting service. The parking station in Pethau, which has been discussed since 1899, was also built. He received a six-hour roundhouse with a 20-meter turntable, loading tracks and side loading ramp . The forecourt was connected via track 26, which also served as an pull-out and push-off track. The entire station thus extended to a length of 3.41 kilometers after the expansion.

After the station restaurant Zur Burg was demolished in 1908, an island platform - the so-called narrow-gauge station - was built to handle the narrow-gauge passenger trains on the south-eastern station forecourt. In order to get to the locomotive shed, the pits and parking spaces for trestles and wagons, the narrow-gauge railway crossed the station forecourt via a connecting track.

The train traffic to Scheibe ran as if on a double-track main line, but the entry signal for the Zittau station was only in front of the new Stellerei 5 (later B7 ). The intermediate signal T is at the former western head of the station. In addition, there were seven evacuation signals at Zittau station , with up to four discs per mast prompting people to leave the entrance tracks. The last of these signals did not go out of service until 1959.

Another special feature is the so-called suspender , a double track connection between tracks 1 and 2 in front of the station building. This connection enables the transport service division of tracks 1 and 2 and thus also the subdivision of the house and island platforms into three individual platforms. The implementing tracks 6 to 12 extended to the goods shed in the north. Three more stub tracks (13 to 15) led to the loading lanes and the goods shed. The tracks of the group of 30 in the eastern station field were used to park passenger cars. Track 50 served as the eastern house platform and ended with tracks 51 and 52 on a turntable at the east gable. Trains run from here to Reichenberg. The counterpart on the west side were tracks 54 to 57, which also ended on a turntable. Track 54 was the western house platform track for trains to Warnsdorf . Three entrances to the 18-meter turntable of the Zittau depot also led from this group of tracks.

On January 17, 1940 occurred in Zittau collision of two trains. 12 people died and 20 others were injured. The station survived the Second World War without major damage.

After the Second World War

After the end of the war, traffic to Reichenberg and Warnsdorf was stopped for the time being. Furthermore, the Soviet Union also had the second track of the converging railway lines and several shunting tracks dismantled. It was not until 1951 that the first passenger trains of the Czechoslovak State Railways (ČSD) operated in privileged through-rail traffic via Zittau. It was officially not possible to board the corridor trains until 1977. On April 6, 1977, a railway border point for passenger traffic opened on the eastern house platform between tracks 1a and 50. The cross-border passenger trains to Czechoslovakia initially stopped at the western house platform and were later pulled into a separate part of the eastern head platform for passport and customs control. With the accession of the Czech Republic to the European Union in 2004, customs controls ceased. With the expansion of the Schengen area at the end of 2007, passport controls ended.

The turntable on the east gable of the station building was dismantled as early as 1976. The increased traffic after the introduction of the privileged through-rail traffic forced the reconstruction of the station tracks dismantled as reparations. One of the last construction projects before the fall of the Wall was the construction of a large coal terminal in Pethau, begun in 1985, for loading the lignite from the Olbersdorf opencast mine into freight trains for the Hagenwerder and Hirschfelde power stations . The turning point stopped lignite mining in Olbersdorf and with it the coal terminal project in Pethau. At that time, extensive earthworks had already taken place, and the first tracks had already been laid.

After the political change

In 1994, Deutsche Bahn converted the former ticket office into a travel center . A year later, the post office at the station closed. Freight traffic on the standard gauge sank to a minimum, on the narrow-gauge railway it was completely stopped. The narrow-gauge railway has been operated by the Saxon-Upper Lusatian Railway Company (SOEG) since 1997 . In 2008, only seven standard gauge tracks were still passable in the station. Only a fraction of the 450 railway employees at the Zittau site work at today's Deutsche Bahn and SOEG.

In the spring of 2016, Deutsche Bahn began modernizing the rail infrastructure. The station was completely closed for reconstruction between August and November 2017, except for the narrow-gauge railway there was no train service. Among other things, this created the basis for a clock node in order to make rail transport more attractive. In the station area, Deutsche Bahn renewed the tracks and signaling technology. Elevators will be built to the island platform. The modernization should be completed in 2018. After another two-week total closure of the Ebersbach-Zittau line, scheduled train traffic was resumed on February 10, 2018. The investment costs are € 45 million; The work, which also includes the dismantling of tracks, switches and three signal boxes that are no longer in use, was completed in the course of 2019.

On October 15, 2019, a new passenger train timetable came into effect at Zittau station, which is consistently geared towards the new zero - cycle node . Since then, the regional express trains running through Dresden – Liberec have been crossing every two hours at the usual minute of symmetry , most other connections are based on this every hour.

Buildings

Reception building

Refurbished reception building (2018)

The station building was built in the style of larger Saxon train stations on a five-part floor plan. The four-storey central building housed the reception hall, the ticket office and baggage handling. Since the station was also the border station between Saxony and Austria, Saxon and Austrian border and customs officials sat next to the administrative officials and company railroaders. The service rooms were located in the three-storey wing buildings. Dining and waiting rooms were set up in the two-storey intermediate buildings. The upper floors were inhabited by senior railway officials and the station manager.

In 1994 the ticket office was converted into a DB travel center. The Deutsche Bahn travel center was later closed. Ticket sales are now only possible at ticket machines or a private travel agency in the train station. The reception building was completely renovated in 2001 for around 2.4 million euros. The station forecourt was also redesigned. In 2001, Zittau hosted the Day of the Saxons . In 2006 the station was frequented by 2,500 travelers every day.

Deutsche Bahn announced at the end of 2013 that it was looking for a buyer for the building from January 2014. In July 2014 it was announced again that Deutsche Bahn would not sell the building after all.

Platforms and passenger tunnels

View of the house platform on track 1. On the right you can see the so-called suspenders - the double track connection between tracks 1 and 2
View of the central platform with a waiting Desiro diesel multiple unit of the East German Railway

After the station renovation at the turn of the century, an island platform was built in place of tracks 3 and 4, which is connected to the main platform via two passenger tunnels. The island platform with tracks 2 and 5, like the house platform on track 1, is divided into two areas a and b . At the east end of the house platform, the head platform joins platform 50. The passport and customs control of the Zittau railway border station was once located on the platform between tracks 1a and 50. Passport and customs controls were no longer required after the Czech Republic joined the EU or joined the Schengen area .

Platforms
track platform Usable length [m] Platform height [cm] current usage
1a House platform 347 38 from Seifhennersdorf / Rybniště and to Liberec
1b House platform 287 38 to Dresden Hbf
2a Island platform 109 55
2 B Island platform 166 55 from Liberec and to Seifhennersdorf / Rybniště
5a / b Island platform 300 55 from / to Cottbus
50 East head platform 195.5 38 currently no use
54 West head platform 225 38 from / to Dresden Hbf
Sm 1 Narrow gauge platform
Sm 2 Narrow gauge platform from / to Kurort Oybin / Kurort Jonsdorf

Signal boxes

The guard interlocking W1 is located at the east exit from the train station between the tracks to Görlitz and Liberec. The command signal box B2 closes off the island platform on the east side. It is a semi-automatic signal box of the Saxon train station block type . The control room W3 is also located in the same building . The guard signal box was built in 1910 as part of the station renovation based on the Saxon design Jüdel 11000 (Jüdel new) . The guard signal box W4 is located at the west exit between tracks 2 and 6. It can be recognized by its distinctive wooden clock tower. This signal box also dates from 1910 and has the same type of signal box as W3 . The switchboard W6 at the underpass between Eisenbahnstrasse and Kummersberg was assigned the southwestern marshalling area. The guard interlocking W8 is located on the narrow-gauge platform.

The former signal boxes W5 and B7 are at the west exit. The guard signal box is located at the turntable of the locomotive shed and the command box at the junction to Pethau.

Narrow-gauge station

Narrow-gauge station

In 1908, following the demolition of the Zur Burg station restaurant, an island platform for handling narrow-gauge passenger trains, also known as the narrow-gauge station, was built on the southeastern station forecourt . The narrow-gauge passenger trains to Hermsdorf ran from here until 1945 and the trains to the health resorts of Oybin and Jonsdorf in the Zittau Mountains continue to this day . The trains run through a wooden portal in the direction of the narrow-gauge heating house across the station forecourt. In the direction of the Zittau Mountains, the narrow-gauge railway crosses the Liberec – Zittau line at the same level. The narrow-gauge line in the direction of Reichenau (today: Bogatynia) branched off to the east shortly before the Neißetal viaduct. The narrow-gauge line in the direction of Olbersdorf crosses under the viaduct and then passes through the southern inner city of Zittau.

Depot

In 1875, construction work began on the 16-person roundhouse on behalf of the Royal Saxon State Railways. In addition to a stand for narrow-gauge locomotives, all of the stands were for standard-gauge locomotives. The Bahnbetriebswerk (Bw) was not founded until 1879. 21 years later, the Zittau depot was home to around six locomotives of the Saxon class IIIb as well as individual locomotives of the Saxon classes II and VII. In 1908, three locomotives of the 94.2 class were housed in the depot for shunting. The first vehicles of the 75.5 series were added around 1911 .

In the following years, the steam locomotive series that were based in Zittau included the Prussian P 8 , the so-called Sächsische Rollwagen (class 38.2), the Prussian G 12 , the war locomotive series class 52, also later as the Rekolok series 52.80 as well as the class 64 and the series 86 .

The maintenance of the steam locomotives was carried out in the last decades of the depot in the Pethau locomotive workshop, as the class 52 could also be rotated on the Pethau 20-meter turntable. On the 18-meter turntable in the Bw, this series could only be turned with the first running axle removed , which mostly only applied to the heating locomotive on duty . It was not until 1989 that the Bw received a larger turntable. In 1975 the first high-performance diesel locomotive of the 118 series came to the Zittau Bw. It was the 118 203-9 - one of two locomotives of this series that received a glass fiber pulpit with a square design and glare-free window.

In 1987 a total of 12 machines of the 118 series were stationed in Zittau. Furthermore, there were mainly diesel locomotives of the series 100 , 101 , 102 , 106 , 112 and from 1991 also the Romanian series 119 in the inventory of the Zittau Bw.

According to plans from the early 1990s, the Görlitzer Bw was to remain one of three remaining depots in the Dresden Reich Railway Directorate . From 1 January 1994 the nunmehrigen shelter depot Görlitz thus the former depot Zittau as a work site . In 1996 the depot received a tank system for normal and narrow-gauge vehicles. The Zittau Bw was later downgraded to a reporting office and was finally closed by Deutsche Bahn in 1999.

In 2002 negotiations began between the Hochwaldbahn from Trier , which provided local transport services on the Mandaubahn , and Deutsche Bahn to purchase these systems. It was not until 2004 that a purchase contract could be negotiated between the two parties, and the Hochwaldbahn founded the Bahnbetriebswerk Zittau GmbH with its headquarters in Seifhennersdorf especially for this purpose . On November 29, 2004 the purchase agreement was notarized. The system was made operational again by the beginning of 2005 and was later largely used by the Saxon-Bohemian Railway Company (SBE). The facility was renovated and offices for SBE and Bw Zittau GmbH were set up in the former social rooms. Museum associations also use the shelter option in addition to the SBE.

Pethau locomotive workshop

During the renovation of the station between 1907 and 1911, a locomotive workshop of the Zittau depot was built around two kilometers west of the station in addition to the parking and parking station in Pethau, as there was no extension of the roundhouse at the station. Coming from the train station or the Bw you had to turn your head in the parking station to reach the turntable. The six shelters in the roundhouse could be reached via a 20-meter turntable. The heating locomotive stood on the track that ran past the left wall of the shed, and its smoke gases were led into the chimney via a vent. As a rule, the heating locomotive had to be driven to the Zittau depot to coal once a day. The track on the right side of the shed was used to park locomotives arriving for repairs. With the gantry crane , replacement parts such as air and feed pumps could already be removed from the steam locomotives.

Function of the structure

and display information about the image
Track plan of the station

Railway lines

The following four railway lines meet in Zittau: the standard-gauge lines Zittau - Löbau , Liberec - Zittau , Zittau - Hagenwerder and the narrow-gauge line Zittau - health resort Oybin / health resort Jonsdorf . Narrow-gauge trains also ran on the Zittau - Hermsdorf route until 1945 . The two narrow-gauge lines crossed the railway line to Liberec and separated near the Neisse valley viaduct. The route to Hermsdorf swiveled to the east and crossed the Lusatian Neisse . The route into the Zittau Mountains passes under the viaduct and swings towards the west.

To the west, traffic runs like a double-track main line, although historically there are two separate railway lines: the Mandaubahn and the Löbau-Zittauer Bahn. Both railway lines separate in Mittelherwigsdorf. The railway line to Löbau is no longer continuously passable because the section between Oberoderwitz and Niedercunnersdorf has been closed. However, the line between Löbau and Niedercunnersdorf is leased to the German Regional Railway (DRE), which has taken over the freight traffic on the connecting railways on this section. The future of the disused section is uncertain. The Neißetal once had a second track between Zittau and Hirschfelde . The entire Neißetalbahn was to be expanded into a double-track main line before the Second World War, as a strong increase in traffic was expected after the annexation of the Sudetenland. By 1942 the section to Hirschfelde had been completed. However, the war prevented further expansion between Hirschfelde and Hagenwerder.

passenger traffic

Passenger traffic began in 1848 with three pairs of trains a day to Löbau. The trains in Löbau always had a connection to the trains of the Saxon-Silesian Railway. In addition, three pairs of trains came to Reichenberg in December 1859, one pair of which operated as a passenger train with goods transport (PmG). In 1880 five pairs of trains rolled on the railway line to Görlitz, which was opened in 1875. On the Löbau-Zittauer Bahn, traffic had increased to four pairs of trains in the same year. There were also four pairs of trains via Bischofswerda to Dresden. After the turn of the century, the number of train pairs increased to seven in the direction of Görlitz (1906), nine train pairs in the direction of Reichenberg (1914), many of which had already come from Eibau via Warnsdorf and five train pairs in the direction of Dresden. After the First World War, the number of train connections initially fell sharply. In the late 1920s had stabilized the train again and rose to 1938 on nine pairs of passenger and Eilzugpaar to Löbau, twelve pairs of trains to Reichenberg, including an accelerated passenger train pair and six pairs of passenger, a Eilzugpaar and a D-train pair to Dresden. After the annexation of the Sudetenland , traffic on the Neißetalbahn increased, and there were also express trains and a pair of express trains on the Berlin  - Görlitz - Zittau - Reichenberg - Vienna route .

Towards the end of the Second World War, rail traffic fell sharply again. At the end of it he collapsed for a short time on some stretches. For example on the Neißetalbahn, since most of the Neisse bridges were blown up here, and on the Löbau-Zittauer Eisenbahn, because the Höllental viaducts were also destroyed by the Wehrmacht here. However, the railway line to Reichenberg was largely spared from destruction and traffic could be resumed on May 12, 1945. Numerous transports of the Red Army and expelled Sudeten Germans were carried out over the railway line . On December 29, 1945, on the instructions of the Soviet station commander, traffic was stopped and the route at kilometer 25.6 was blocked by a buffer stop for five years . On September 9, 1945, the first continuous passenger train ran from Görlitz to Zittau and back over what was now 12 kilometers of Polish territory. In the following year, the Polish state banned all traffic through its territory. In the following years a shuttle service was set up between Hirschfelde and Zittau . In 1946, three pairs of passenger trains and two pairs of express trains ran to Dresden again. Since December 1945, the Czech side has also prohibited train traffic across Czech territory between Großschönau and Seifhennersdorf.

In the 1960s, in addition to nine pairs of passenger trains and three pairs of express trains, the Löbau-Zittauer Bahn also ran a light-incineration railcar (LVT). The fact that the Deutsche Reichsbahn tried to divert express trains between Görlitz and Zittau via Löbau in order to minimize transit costs across Polish territory also had a positive effect . As early as 1950, the GDR , the People's Republic of Poland and Czechoslovakia decided on Privileged Through Rail Traffic (PED) between the three states. The Czechoslovak State Railways (ČSD) has been running between Liberec and Varnsdorf with its corridor trains via Zittau since April 1, 1951, although boarding was not possible here. Reichsbahn corridor trains were also able to travel through Czech territory again.

From 1959 the Polish State Railways (PKP) also intended to handle rush hour traffic for workers on the construction site of the Turów power plant between Porajów (until 1945: Poritsch ) and Turoszów (until 1945: Türchau ) by rail as a PED. On the former connection of the Zitt-Werke, a single test drive took place after the block safety integration. However, the rush hour traffic was realized by buses on a new road. The Zittau railway border crossing was not put into operation until 1977 and enabled GDR citizens to travel by train to the nearby Jizera Mountains or Liberec. Initially, four pairs of trains ran daily to Czechoslovakia.

After the fall of the Wall, they switched to the clocked timetable . Until 1998, ten regional train pairs operated between Löbau and Zittau every hour via Oberoderwitz and Ebersbach, alternating every hour. On May 24, 1998, the local rail passenger traffic on the line was set. On the Neißetalbahn, Deutsche Bahn also operated regional trains between Görlitz and Zittau. In 2001, two continuous regional express train pairs with modern double-decker coaches followed for a short time every day between Zittau and Rathenow via Görlitz, Cottbus and Berlin. However, the Deutsche Bahn had lost the tender for the traffic between Cottbus and Zittau to the Lausitzbahn , which operated the traffic here until December 2008. The successor to the Lausitzbahn is expected to be the East German Railway until 2018 .

Since the 1995/1996 timetable, trains in the direction of Dresden have been running every two hours as regional trains and regional express trains. Push- pull trains , initially hauled by class 232 and 234 diesel locomotives , have only been running diesel multiple units of class 642 as regional trains and 612 as regional express trains since 2005/2006 . With the timetable change in December 2011, the 612 series was also replaced by the 642 series. The trains of the ODEG to Cottbus and the Trilex to Seifhennersdorf / Rybniště and Liberec also run with this series. The predecessor of the Trilex on the Mandaubahn was the Saxon-Bohemian Railway Company between 2002 and 2010 .

When the timetable changed on December 14, 2014, DB Regio Südost was replaced as the operator of the Dresden Hbf - Bischofswerda - Zittau (- Liberec) route by the Vogtlandbahn (now "Die Länderbahn") under the Trilex brand . The regional express line RE2 has since been known as TLX2, the regional train line RB61 was now called TL61. There are currently five train pairs of the RE2 - until 2014 only four train pairs - from Zittau to Liberec. The continuous journeys of the RE2 from Dresden to Tanvald have not been offered since December 2014. Since the timetable change in December 2016, the lines have been referred to as RE2 and RB61 again, the TL70 line is called L7.

Passenger train connections in the 2019/2020 timetable
line Line course Clock frequency operator
RE2 Dresden Central Station  -  Bischofswerda  -  Ebersbach (Sachs)  -  Zittau (- Liberec) Every two hours Trilex
RB61 Dresden Hbf - Bischofswerda - Ebersbach (Sachs) -  Zittau Every two hours Trilex
RB65 Cottbus central station  -  Weißwasser (Upper Lusatia)  -  Görlitz  -  Zittau Hourly East German Railway
L7 Seifhennersdorf / Rybniště - Varnsdorf -  Zittau  - Liberec Hourly Trilex
SOEG Zittau  - Bertsdorf - Oybin health resort / Jonsdorf health resort Hourly Saxon-Upper Lusatian Railway Company

Freight transport

In addition to the goods shed north of the central platform, other sheds and private storage options as well as a side loading ramp on platform 23 were available for freight traffic. There were more loading tracks and a side loading ramp in Pethau. After the Second World War, freight traffic came to a standstill on most routes. Part of the railway line to Görlitz was now on Polish territory. The Czechoslovak State Railways also took over the route to Liberec. The summer timetable from 1949 again showed four pairs of local goods trains between Görlitz and Zittau on the Neißetalbahn. However, the through freight trains between Schlauroth and Zittau were diverted via Löbau after the war in order to avoid foreign currency payments to the People's Republic of Poland for through traffic through Polish territory. Frontier freight traffic to Czechoslovakia was resumed on June 3, 1956. After the fall of the Wall, freight traffic collapsed. Freight traffic on the narrow-gauge railway was discontinued in 1997. In 2007, a pair of freight trains only ran once a week from Löbau via Ebersbach to Zittau and back. The scheduled freight traffic of Deutsche Bahn on the Dresden – Bischofswerda-Zittau route was discontinued.

Transport links

Public transport

Between 1904 and 1905 and 1919, two of the three tram lines of the city ​​tram ran from the station. The white line went to Äußere Grottauer Strasse and the blue line to the city limits of Olbersdorf. Due to the low occupancy on weekdays and the increasing wage demands of the employees after the First World War, the city council decided to shut down the tram in 1919.

Today there are six bus platforms for city and regional buses on the station forecourt. All three city bus lines meet at the bus station, line A in the direction of Pethau / Hörnitz or to Löbauer Platz, line B to Chopinstrasse and line C to Hartau. In addition, numerous regional bus routes operated by Kraftverkehrsgesellschaft Dreiländereck begin and end at the train station. The regional bus route 27 runs along the villages on the disused railway lines via Herrnhut to Löbau. With the destination Bernstadt ad Eigen, line 41 also serves a city that was once connected to the railway network via the narrow-gauge railway. Other destinations are the villages of Jonsdorf, Lückendorf , Oybin and Waltersdorf in the Zittau Mountains as well as Bertsdorf, Ebersbach, Mittelherwigsdorf, Radgendorf and Seifhennersdorf. The district town of Görlitz can also be reached by rail as well as by intercity bus.

Beginning in April 2017, long-distance bus routes from Flixbus to Prague , Munich and Wroclaw also stopped at the stops on the station forecourt . For a short time, direct trips to Berlin were also offered.

Since August 1, 2020, two cross-border bus routes to Bogatynia in Poland and Frýdlant in the Czech Republic and Świeradów-Zdrój in Poland have also been operating from the bus stops at the train station . Daily trips to Bogatynia are offered, the other line operates on weekends and on public holidays.

Private transport

View of Bahnhofstrasse

From the station forecourt - the Platz des 17. Juni - the Bahnhofstrasse runs south to the Zittauer Ring ( Theaterring and Töpferberg ), which circles the historic city center on the course of the former city ​​wall . The federal highways 96 towards Bautzen and 99 towards Görlitz run over the Zittauer Ring . The federal highway 96 crosses under the railway line to Löbau west of the parking station in Pethau. Another rail crossing connects to the east between the parking station and the Pethau locomotive workshop over the road bridge on Kummersberg. At the western exit of the station there are two more road tunnels between Kummersberg and Eisenbahnstrasse in the east and Kummersberg and Extended Eisenbahnstrasse in the west. The railway line runs parallel to the train station systems from the rail crossing under to the place of June 17 . From the Platz des 17. Juni , Bahnhofstrasse and Arndtstrasse continue to the rail crossing under Schillerstrasse in the east. The Schillerstraße initially crosses under the narrow-gauge railway line and the railway line to Liberec and later the Neißetalbahn. It connects the districts of Zittau East and Zittau North .

Parking is available at Platz des 17. Juni and in the parking lot at Bahnhofstrasse at the corner of Gellertstrasse . The bike racks are located directly on the south side of the reception building to the left of the main entrance.

literature

  • Wilfried Rettig: Railway in the three-country corner. East Saxony (D) / Lower Silesia (PL) / North Bohemia (CZ). Part 1: History of the main lines, operating points, electrification and route descriptions . EK-Verlag, Freiburg (Breisgau) 2010, ISBN 978-3-88255-732-9 .

Web links

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

Individual evidence

  1. ↑ a b Rettig, Wilfried: Railway in the border triangle, part 1 . 2010, p. 43 .
  2. ^ Wilfried Rettig: Railway in the three-country corner. Part 1 . 2010, p. 27 .
  3. ^ Wilfried Rettig: Railway in the three-country corner. Part 1 . 2010, p. 41 .
  4. ↑ a b c d e f g Wilfried Rettig: Railway in the three-country corner. Part 1 . 2010, p. 53 .
  5. ^ A b Wilfried Rettig: Railway in the triangle. Part 1 . 2010, p. 59 .
  6. ^ A b Wilfried Rettig: Railway in the triangle. Part 1 . 2010, p. 153 .
  7. ^ Wilfried Rettig: Railway in the three-country corner. Part 1 . 2010, p. 53 f .
  8. ^ Wilfried Rettig: Railway in the three-country corner. Part 1 . 2010, p. 54 f .
  9. ↑ a b c d e f g h Wilfried Rettig: Railway in the border triangle. Part 1 . 2010, p. 55 .
  10. ^ Martin Weltner: Railway disasters. Serious train accidents and their causes. Munich 2008. ISBN 978-3-7654-7096-7 , p. 15.
  11. ^ Sven Heitkamp: Saxony - major construction site of the railway . In: Saxon newspaper . tape 72 , March 10, 2017, ZDB -ID 2448502-0 , p. 23 ( online ).
  12. ↑ Deutsche Bahn modernizes infrastructure in Zittau. Press release from Deutsche Bahn. (No longer available online.) August 8, 2017, archived from the original on August 9, 2017 ; accessed on August 9, 2017 .
  13. ↑ An era is coming to an end at the train station
  14. ↑ Annual timetable 2020
  15. ↑ Cornelia Mai: Zittau station gets the chocolate side . In: Saxon newspaper . June 28, 2001 ( online [accessed May 2, 2012]).
  16. ↑ a b Thomas Mielke: The train wants to get rid of the main station . In: Saxon newspaper . December 3, 2013 ( online [accessed December 4, 2013]).
  17. ^ Saxony station development program. Current status and conception 2006 (PDF; 5.18 MB) November 2006, p. 68 , accessed on April 21, 2012 .
  18. ^ Bahn keeps Zittau station . In: Saxon newspaper . July 19, 2014 ( sz-online.de [accessed November 21, 2017]).
  19. ↑ a b Platform information at Zittau station. (No longer available online.) DB Station & Service, archived from the original on August 22, 2014 ; Retrieved April 21, 2012 .
  20. ↑ stellwerke.de: B2 . Retrieved August 2, 2012 .
  21. ↑ stellwerke.de: W3 . Retrieved August 2, 2012 .
  22. ↑ stellwerke.de: W4 . Retrieved August 2, 2012 .
  23. ↑ a b Zittau station track plan. In: oberlausitzer-eisenbahnen.de. Retrieved September 4, 2018 .
  24. ↑ a b c d The historic Zittau depot. In: bahnbetriebswerk-zittau.de. Retrieved April 21, 2012 .
  25. ^ Wilfried Rettig: Görlitz railway junction . Bufe-Fachbuch-Verlag, Egglham 1994, ISBN 3-922138-53-5 , p. 162 .
  26. ↑ In silent memory. In: bahnbetriebswerk-zittau.de. Retrieved April 21, 2012 .
  27. ^ Bahnbetriebswerk Zittau GmbH. (No longer available online.) In: hochwaldbahn.de. Archived from the original on July 20, 2013 ; Retrieved April 21, 2012 .
  28. ^ The Pethau locomotive workshop. In: bahnbetriebswerk-zittau.de. Retrieved April 21, 2012 .
  29. ^ Wilfried Rettig: Railway in the three-country corner. Part 1 . 2010, p. 42, 59 .
  30. ^ Wilfried Rettig: Railway in the three-country corner. Part 1 . 2010, p. 42, 153, 173 .
  31. ^ Wilfried Rettig: Railway in the three-country corner. Part 1 . 2010, p. 61, 153, 173 .
  32. ^ Wilfried Rettig: Railway in the three-country corner. Part 1 . 2010, p. 42 f., 61, 153, 173 .
  33. ^ Wilfried Rettig: Railway in the three-country corner. Part 1 . 2010, p. 43, 63, 155, 174 .
  34. ^ Wilfried Rettig: Railway in the three-country corner. Part 1 . 2010, p. 43, 63 .
  35. ^ Wilfried Rettig: Railway in the three-country corner. Part 1 . 2010, p. 63 f .
  36. ↑ Current and news about the Neißetalbahn. (No longer available online.) In: neissetalbahn.de. September 30, 2001, archived from the original on July 17, 2011 ; Retrieved May 2, 2012 .
  37. ^ Wilfried Rettig: Railway in the three-country corner. Part 1 . 2010, p. 177 .
  38. ^ Wilfried Rettig: Railway in the three-country corner. Part 1 . 2010, p. 43, 54 f., 63, 156 .
  39. ↑ cargonautus.de: State of Saxony . Retrieved August 2, 2012 .
  40. ↑ cargonautus.de: freight train travel times of the ex KBS 236 Löbau - Niedercunnersdorf - Ebersbach (- Zittau) . Retrieved August 2, 2012 .
  41. ^ KVG Zittau: Timetables . Retrieved August 18, 2015 .
  42. ↑ More long-distance buses from Zittau . In: Saxon newspaper . April 27, 2017 ( online [accessed May 2, 2017]).
  43. ↑ Flixbus cuts route to Berlin . In: Saxon newspaper . August 31, 2017 ( sz-online.de [accessed November 20, 2017]).
  44. ↑ Through three countries in 90 minutes . In: Saxon newspaper . July 31, 2020 ( saechsische.de [accessed August 19, 2020]).