Berlin – Dresden railway line

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Berlin Dresden station - Dresden-Friedrichstadt
Section of the Berlin – Dresden railway line
Route number (DB) : 6135 (Bln. Südkreuz – Elsterwerda)
6248; sä. DE (Elsterwerda – Dr.-Friedrichst.)
Course book section (DB) : 200.2 (Yorckstraße – Blankenfelde)
203  (Glasower Damm – Elsterwerda) 225  (Elsterwerda – Dresden Hbf) 240  (total traffic)0
Route length: 174.2 km
Gauge : 1435 mm ( standard gauge )
Route class : D4
Power system : 15 kV 16.7 Hz  ~
Top speed: 160 km / h
Dual track : Blankenfelde – Dresden,
Südkreuz – Lichtenrade (S-Bahn)
BSicon exKBHFa.svgBSicon .svg
Berlin Anhalter Bahnhof (1882–1959)
BSicon exSTR.svgBSicon exKBHFa.svg
Berlin Dresdener Bahnhof (1875–1882)
BSicon exSTRl.svgBSicon exABZg + r.svg
BSicon tSTR + l.svgBSicon xKRZt.svg
from Berlin Potsdamer Platz
BSicon tKRZ.svgBSicon xABZg + r.svg
from Berlin Hbf
BSicon tSTRe.svgBSicon STR.svg
BSicon SHST.svgBSicon STR.svg
1.600 Berlin Yorckstrasse
BSicon TSBHFu.svgBSicon TBHFu.svg
3.500 Berlin Südkreuz Ringbahn (until 2006 Papestrasse)
BSicon STR.svgBSicon ABZg + l.svg
from the inner ring
BSicon STR.svgBSicon eDST.svg
Berlin-Tempelhof Rbf
BSicon SBHF.svgBSicon STR.svg
5.100 Berlin Priesterweg
BSicon ABZgr.svgBSicon ABZgr.svg
to Teltow
BSicon SBHF.svgBSicon STR.svg
6.700 Berlin Attilastraße (formerly Mariendorf)
BSicon BS2l.svgBSicon BS2r.svg
from the goods inner ring
6.800 Abzw Berlin-Mariendorf
Teltow Canal
Berlin Kamenzer Damm (planned)
BSicon BS2 + l.svgBSicon BS2 + r.svg
BSicon SBHF.svgBSicon KDSTxe.svg
9.400 Berlin-Marienfelde
BSicon SHST.svgBSicon exSTR.svg
11.000 Berlin Buckower Chaussee
BSicon eKRZ.svgBSicon exSTRr.svg
to the GAR
BSicon eKRZ.svgBSicon .svg
Outer ring of goods (GAR)
BSicon eABZg + l.svgBSicon .svg
from the GAR
BSicon SHST.svgBSicon .svg
12.300 Berlin Schichauweg
BSicon SBHF.svgBSicon .svg
13.800 Berlin-Lichtenrade
BSicon STR + GRZq.svgBSicon .svg
State border Berlin - Brandenburg
BSicon SBHF.svgBSicon .svg
16.800 Mahlow
BSicon ABZgl.svgBSicon STR + r.svg
BSicon KRZo.svgBSicon KRZo.svg
Berlin outer ring (BAR)
BSicon KRZo.svgBSicon ABZg + lr.svg
19.100 Abzw Glasower Damm Süd from the BAR
BSicon KSHSTe.svgBSicon HST.svg
19.400 Blankenfelde (Kr Teltow-Fläming)
BSicon BS2c2.svgBSicon BS2r.svg
Stop, stop
20.800 Dahlewitz
Gutsbahn Dahlewitz
Station, station
24.300 Rangsdorf
Stop, stop
30.700 Dabendorf
31.200 Abzw Zossen Zoa from Mittenwalde
Station, station
32.700 Zossen 37 m
to Jueterbog
Bridge over watercourse (small)
Notte Canal
36.000 Zossen camp
Station, station
39.100 Wünsdorf - Waldstadt 50 m
Stop, stop
42.100 Neuhof (b Zossen)
Station, station
51.500 Baruth (Mark) 55 m
Stop, stop
56.100 Klasdorf glassworks
Station, station
61.800 Golßen (Niederl) 62 m
Stop, stop
68.600 Drahnsdorf 65 m
from Dahme
Station, station
76.000 Luckau-Uckro 84 m
Falkenberg (Elster) –Beeskow
81.100 Miter (Kr Luckau)
Station, station
85.500 Walddrehna 115 m
Station without passenger traffic
93.700 Brenitz - Sonnewalde 99 m
BSicon STR.svg
100.000 Doberlug-Kirchhain Nord
junction to Hennersdorf West
BSicon STR.svg
to Falkenberg
Tower station - above
102.900 Doberlug-Kirchhain Halle-Cottbus
Station, station
108.900 Rückersdorf (Niederl)
Station, station
116.500 Hohenleipisch
Plan-free intersection - below
Węgliniec – Roßlau
121.700 Biehla
from Elsterwerda-Biehla
BSicon KDSTaq.svgBSicon ABZg + r.svgBSicon .svg
Elsterwerda West Terminal
Station, station
122.800 Elsterwerda 93 m
Bridge over watercourse (small)
Black magpie
Bridge over watercourse (small)
to Riesa
Kilometers change
Route change 6135/6248
Stop, stop
48.120 Prösen Ost 93 m
State border Brandenburg - Saxony
Station, station
43.450 Frauenhain 110 m
Stop, stop
39.530 Zabeltitz 113 m
Station without passenger traffic
33.520 Großenhain Berl Bf (until 2002 Personenbf) 118 m
Connection railway to Großenhain Cottb train station
Bridge over watercourse (medium)
Big Röder
Plan-free intersection - above
32.50 Grossenhain Cottb Bf-Priestewitz
Bridge over watercourse (medium)
0 Connecting curve Weißig – Böhla
Blockstelle, Awanst, Anst etc.
28.00 Abzw Kottewitz
Böhla (until 2002 personbase) 144 m
Station without passenger traffic
17.480 Weinböhla (until 2002 personal bf) 143 m
13.310 Neucoswig (until 2002) 123 m
Blockstelle, Awanst, Anst etc.
11.800 Radebeul Junction Az
11,946 to Dresden-Neustadt
Plan-free intersection - above
Leipzig – Dresden
by Coswig
Blockstelle, Awanst, Anst etc.
10.950 Radebeul-Naundorf junction
Stop, stop
10.800 Radebeul-Naundorf 111 m
Elbe bridge Niederwartha (354 m)
Stop, stop
8.970 Niederwartha 112 m
At the Niederwartha pumped storage plant
Station, station
6.784 Cossebaude 110 m
Stop, stop
5.350 Dresden-Stetzsch 110 m
Stop, stop
3.890 Dresden-Kemnitz 108 m
Station, station
2.220 Dresden-Cotta 116 m
from Dresden old town Elbe river
Station, station
0.230 Dresden-Friedrichstadt 114 m
Kilometers change
0.000 (original route start)
Gleisdreieck - straight ahead, to the left, from the left
from / to Dresden-Neustadt
Gleisdreieck - straight ahead, to the right, from the right
from / to Werdau arc triangle
Route - straight ahead
to Dresden Hbf – Děčín

The Berlin – Dresden railway line is a double-track , electrified main line in Berlin , Brandenburg and Saxony , which was originally built and operated by the Berlin-Dresden Railway Company .

It runs south from the western city center of Berlin through the Teltow , Niederlausitz and Fläming to Elsterwerda . Further south, the Großenhainer Pflege is crossed and the northwestern edge of the Elbe valley is reached. From there the route descends relatively curvy to Weinböhla , runs on the Coswiger Heidesand terrace towards Niederwartha , where after crossing the Elbe, Dresden is reached on the left bank of the Elbe in Friedrichstadt .


Beginning until 1945

The first rail connection between Berlin and Dresden was established as early as 1848, when the Berlin-Anhaltische Eisenbahn-Gesellschaft established a connection to the Leipzig-Dresden rail line with the Jüterbog – Röderau line .

To compete with this, the Berlin-Dresden Railway Company , founded in 1872, built a twelve kilometer shorter connection via Elsterwerda. This line was opened on June 17, 1875. From then on, both routes shared long-distance traffic between Berlin and Dresden until the end of the Second World War .

On October 1, 1877, operations on the line were transferred to the Prussian State Railways . On January 24, 1887, a state treaty between Saxony and Prussia was signed, as a result of which the line became the property of Prussia on April 1, 1887, whereupon the railway company dissolved. This contract also stipulated that the Dresden – Elsterwerda section would be resold to the Saxon state on April 1, 1888.

Entrance building of the Berlin train station in Dresden around 1875

At both endpoints, new train stations were built for the line to open, the Dresden train station in Berlin and the Berlin train station in Dresden. However, both stations were only used for a short time. In 1882, the Dresden train station in Berlin, which was located on the site of today 's Gleisdreieck underground station and the post station on Luckenwalder Strasse, was closed to passenger traffic. From then on, the Anhalter Bahnhof, a little further north, served as the Berlin starting point . A little later, the Berlin train station in Dresden was also given up as part of the redesign of the Dresden railway junction . The Dresden-Friedrichstadt train station was built in its place and has been used for freight and regional traffic since 1894. Long-distance traffic has since been conducted from Radebeul-Zitzschewig via the Leipzig – Dresden and Dresden-Neustadt railway to Dresden Hauptbahnhof . On the other hand, goods traffic to and from Leipzig from now on used the Berlin-Dresden railway from Radebeul-Naundorf to Friedrichstadt station.

The Prussian and Saxon railway administrations initially did not cooperate in the use of locomotives. Although there was an early passage between Berlin and Dresden, the train locomotives were changed in Elsterwerda. This was economically unfavorable and prevented a reduction in travel time . It was not until May 1, 1905, that the railway administrations introduced locomotives with both Prussian and Saxon locomotives.

From 1875 the track of the Prussian military railway ran parallel from Berlin to Zossen , after the First World War this section was dismantled in 1919. Previously, between 1901 and 1904, several high-speed tests with electric locomotives and railcars had been carried out and speeds of up to 210.8 km / h had been achieved. With the construction of the Teltow Canal , which opened in 1905, a new bridge for the Dresden Railway was necessary south of the Mariendorf S-Bahn station (today Attilastraße).

In 1936, a high-speed connection with the Henschel-Wegmann train was established between Berlin and Dresden , which covered the route in 100 minutes.

The Berlin suburban traffic was converted to electrical operation in 1939/1940. Since May 15, 1939, the Berlin S-Bahn operated between Priesterweg and Mahlow, on October 6, 1940, the S-Bahn traffic was extended to Rangsdorf . The S-Bahn used the tracks in the south of Berlin partly together with long-distance travel and freight traffic. At the end of the 1930s, work began on the new construction and elevation of the long-distance tracks, but the beginning of the Second World War did not bring them to a conclusion. In April 1945 the S-Bahn traffic was stopped as a result of the war.

Recommissioning from 1945

After the end of the war in 1945, the railway line showed severe damage. The second track on the line was dismantled as a reparation payment .

The bridges over the Teltow Canal in Berlin were destroyed by demolition in the last days of the war. Only two superstructures of these bridges were repaired. Traffic was resumed in sections between August and October 1945. Between the S-Bahn stations Mariendorf and Marienfelde, S-Bahn traffic as well as the remaining passenger and freight traffic were from now on bundled on a double-track joint traffic section. Steam-powered suburban trains ran between Rangsdorf and Wünsdorf as a connection to the S-Bahn.

The division of Germany and Berlin also had an impact on traffic on the Berlin – Dresden railway line. In 1951, the line was linked to the newly built Berlin outer ring via a connecting curve in an easterly direction . The long-distance trains from Dresden were directed around West Berlin . The terminal stations in West Berlin were closed, including the Anhalter Bahnhof on May 18, 1952. Since then, regional trains have also run via the Berlin outer ring to train stations in East Berlin such as Schöneweide , Lichtenberg or Ostbahnhof . Only the S-Bahn still crossed the border from Rangsdorf. In West Berlin, there was still freight traffic from the north to Marienfelde station (for example for the Gasag gas works in Mariendorf and the Marienfelde works of Daimler-Benz ). The remaining long-distance tracks south of Marienfelde station were partially dismantled or overgrown by spontaneous vegetation in the following decades .

With the construction of the wall on August 13, 1961, the S-Bahn service between Lichtenrade and Mahlow was stopped. Between Mahlow and Rangsdorf there was initially an island S-Bahn service, which was discontinued on October 9, 1961 due to a lack of repair and storage facilities. Suburban trains from Wünsdorf ran to Berlin-Schönefeld Airport station . There was a S-Bahn connection to Berlin from 1962. From May 26, 1963, Mahlow station, located between the outer ring and the border, was connected to Blankenfelde by a shuttle train . The formation of a train consisting of a control car from the 195 series and a blue shunting locomotive gave the connection the nickname Blauer Bock , which was retained after rail buses , so-called "piglet taxes", started running from 1980 .

International traffic since the 1960s

The low permeability of the single-track line and the poor condition of the superstructure led to operational problems for a long time. The high occupancy of the route by freight traffic allowed only a low density and speed of the express train connections. An improvement only occurred in 1972 when the line had its second track again. As the only line in the network of the Deutsche Reichsbahn, it was expanded for a line speed of 160 km / h. The stations from Baruth to Brenitz - Sonnewalde were converted into overtaking stations (relocation of the platforms to the overtaking tracks, double track connection at each station head). For various reasons only 120 km / h was driven.

The section from Dresden-Friedrichstadt to Radebeul-Naundorf was electrified on September 28, 1969. The subsequent route to the Berlin outer ring, including the two connections on the ring, followed in several sections from 1979 to 1983. A few years after the Berlin transport company took over the West Berlin S-Bahn network , the reconstruction of the railway began in 1988 between Marienfelde and Lichtenrade missing second track.

Train direction sign Pannonia-Express Budapest - Bad Schandau - Berlin-Lichtenberg

The line had a dense express train traffic in the direction of Czechoslovakia , Hungary , Romania , Bulgaria and Austria as well as in the internal traffic of the GDR. Starting in 1957, the star trains included the Vindobona express train from Berlin to Vienna and, since 1960, the Hungaria Express between Berlin and Budapest. Other important long-distance trains were the Balt-Orient-Express to Bucharest , the Pannonia-Express to Sofia and the Meridian to Belgrade, which at times went to Bar on the Adriatic . From 1976 the city ​​express trains "Elbflorenz" connected Berlin with Dresden and "Fichtelberg" Berlin with Karl-Marx-Stadt (today: Chemnitz) on this route. They ran to Berlin in the morning and in the opposite direction in the afternoon. Later the pair of trains "Berlin Express" was added, which went to Dresden in the morning and to Berlin in the afternoon.

Local trains ran approximately every hour between Schönefeld station and Wünsdorf , and some continued to Baruth . On the other sections, the importance in local transport was minor. For many years there were only four passenger trains a day between Baruth and Elsterwerda . The offer was a little better south of Elsterwerda in the Dresden catchment area .

The route was also heavily used in freight traffic . The Dresden-Friedrichstadt marshalling yard was an important hub in north-south traffic. There was extensive traffic between Scandinavia as well as the Baltic Sea ports and the landlocked countries towards Southern Europe. In addition, heavy block trains with raw lignite and in double traction were transported between Elsterwerda and Dresden . In the 1980s, up to 140 train journeys were made in the Weinböhla area.

Development in the 1990s

After the fall of the Berlin Wall, the gap between Lichtenrade and Mahlow was closed for the S-Bahn and traffic to Blankenfelde was resumed on August 31, 1992 on a single track. Occasionally, freight trains with compacted waste containers even drove on the S-Bahn track from the Gradestrasse transfer station to landfills south of Berlin.

On May 17, 1991, the Deutsche Reichsbahn commissioned the Reichsbahn directorates in Berlin and Dresden to upgrade the line for a maximum speed of 160 km / h at short notice. On July 15, 1991, the board of directors of the Deutsche Reichsbahn decided to take the appropriate measures. Less than a year was available for implementation. The planned costs were 145 million marks . In some cases, preparations should also be made for a maximum speed of 200 km / h. In November 1991, was to Siemens belonging WSSB Transport GmbH awarded the contract for the upgrading of the control and safety systems. From January to May 1992 extensive retrofitting and renewal work was carried out on the line. A punctual train control system was installed, switch-on sections changed and the catenary system was slightly adapted. The superstructure was not changed. The top speed was increased in sections to 160 km / h when the timetable changed in May 1992. Along with this, turnouts with larger radii were installed, signal spacing increased and 100 new point machines installed. The route block was completely automated. This reduced long-distance travel times by 35 minutes to less than two hours. For the first time in several decades, more than 120 km / h was driven on the route. The scheduled travel time for long-distance traffic between Berlin Ostbahnhof and Dresden Hauptbahnhof was one hour and 59 minutes. Like the historic Henschel-Wegmann train , it traveled via Radebeul and Dresden-Neustadt on the Leipzig-Dresden route to Dresden Hbf. The Deutsche Reichsbahn had procured the class 112 for express traffic .

In 1992, IC line 7 (Dresden – Prague) with a connection to Hamburg was introduced every two hours . From September 25, 1994, a pair of ICE trains ran over the route every day . The ICE perverse evening from Bahnhof Zoologischer Garten Berlin to Dresden Central Station and in the morning in the opposite direction. From 1998 the ICE ran via Berlin's Ostbahnhof before the ICE connection was discontinued on May 27, 2000.

The D-trains running on the line were converted in 1992 by the Deutsche Reichsbahn into Interregios from Rostock to Chemnitz on the Berlin to Elsterwerda section. All continuous rail connections with stops on the way to Dresden have been canceled and replaced by regional trains with the option to change trains in Elsterwerda. The connections without intermediate stops on the route, e.g. B. those of the Vindobona were upgraded to InterCitys from Hamburg to Dresden and EuroCitys from Hamburg, Berlin to Budapest , Prague, Vienna and used with ČD , DB, MÁV and ÖBB wagons.

The serious railway accident in Elsterwerda occurred on November 20, 1997 in Elsterwerda station. Due to a brake failure, a tank car block train loaded with gas derailed due to excessive speed. Two cars exploded and 15 more burned out.

Situation from 2000 to 2020

At the beginning of the new millennium, the condition of the line deteriorated noticeably due to insufficient maintenance measures in the 1990s. The regional traffic between Großenhain Berliner Bf and Radebeul-Naundorf has been relocated to the Grossenhain – Priestewitz and Leipzig – Dresden lines since 2002 and from Coswig from the Leipzig line via Dresden-Neustadt to the original Berlin line via Cossebaude.

In 2002, all regional trains on the section between Großenhain (Berlin train station) and Dresden were relocated over the longer route via Großenhain (Cottbus train station), Priestewitz and Coswig; this was part of the "segregation" after regional trains on the Grossenhain-Priestewitz and Leipzig-Dresden (eastern route), express trains on the Medessen-Böhla and Berlin-Dresden (western route) routes on the Grossenhain – Dresden or Medessen – Dresden section ) should run.

On May 28, 2006, with the last InterRegio from Berlin via Elsterwerda and Riesa to Chemnitz (IR line 34), this type of train was abolished and replaced by Regional Express and Regionalbahn, z. B. RE 5, since 2006 RE 3 Stralsund –Elsterwerda and RB 45 Elsterwerda – Riesa –Chemnitz , replaced. Finally, three pairs of trains ran daily from Berlin to Chemnitz.

In 2007 the line had a capacity of 144 trains per day and direction. From 2006 to the end of 2010, all long-distance trains ran from Berlin to Dresden without stopping. From 2010, isolated EC stops were again introduced in Elsterwerda, but these were not worthwhile for travelers to intermediate stations due to poor connection times.

In 2012 the regional train from Elsterwerda to Dresden Hbf took 61 minutes, the Eurocity 37 minutes. To the north, the RE from Elsterwerda to Berlin Hbf took 127 minutes, the Eurocity 89 minutes. In 2012 there were political demands, in addition to stopping some ECs in Elsterwerda, especially because of the slow expansion of the route, to allow isolated trains to stop in Doberlug-Kirchhain. Individual REs could have used the Doberlug-Kirchhain Nord connecting curve to Finsterwalde instead of Elsterwerda .

In 2013, according to information from Deutsche Bahn, a market volume of around 6,700 journeys per day across all modes of transport between the metropolitan areas of Dresden and Berlin was estimated.

In August 2016, the line between Wünsdorf-Waldstadt and Elsterwerda was completely closed in order to expand the line by removing level crossings and building new track systems for 200 km / h.

Development of travel time

A RE Stralsund-Elsterwerda in Doberlug-Kirchhain station

The travel time of the Henschel-Wegmann train from 1936–1939 (100 minutes in the shortest possible time) has not yet been reached again, but the Anhalter Bahnhof in Berlin was about 2 km south of today's main station and thus a little closer to Dresden. For the section Berlin-Südkreuz to Dresden-Neustadt, there were until recently (2019) scheduled travel times of just under 100 minutes.

While the condition of the route allowed travel times of less than two hours from 1992, a journey from Dresden to Berlin later took longer until the mid-2010s. There were numerous speed restrictions . Only around 45 percent of the Blankenfelde – Neucoswig section used by long-distance traffic could be driven at 160 km / h (as of May 2008). Around a quarter of the Brandenburg section between Blankenfelde and Elsterwerda could not even be driven at the speed of 120 km / h intended for regional traffic at the end of 2011.

The following table gives an overview of the development of the planned travel time in long-distance traffic (fastest connection in each case):

year Berlin – Dresden Hbf
(in minutes)
Dresden Hbf – Berlin
(in min)
train station
1905 170 165 Anhalter Bahnhof
1937/1938 101 100 Anhalter Bahnhof
1939 116 109 Anhalter Bahnhof
1960 152 168 Ostbahnhof
1976 114 115 Ostbahnhof
1988 161 145 Lichtenberg
1994 108 110 Ostbahnhof
2005 131 135 Ostbahnhof
2009 138 136 Central Station
2011 118 130 Central Station
2012 127 129 Central Station
2013 126 130 Central Station
2014 124 131 Central Station
2015 123 128 Central Station
2016 118 124 Central Station
2017 112 122 Central Station
2018 108 106 Central Station
2019 128 115 Central Station
2020 110 107 Central Station

Depending on the annual schedule, a schedule reserve of up to 20 minutes is incorporated. With the completion of further expansion stages, the shortest travel time is to be reduced to 102 minutes (December 2020). Further expansion stages are being planned (see below). In the long term, the aim is to drive 90 minutes. In 2018 there are direct connections between the two major cities with less than two hours of travel time every two hours during the day.

For trips between Berlin and Prague, the use of multi-system locomotives since mid-2018 has eliminated the need to change locomotives in Dresden until then, and travel time could be shortened by a further 10 minutes.

Planning and financing after 1990

On behalf of the Free State of Saxony, the Institute for Railway Construction at TU Dresden developed concepts for various new lines in the new federal states in the second half of 1990. A new line was largely planned between Berlin and Dresden. This should largely follow the existing line to the north of Grossenhain and run in a south-westerly direction to the west of Cossebaude, in order to integrate it into a high-speed line from Leipzig to Dresden, which is also planned. A continuation towards Prague was planned from Dresden.

In 1991 the ideas were further developed. While the planning for the expansion of the existing line for 200 km / h was already in progress, the university recommended a new line.

The expansion of the route for higher speeds (than the already largely achieved 160 km / h) was included in the Federal Transport Infrastructure Plan 1992 as a new project with a planned total cost of 395 million  D-Marks (price as of January 1, 1991).

Subsequently, preliminary planning had been developed up to 1996 for an expansion of the line from 200 km / h to 148 km in length. Uckro , Elsterwerda and Böhla were to be bypassed and the Doberlug-Kirchhain station was to be rebuilt. The costs for this were estimated at 2.295 billion marks (as of January 1, 1993).

Towards the end of these planning, an intergovernmental agreement was concluded on June 7, 1995 for the further development of the Berlin- Prague- Vienna rail link . This assumed a general expansion of the route to 200 km / h. The travel time in the Berlin – Prague section was to be reduced to three hours in the long term, with the completion of a high-speed line from Dresden – Prague . However, a completion date was not agreed.

On June 5, 1997, the transport ministers of Germany, the Czech Republic and Austria reached a government agreement to expand the Berlin-Prague-Vienna axis.

In October 1997, the planning company Bahnbau Deutsche Einheit was commissioned to plan and implement the expansion project. For 1.6 billion D-Marks, 125 km of railway line should be upgraded by 2008 for a top speed of 200 km / h. The plan was to build 45 railway and 15 road bridges, 99 culverts, 435 km of overhead lines and twelve electronic signal boxes . The travel time between the main train stations in Berlin and Dresden was to be reduced from 111 minutes (1997) to 59 minutes.

In 1998 it was decided to start expansion work immediately, which had the character of repair work and should be completed in sections by 2002 without changing the travel time. An expansion for 200 km / h should only then take place from 2003.

In 2007, the European Commission granted a grant of 10 million euros under the TEN program .

On December 11, 2008, a financing agreement was signed for the continuous upgrading for 160 km / h as a continuation of the first expansion stage. This should be completed by 2014 and the travel time should be reduced to around 103 minutes after completion of the work.

The following funds were made available from the funds of the economic stimulus package I from 2009:

  • Track renewal at Doberlug-Kirchhain: 2 million euros
  • Track renewal at Brenitz-Sonnewalde: 10 million euros
  • Complete renovation of the superstructure, partial substructure with new construction of all bridges as well as removal of the level crossing between Weinböhla and Radebeul West (part of VDE 9): 34 million euros

In 2010, renewed planning was necessary in order to call up the funds available and to carry out the approved construction work. In a cost-benefit study in April 2010, a cost-benefit factor of 2.9 was determined for the expansion project.

In mid-2010, the Federal Ministry of Transport anticipated total investment costs of 802 million euros for expanding the route. The costs are broken down into the various stages of implementation or expansion as follows:

  • 1st expansion stage, 1st implementation stage: 148 million euros
  • 1st expansion stage, 2nd implementation stage: 224 million euros.
  • 1st expansion stage, further implementation stage (s): 213 million euros
  • 2nd expansion stage: 217 million euros

A financing agreement was still missing in 2010 for the last two points.

In 2014, EU funding of 30 million euros from the Regional Development Fund (ERDF) was won for the supraregional function of the project.

In order to implement the complex tasks involved in realizing the overall project, DB Netz set up a project that regularly provides information on the activities. For this purpose, the work was carried out on the three main sections of the route

  • City of Berlin to the Berlin outer ring,
  • Berlin outer ring to Böhla,
  • Böhla to Dresden city center


The planned work in the Berlin urban area was legally difficult because the intended use of the former Dresden railway was locally disputed. The plans were not fully approved until 2019.

The section of the Berlin outer ring to Böhla leads through predominantly rural areas. The expansion as a rapid transit system in this structurally weak area leads to little economic benefit of its own. After various individual projects on the part of Deutsche Bahn, the state and federal level felt compelled to overcome the standstill through special subsidies for the communal contributions. This made the complex and fundamental reconstruction possible between 2016 and 2018. Due to problems with the provision of the necessary train control system ETCS , the maximum speed of 200 km / h will only be reached from the end of 2020. A version change to version SRS 3.4.0 of the ETCS specification ordered by the EU Commission in 2015 is given as the cause . From now on, ESTW and ETCS equipment should not take place in parallel, but one after the other. The section between Berlin Südkreuz and Blankenfelde is to be equipped with ETCS by the end of 2025, and all remaining sections between Blankenfelde and the Kottewitz junction are expected to be installed by 2028. The ETCS equipment between Kottewitz and Dresden Hauptbahnhof is still open.

The Böhla - Neucoswig section before Dresden is part of the German Unity Transport Project (VDE) No. 9 to expand the Leipzig – Dresden route and is also accounted for in terms of costs. The connecting curve Weißig – Böhla connects the railway line Leipzig – Dresden in Böhla with the railway line Berlin – Dresden. This means that this section can also be used by fast long-distance and freight traffic from and towards Leipzig. The former regional traffic between Großenhain and Radebeul via Weinböhla has been routed via Priestewitz and Coswig since 2002 and thus separated from the fast long-distance traffic. The section of the line Dresden-Friedrichstadt-Radebeul-Naundorf, which historically belongs to the Berlin-Dresden Railway, is not part of the current expansion projects, as it is mainly used by freight traffic. For this purpose, together with the VDE 9 project in connection with the expansion of the Dresden railway junction, the Radebeul – Dresden-Neustadt line is being brought up to the four-track condition that existed before 1945 plus a maximum speed of 160 km / h for the long-distance railway tracks.

For each of these sections of the route and project, the measures were defined individually, which create a maximum route speed of 160 km / h as expansion stage 1 and 200 km / h as expansion stage 2 .

After completion of all construction work of expansion stage 1 , including the reactivation of the section in Berlin, the travel time between Berlin Südkreuz and Dresden-Neustadt should be 74 minutes. After completion of the Böhla – Radebeul section as part of VDE 9, the travel time should be shortened by another five minutes, but this is not foreseeable in 2017 due to the lack of a tunnel south of Böhla.

The extensive expansion of the line to 200 km / h is referred to as expansion stage 2 . According to the new planning from 2010, the first sections of the route were completed with this track quality in 2012, without this having had any impact on the running technology so far (see chapter Berlin outer ring to Böhla ).

As part of the i2030 program , the states of Berlin and Brandenburg u. a. an extension of the S-Bahn by around five kilometers to Rangsdorf with stations in Dahlewitz, Dahlewitz-Rolls-Royce and Rangsdorf. In April 2020, the financing agreement in the amount of around 16 million euros from state funds for the preliminary, draft and approval planning was signed.


Restoration of the Dresden Railway in Berlin


Since the end of May 2006, most of the long-distance and regional trains to the Dresdener Bahn have been running from Berlin Central Station through the Tiergarten tunnel of the north-south long-distance line and meet the old route of the Dresdener and Anhalter Bahn at the level of the Gleisdreieck . Until the inner-city route between the Berlin Südkreuz train station and the southern Berlin outer ring is restored , the trains will run via a detour via the Anhalter Bahn, a newly constructed connecting curve at Genshagener Heide and the Berlin outer ring to the Glasower Damm junction. There the trains get back on the Dresdener Bahn at route kilometer 19.0.

After completion of the expansion, the trains will swivel from the north-south long-distance line near the Priesterweg S-Bahn station to the Berlin – Dresden line (route km 5.0). At the station Berlin Buckower Chaussee Land Berlin plans to establish a regional transport breakpoint. A specific order is not initially placed in order not to further delay the plan approval process. A total of 14 railway bridges are to be built.

The design speed in Berlin city area is (as of 2001) at 160 km / h. The extension of the 14.2 km long direct section between the Südkreuz train station and the southern outer ring (Blankenfelde) should shorten the travel time for long-distance passenger transport by around ten minutes. In the final state, a travel time between Berlin and Dresden of 75 minutes would be possible (status: May 2014). The expansion is also important for the connection of Berlin Brandenburg Airport with Airport Express trains . After the Dresdner Bahn goes into operation in December 2025, BER airport is to be reached in 20 minutes from Berlin Central Station via a new connecting curve to the Berlin outer ring using the “airport express”.

The reconstruction of the section is expected to cost around 558 million euros, and commissioning is planned for the end of 2025.

Plan approval procedure

The first plan approval procedure was initiated in 1998; the last plan approval procedure (PFA 3) was completed in August 2019. First, the middle section 2 ( Berlin-Lichtenrade ) was to be approved, but this was delayed due to legal actions (see below). In 2008, DB accused the Berlin Senate of having delayed the process of implementing structural changes that began in 1997 over several years. At the end of July 2000, Deutsche Bahn announced that it would postpone the expansion of the access route in Berlin until further notice in order to save costs.

The planned construction time after completion of the planning approval procedure was given in 2009 as "four years".

In the meantime, the construction of a second access to the Marienfelde S-Bahn station was open, which the DB rejected due to high costs. Another point of contention was a second access to the Buckower Chaussee train station, demanded by the Senate .

The planned investment volume in 2009 was given as 470 million euros. In the investment framework plan up to 2010 for the federal transport infrastructure from 2006, investments of 430 million euros were planned for the restoration of the Südkreuz – Blankenfelde section. The investment master plan 2011–2015 showed 417.2 million euros.

The reconstruction was divided into four plan approval sections (PFA):

  • The PFA 4 ("Schöneberg") begins at the exit from the Anhalter Bahn and extends to the level of the Attilastraße S- Bahn station . The extension structure and the subgrade in this section were erected at the same time as the Anhalter Bahn was rebuilt.
  • The PFA 1 (Marienfelde) extends from the Südkreuz train station to the Schichauweg stop. The report of the consultation procedure was available at the end of 2012 . According to information provided by the railway, the plans submitted had to be corrected and the public interest bodies likely to be heard again. The planning approval decision for the 6.3 km long section was issued in May 2017.
  • The 2.5 km long PFA 2 (Lichtenrade) leads from Schichauweg via Lichtenrade to the state border. At the end of 2012, the Federal Railway Authority began preparing the planning approval decision , which was available in November 2015. In this section, the construction of a tunnel instead of an above-ground line was disputed. With a judgment of June 29, 2017, the Federal Administrative Court, as the first and last instance , dismissed all related claims and found in particular that the Federal Railway Authority had rightly rejected the relocation of the route into a tunnel. According to the court, this solution is not preferable.
  • In May 2013, Deutsche Bahn presented new plans for PFA 3 (Blankenfelde – Mahlow), which extends from the Berlin city limits to Blankenburg. After corrections in 2017, the planning approval decision was issued on August 30, 2019. Two electrified long-distance railway tracks, which can be driven on at 200 km / h, as well as a connecting curve to BER Airport will be built. The parallel, largely single-track S-Bahn line is being modernized. At Blankenfelde station, the S-Bahn platform will be moved south and designed as a combined platform for S-Bahn and regional trains. Five level crossings will be replaced by bridges and noise barriers will be built.

Dispute over a tunnel in Lichtenrade

While the Deutsche Bahn in Lichtenrade applied for an above-ground solution for the zoning decision , residents and the Senate demanded an underground line here. Around 4,000 objections were raised in the proceedings against the surface course . From 1998 onwards, the Berlin Senate also supported the residents of Lichtenrad, to whom the later Governing Mayor Klaus Wowereit also belonged, and interrupted the plan approval process that had just begun for two years. In 2008, several corresponding lawsuits were pending before the Federal Administrative Court by residents. The citizens' initiative Berlin-Lichtenrade Dresdner Bahn was founded in Lichtenrade and advocates a tunnel solution. The initiative called for a tunnel between Buckower Chaussee and the outskirts, other initiatives want a 1.2 km shorter tunnel that starts at the Schichauweg stop .

A feasibility study carried out by Deutsche Bahn in 2001 on various tunnel solutions revealed additional costs of at least 254 million marks (equivalent to around 130 million euros). a. would be even higher due to increased security requirements. According to the Deutsche Bahn, the federal government would not finance a tunnel solution. The Berlin Senate Administration offered to participate in a tunnel solution with 30 million euros. Various tunnel variants developed by Deutsche Bahn were examined by the Federal Railway Authority around 2012. In May 2014, Deutsche Bahn announced that it would await a decision by the Federal Railway Authority as to whether an above-ground solution could be approved. In 2015, Secretary of State for Transport Christian Gaebler put the cost of a ground-level route at 128 million euros, that of an open-cut tunnel at 223 million euros, and that of a tunnel with a shield drive (as requested by the citizens' initiative) at 360 million euros. Commissioning would be delayed by eight years to 2031. While the citizens' initiative wants to leave the S-Bahn above ground, DB expects to have to run it underground as well.

In August 2015, the Federal Railway Authority decided in favor of the above-ground expansion requested by Deutsche Bahn. A corresponding planning approval decision was issued on November 13, 2015. Lawsuits against the decision by a recognized environmental association and three owners were filed with the Federal Administrative Court (BVerwG) as the first and at the same time last instance, as well as an application for provisional legal protection. Deutsche Bahn was aiming for immediate implementation and announced that it would start construction work in 2017 if possible. The main hearing took place on June 14 and 15, 2017 in Leipzig, the judgment of the Federal Administrative Court was issued on June 29, 2017 and dismissed the lawsuits. In particular, the Federal Railway Authority rejected the relocation of the route into a tunnel without weighing up errors; it does not impose itself as a preferable solution.


On September 20, 2017, an interactive information point was opened in the former train dispatcher's house at Lichtenrade train station to provide information about the construction project. The construction work itself began in October 2017 with preparatory measures, including tree felling between Lichtenrade and the city limits. From November 2017 a temporary pedestrian bridge was built at the Säntisstrasse level crossing. The level crossing was closed on March 29, 2018.

The Marienfelde electronic signal box went into operation on April 3, 2018 . It controls the track systems that will initially continue to be operated in joint traffic by S-Bahn and long-distance trains (freight traffic). In addition to the new train control system ZBS still comes the point Zugbeeinflussung (PZB) are used. The parking area extends from Attilastraße station to Lichtenrade station. In this context, the former Attilastraße stop was converted into a train station and the Mariendorf junction (BMD) was closed. On December 2, 2018, the parking area (including ZBS) was extended to Blankenfelde, while maintaining the PZB on the shared route to Mahlow train station.

With the lifting of the last element of a noise barrier at the Wolzigerzeile level crossing in Berlin-Lichtenrade in the presence of the DB board member for infrastructure, Ronald Pofalla , and the coordinator of TEN projects at the European Union, Mathieu Grosch , the symbolic Construction of the Dresden Railway started in the south of Berlin. The planned total costs were put at around 560 million euros at the start of construction.

Commissioning of the section from Berlin Hbf to Blankenfelde is Template: future / in 5 yearsplanned for December 2025 .

Berlin outer ring to Böhla

History of the expansion for 200 km / h in the 2000s

The extension of the route between Blankenfelde (near Berlin) to Böhla (near Dresden) is to be carried out over the entire section in two construction stages. The first expansion stage includes measures that enable a speed of 160 km / h with an option of 200 km / h. The tracks , points and engineering structures are to be renewed and the control and safety technology modernized. After completion of the second expansion stage, in which all 35 level crossings will be eliminated, and with the commissioning of ETCS , 200 km / h will be released.

Expansion of the line to Brenitz, May 2010

The preliminary planning for the expansion began in 2002. After a decision by the mediation committee to reduce subsidies in December 2003, numerous new and expansion measures on the transport infrastructure, including that of the Berlin – Dresden railway line, were extended over time. The first construction stage was therefore divided into several stages of implementation. As part of the first stage of implementation, up to the end of 2006 the expansion only took place from Doberlug-Kirchhain to Hohenleipisch and between Wünsdorf and Neuhof over a total length of 21 kilometers. In 2005 the federal government stopped the expansion. Also in April 2007, Deutsche Bahn carried out the further expansion of the line under the "medium-term postponed projects". In 2009 planning was resumed. The subsequent section from Doberlug-Kirchhain to Brenitz and Sonnewalde, including the signaling and security technology, was then expanded from the end of 2010 to 2011.

The second stage of implementation includes the following project sections:

  • Rangsdorf station and new construction of the Rangsdorf railway overpass
  • Renewal of the north head and the Notte Canal railway overpass at Zossen station
  • Bf Wünsdorf including up to Hp Neuhof exclusively and train km 43.7 to Golßen only (section train km 43.7 to Baruth only started in March 2009)
  • Hohenleipisch Bf including up to Elsterwerda exclusively and the Elsterwerda-Biehla crossing structure
  • Grossenhain Berl station only up to 29.2 km near Böhla.

From the end of 2011 to the end of 2012, as the third part of the first expansion stage, the section between Neuhof and Baruth was to be expanded to a speed of 200 km / h. According to media reports from 2010, it is not yet possible to predict when the first construction phase will be completed. There is still no concrete time schedule for the second construction stage (status: 2010). Construction on the second construction phase should not begin before 2015 (as of February 2009). During the renovation work in the first construction stage, all measures will be carried out for a line speed of 200 km / h.

On July 28, 2010, Deutsche Bahn announced that it would reorganize the expansion of the line. As far as building permits exist, the approximately 80 kilometer long section Wünsdorf – Hohenleipisch was to be expanded between 2012 and December 2014 - with partial closures - for a maximum speed of 200 km / h. For this, 21 level crossings would have to be removed and this section equipped with ETCS . The travel time between Berlin and Dresden should be reduced to a maximum of one and a half hours.

tower station in the direction of Berlin

As of 2012, the Wünsdorf – Neuhof, Uckro-Walddrehna and Brenitz – Hohenleipisch sections were upgraded to 160 km / h with the option of 200 km / h.

According to plans from October 2011, the approximately 80 km long section Wünsdorf - Elsterwerda was to be completely closed in 2014 in order to rebuild all level crossings to make them level crossings.

In June 2012 it became known that, according to the Federal Ministry of Transport, the completion, which was unofficially planned by 2016, was in jeopardy. Deutsche Bahn did not give a date for the completion of the expansion, but announced that it would submit the planning approval documents for the sections not yet approved by the end of 2012. Deutsche Bahn sees financing problems on the part of the road construction authorities for the removal of around 20 level crossings in Brandenburg. At the end of 2012, agreements under the Railway Crossing Act had been concluded for two level crossings , corresponding agreements were in preparation for 14 more, and 11 more agreements are to be approved by the end of 2013. A crossing agreement was still pending for 4 further crossings due to a lack of funds; the state of Brandenburg held out the prospect of promoting the municipal share with unbundling funds. In September 2013, the state of Brandenburg announced that it would largely take over the municipalities' own share required by the Railway Crossing Act. In Brandenburg, 75 percent of the municipal share for removing the 21 level crossings in the 16 affected municipalities is to be paid for from state funds; financially distressed municipalities can receive up to 90 percent. The state of Saxony assured general support, but made no concrete commitment. To remove a level crossing at Dahlewitz station , the station building there was demolished in spring 2014.

Because there was no building permit, this section should not go into operation before 2016 for 200 km / h according to the planning status from the end of 2012. Deutsche Bahn announced another delay in June 2013, after which the full closure of the Wünsdorf – Elsterwerda section originally planned for the 2016 annual timetable was postponed to 2017. This is justified with the still outstanding crossing agreements to remove the total of 21 level crossings in the Brandenburg section. The commissioning of the expanded line was scheduled for the end of 2017 in mid-2013. At the beginning of September 2013, Deutsche Bahn wanted to consult with the Federal Railway Authority and the Transport Ministries of Berlin and Brandenburg on how the expansion could be accelerated. According to DB information from the end of 2013, the expansion measures for 160 km / h should be completed in 2017 and the travel time should then be shortened by 25 minutes compared to 2013. Most of the work should run in Brandenburg, in Saxony only a line improvement at Großenhain is necessary. For the 2018 timetable change [out of date] , the travel time between Berlin and Dresden will be shortened by 20 minutes to one hour and 45 minutes (as of 2015). The further expansion for 200 km / h, which should be completed in 2018 [obsolete] , should take another five minutes.

Construction work in the area of ​​the Elsterwerda-Biehla crossing structure (2014)

According to information from the beginning of 2014, by the end of 2018 [obsolete] 80 of 125 kilometers of the upgraded line should be passable at 200 km / h. This should reduce the scheduled travel time between Berlin and Dresden by 20 to 106 minutes. According to DB information from May 2014, the 125 km long section between the Berlin outer ring and Kottewitz should be completely closed from August 2016 [out of date] . Among other things, nine stations are to be rebuilt, 20 level crossings removed and a European train control system installed. The award of the contract should start in May 2015. At the end of November 2014, Deutsche Bau announced the construction work for the conversion of the section between Neuhof and Hohenleipisch in the Official Journal of the European Union . The expanded section between Hohenleipisch and Elsterwerda is to be put into operation at the end of 2015 [obsolete] for a permissible speed of 160 km / h.

Demolition work in Elsterwerda (2016)

Actual expansion for 200 km / h since 2014

From 2013 to 2016, Rangsdorf station was fundamentally rebuilt for 40 million euros, and Elsterwerda station from mid-2014 to July 2015 . Between June 2014 and June 2016, an electronic signal box was built for the Elsterwerda and Hohenleipisch area, and the six-kilometer section was also renewed by the end of 2016.

On May 30, 2016, the symbolic start of construction (1st construction stage) on the Baruth (Mark) –Hohenleipisch section of the route was celebrated in the presence of DB boss Rüdiger Grube , State Secretary Norbert Barthle and Brandenburg's Minister of Transport Kathrin Schneider . The 73 km long section between Wünsdorf-Waldstadt and Elsterwerda was expanded in the course of a full closure from August 5, 2016 to December 9, 2017. In addition to the renewal of tracks, platforms and railway technology, 18 level crossings were replaced at no height. Once the expansion is complete, a travel time of 107 minutes is to be achieved.

In order to be able to completely block the route for construction projects, long-distance trains in particular were diverted over the partly single- track Jüterbog – Röderau railway and the Berlin – Halle railway. The travel time is not extended by the high-speed sections between Jüterbog and Berlin Südkreuz, despite the longer route. In addition, trains were rarely diverted via Leipzig ( without stopping ).

Before the upgraded line at Zossen and at Doberlug-Kirchhain there are still speed limits of 50 km / h.

With the commissioning of ETCS, a further reduction in travel times is planned. The route should be passable in sections at 200 km / h from December 4, 2020. The necessary ETCS approval drives are to take place from July 2020. Specifically, it is the section from Wünsdorf-Waldstadt to Elsterwerda.

After completion of all construction measures, the travel time from Berlin to Dresden should be reduced to 69 minutes (as of 2009) and the route between Blankenfelde and a few kilometers before Dresden should be passable at 200 km / h.

The Wünsdorf-Waldstadt station is to be rebuilt from 2020 to 2022, and the Zossen station from 2022 to 2024. The 2nd construction phase, with the sections Blankenfelde (exclusively) - Wünsdorf-Waldstadt (exclusively), the Doberlug-Kirchhain station and Elsterwerda - Großenhain Berliner Bahnhof, is planned by 2028, for which preliminary planning is currently underway. The discussion for the renovation of the Wünsdorf-Waldstadt station took place on February 27, 2018, the planning approval decision has been in place since the end of June 2019, and construction is expected to start in early 2020. The planning approval documents for the renovation of the Zossen train station are to be submitted at the end of February 2019.

A travel time of 80 minutes is planned from the mid-2020s (as of 2016). If the Kockelsberg tunnel is realized near Dresden, 78 minutes would be possible. The Gehrener Bogen (160 km / h) and the Hohenleipisch – Elsterwerda section (160 km / h) are excluded for economic reasons. The route is not included in the National ETCS Implementation Plan of the Federal Railway Authority, so that even after 2023 no prioritized increase in the maximum speed by ETCS Level 2 was registered. The Doberlug-Kirchhain area (140 km / h) should also be passable at 200 km / h at a later date after a bridge has been replaced.

The state of Saxony registered the expansion Berlin – Dresden and a subsequent new building in the direction of Prague for the Federal Transport Infrastructure Plan 2030 .

Böhla to Dresden

As part of the sections assigned to the Leipzig – Dresden expansion line, the first construction work began in 2008 on the Weissig – Böhla connecting curve . The connection line is integrated into the Berlin – Dresden route without any elevation and went into operation in December 2010. As part of the economic stimulus package I , the Weinböhla - Neucoswig and Neucoswig - Radebeul-West sections were modernized in 2010. Therefore, the route between Neucoswig and Großenhain was closed for one year from the timetable change in December 2009. The six-kilometer section between Neucoswig and Weinböhla was completely renovated. Between the beginning of 2018 and mid-2020, bridges will be replaced and curve radii increased between the beginning of 2018 and mid-2020 in the area of ​​the crossing structure of the former signal box Az up to the area of ​​the Radebeul-Zitzschewig stop. The further expansion sections Böhla – Weinböhla and Weinböhla train station were originally supposed to be completed by 2016, but have not yet started (status: 2018). When the timetable changed on December 15, 2002, the Weinböhla station on the line to Berlin was closed and a stop of the same name was opened on the line to Leipzig.

In the 1990s, it was planned to shorten and straighten the route through the two-kilometer-long Kockelsberg tunnel between Böhla and Weinböhla. The Federal Ministry of Transport examined the straightening of the Kockelsberg in 2018 , with which the travel time between Dresden and Berlin or Leipzig could be reduced by around five minutes. In 2020, the possible reduction in travel time through the tunnel, which was one of two main variants in the course of ongoing preliminary planning, was given as two minutes. In 2012, a cut (Silberberg) with an approximately 350 m long tunnel was planned in this area.

On May 3, 2020, the renewed Dresden – Elsterwerda – Kötzschenbroda (DEK) curve and a new signal box in Weinböhla went into operation in the Dresden area .

Route description


Elsterwerda station
Niederwartha railway bridge over the Elbe

The comparatively flat topography only required a few civil engineering works , and the route has a slight incline. It runs from the Berlin Südkreuz train station in a southerly direction through the urban area of ​​Berlin, which you leave behind Lichtenrade. After the Mahlow S-Bahn station, the Berlin outer ring is crossed while the route continues south. The Berlin S-Bahn ends in Blankenfelde ; from here on the long-distance tracks are used to the south. After the stop in Dahlewitz, the federal autobahn 10 , the Berliner Ring, is crossed and the outskirts of Berlin are left at Rangsdorf. After Zossen, where the now closed line branches off towards Jüterbog , the railway crosses the Notte Canal . The route runs through the area of ​​the Wünsdorfer Lakes and through extensive forest landscapes. The Baruth train station is located at the transition from the Fläming to the Baruther glacial valley . At Golßen the Niederlausitz is reached. At Uckro, the route crosses the Niederlausitzer Eisenbahn and leads up through two curves through the Gehrener Mountains, before the journey continues through the forests of Niederlausitz to the Doberlug-Kirchhain tower station . The Halle – Cottbus railway line is crossed here. From there it leads past the local recreational lakes Bad Erna and Rückersdorf through a wooded area towards Hohenleipisch train station, located in a curve, and on to Elsterwerda .

The industrial city of Elsterwerda, which is also a medium-sized railway junction, is located in a lowland of the Black Elster . Numerous routes branch off from the train station, which is rather small despite its importance (towards Hoyerswerda , Riesa and Falkenberg ). Shortly after the train station, two rivers, the Schwarze Elster and the Pulsnitz , are crossed. This is also the transition into the landscape of the Großenhainer care . In the urban area of ​​Großenhain, the train to Priestewitz or Cottbus is crossed. The connection curve Weißig – Böhla , which joins north of Böhla, integrates the fast long-distance traffic from the Leipzig – Dresden railway line . After Böhla, the route reaches the northern edge of the Elbe valley and descends relatively curvy to the former Weinböhla train station. From Böhla the two railway lines Leipzig-Dresden and Berlin-Dresden run almost parallel and partly within sight of Dresden, with both lines crossing west of Radebeul. Two-track connecting curves link the routes with one another and enable the transition from Berlin to Dresden-Neustadt and from Leipzig to Dresden-Friedrichstadt and in the opposite direction.

The Elbe is crossed over a long steel bridge near Niederwartha , before continuing on the left-hand side of the Elbe past the pumped storage plant to Dresden-Friedrichstadt train station . The Berlin – Dresden line has its nominal end point at Dresden-Friedrichstadt station. Two connecting curves create the connection to the Děčín – Dresden-Neustadt line and enable train journeys on the one hand in the direction of Dresden-Neustadt and on the other in the direction of Dresden Hbf and Dresden-Plauen .

Operating points

Brenitz-Sonnewalde station
The Brenitz-Sonnewalde train station is located at km 93.7 in the Brenitz locality and about five kilometers west of the city of Sonnewalde in the Elbe-Elster district in southern Brandenburg . Passenger trains have not stopped there since 1996. It is a switchboard of type GS II DR available. The abbreviation is BBRS.

Train operation

Regional train in the Dresden city area on the left Elbe railway line Berlin – Dresden, in the background the Briesnitz church

Since the long-distance tracks of the Berlin – Dresden railway line in the urban area of ​​Berlin have not yet been rebuilt, the train traffic has to take the described detour via the Anhalter Bahn and the Berlin outer ring and only get onto the actual Berlin – Dresden railway before Blankenfelde . Regional traffic between Großenhain Berliner Bahnhof and Radebeul-Naundorf does not run on the Berlin – Dresden line, but rather on the Grossenhain – Priestewitz line, which runs almost parallel, and the line from Leipzig ( Leipzig – Dresden line ).

The following table shows the long-distance and regional transport routes that run on the Berlin – Dresden route (as of 2015):

line Train run Route section Cycle (min)
IC17 (Warnemünde -) Rostock - Waren - Neustrelitz - Oranienburg - Berlin-Gesundbrunnen - Berlin-Hauptbahnhof - Berlin-Südkreuz - Berlin-Schönefeld Airport - Doberlug-Kirchhain - Elsterwerda - Dresden-Neustadt - Dresden Hauptbahnhof Blankenfelde - Dresden 120
EC27 ( Hamburg-Altona / Westerland - Hamburg Hbf / Ostseebad Binz -) Berlin Hbf (deep) - Dresden Hbf - ( Praha hl.n. (- Bratislava (- Budapest ))) Blankenfelde - Neucoswig 120
RE5 Rostock / Stralsund - Neustrelitz - Berlin Hbf (deep) - Wünsdorf-Waldstadt - Elsterwerda Blankenfelde - Elsterwerda 120 (60)
RE7 Dessau - Bad Belzig - Berlin Hbf - Berlin-Schönefeld Airport - Wünsdorf-Waldstadt Blankenfelde - Wünsdorf-Waldstadt 60
RB31 Elsterwerda-Biehla - Elsterwerda - Großenhain Cottb Bf - Dresden Hbf Elsterwerda - Großenhain / Radebeul-Naundorf - Dresden 120
S2 Bernau - Berlin Friedrichstrasse - Blankenfelde Berlin-Südkreuz - Blankenfelde 20 (10)

In addition, individual other trains use the route. These are e.g. T. special trains .

The EC train pair runs like the RE trains to Berlin-Südkreuz and thus the Tiergarten tunnel to Berlin Hbf.

Furthermore, in the course of the route renovation between Königs-Wusterhausen and Lübbenau / Spreewald , the RE 2 regional express trains, the IC train pair Norddeich Mole / Emden Außenhafen-Hanover-Berlin-Cottbus and the EC train pair Hamburg- Altona – Berlin – Cottbus – Kraków Glówny the line between Blankenfelde and the Doberlug-Kirchhain Nord junction. The RE-2 trains ran between Berlin-Südkreuz and Calau (Niederlausitz) and did not stop at any station on the Dresden railway.

A new IC line Dresden – Berlin – Rostock has been offered on the route since December 2019. Initially there will be ten trains a day. From May 2020, Schönefeld Airport will also be served and the offer will be expanded to 16 trains per day.

Operation under ETCS

In December 2020, a first section of the route with ETCS will go into operation. It is currently uncertain which vehicles in the long-distance fleet will then have the necessary vehicle equipment for guidance via ETCS. Vehicles without ETCS equipment according to Baseline 3 continue to run under protection by PZB90 at a maximum speed of 160 km / h.

The double-decker vehicles of the Intercity 2 fleet ( Stadler KISS ) will receive an update according to ETCS baseline 3 by March 2022 when the renovation is carried out. At DB Fernverkehr, parts of the ICE fleet have the appropriate equipment, but are not currently used on the route.

Vehicle use

From the Prussian side, the Prussian S 5.2 , the Prussian S 6 and from around 1912 the Prussian S 10.1 were used, from the Saxon side the Saxon VIII V 1 and the Saxon X H1 .

Until the 1960s, the Saxon XVIII H were used in front of the express trains; here in Berlin Ostbahnhof, 1955

After the First World War , the Berlin-Anhalter Bahnhof depot continued to use the Prussian S 10.1 (BR 17.10-12), as well as the Prussian P 10 (BR 39) from 1924/1925 and the first class 01 locomotives from 1928 . The Dresden-Altstadt depot strung from 1917-18 his features reinforced with locomotives of the Saxon XII HV (BR 17.7) and the Saxon XVIII H (BR 18.0) . In exceptional cases, the Saxon XX HV (BR 19.0) was also used. Finally, the Henschel-Wegmann train was pulled - with a few exceptions - by the 61 001 .

After the Second World War , the BR 18.0, temporarily supported by the coal dust exotic 03 1087 , 07 1001 and 08 1001 and later some normal 03.10 , shaped the traffic on the line until it was shut down in 1961/1962, after which locomotives of the 03 series took over . As the international trains became increasingly heavy, the 01 series was finally used again from 1967. Class 132 locomotives stationed in Berlin gradually took over the last services of the 01 in 1977, and on September 24th, the last express train service of Dresden steam locomotives came on this route. In addition, Dresden-based locomotives of the 118 series had already taken over parts of the high-quality passenger train service to Berlin since the 1960s .

The sets of the express railcar connection Vindobona were alternately provided by the responsible railway administrations of DR , ČSD and ÖBB . The Deutsche Reichsbahn initially sent the VT 12.14 and SVT 137 series into the race until they were replaced by the Görlitz type SVT 18.16 in early 1965 . In May 1979, the use of express railcars ended and locomotive-hauled trains continued under the same name.

It was not until 1985 that it was possible to drive continuously electrically. As the first route in the new federal states, the route was passable at 160 km / h from 1992. Class 112 locomotives were used in long-distance traffic, which are designed for this speed. Today locomotives of the BR 193 are used in long-distance traffic and the BR 143 or BR 442 (Talent 2) in local or the class 481 in S-Bahn traffic.


  • Peter Bley: 125 years of the Berlin – Dresden Railway. Alba publication, Düsseldorf 1999, ISBN 3-87094-360-2 .
  • Kurt Kaiß, Matthias Hengst: Dresden's Railway. 1894-1994. Alba publication, Düsseldorf 1994, ISBN 3-87094-350-5 .

Web links

Commons : Berlin – Dresden railway line  - collection of images, videos and audio files

Individual evidence

  1. a b c d Kaiß / Hengst: Dresdens Eisenbahn, p. 169.
  2. ^ Peter Bley: Berlin S-Bahn . 6th edition, Alba Publication, Düsseldorf 1993, p. 26.
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  119. Qays / stallion: Dresden railway, S. 206th