Děčín – Dresden-Neustadt railway line

	from (Vienna–) Praha Masarykovo n. (formerly kk Nördl. Staatsbahn )
	to Oldřichov u Duchcova (–Chomutov) (formerly DBE )
0.548	Děčín hlavní nádraží	135 m
	to Jedlová (formerly BNB )
~ 1.000	EÜ Čs. Mládeže (15 m)
~ 1.200	Ovčí stěna tunnel (shepherd's wall tunnel ; 279 m)
~ 1.700	Červená skála tunnel (Red Mountain Tunnel; 149 m)
1,985	Děčín-Přípeř
	from (Vienna–) Nymburk (formerly ÖNWB )
4.070	Děčín- Prostřední Žleb	135 m
6.815	Děčín-Čertova Voda	135 m
9.280	Dolní Žleb zastávka
9.950	Dolnožlebský potok bridge
10,350	Dolní Žleb	130 m
11.858	Gelobtbach Bridge (13 m)
11.859	State border between the Czech Republic and Germany (system separation point 3 kV / 15 kV)
12.658	Schöna Ldst
13.870	Nice	130 m
15,558	Schmilka -Hirschmühle formerly Hirschmühle	130 m
16.306	Hirschgrund Bridge (83 m)
17.060	Bk deer mill
20.090	Bad Schandau East	130 m
20,556	EÜ Bächelweg (20 m)
20,622	Krippenbach Bridge (22 m)
21,196	Nativity scenes until 1877 in Schandau	129 m
	State Road 169
22.760	Bad Schandau	126 m
	to Bautzen
	SÜ Bad Schandau ( Bundesstrasse 172 )
26.370	Königstein (Sächs Schweiz) Gbf	127 m
27.668	Königstein (Sächs Schw) Hp	127 m
27,927	Bielabach Bridge (26 m)
27.955	Königstein Viaduct (470 m)
28.617	EÜ Elbstraße (11 m)
29.770	Behnebach Bridge (20 m)
31,120	Königstein (Saxon Switzerland) Üst
31.450	Bk beach
33.860	Rathen health resort	127 m
36,940	Bk bastion view
37.059	City of Wehlen (Sachs)	125 m
38.800	Bk sign
40.622	Obervogelgesang (Kr Pirna)	125 m
42.800	Bk Posta
43.726	EÜ Ziegelstrasse (11 m)
44.022	EÜ (10 m)
44.624	EÜ Dohnaische Strasse (16 m)
45.000	Pirna until 1875	120 m
	Pirna city bridge with the Kamenz – Pirna railway line
	to Kamenz (Sachs)
45,440	Pirna since 1875	118 m
	S-Bahn line to Dresden-Neustadt
	to Gottleuba
45.892	Gottleubabrücke (18 m)
	SÜ Sachsenbrücke ( State Road 177 )
46.100	Pirna Gbf	118 m
	Industrial trunk line to Dresden-Reick
47.180	EÜ Kahrenweg (10 m)
	Industrial trunk line Pirna – Dresden-Reick
47.960	Heidenau- Großsedlitz *	120 m
48.760	Bk Sedlitz
49.420	Bk Heidenau
49.438	EÜ Geschwister-Scholl-Strasse (14 m)
49.960	Heidenau South *	121 m
49.988	EÜ Dohnaer Strasse (13 m)
50.196	Müglitz Bridge (53 m)
50.330	EÜ Mühlenstrasse (13 m)
	Pirna industrial trunk line
51.118	EÜ August-Bebel-Strasse (39 m)
	from Kurort Altenberg (Erzgeb)
51.232	Heidenau formerly Mügeln (b Pirna)	120 m
52.445	Elbe terrain railway
	Industrial trunk line to Dresden-Reick
52.574	EÜ Sporbitzer Strasse (11 m)
52.660	Dresden- Zschachwitz *	121 m
53.395	EÜ Kleinlugaer Strasse (12 m)
54.000	Dresden-Niedersedlitz freight facility
54.107	Lockwitzbach Bridge (10 m)
54.161	EÜ Bahnhofstrasse (17 m)
54.220	Dresden- Niedersedlitz *	122 m
54.891	EÜ Reisstrasse (34 m)
56.173	EÜ moraine end (34 m)
56.300	Dresden- Dobritz *	121 m
	Industrial trunk line Pirna – Dresden-Reick
	Pirna industrial trunk line
56,940	EÜ Seidnitzer Weg (11 m)
57.636	Dresden- Reick *	121 m
57.800	Dresden-Reick depot	121 m
57.823	EÜ Lohrmannstrasse (18 m)
59.499	EÜ Rayskistraße (28 m)
60.140	Dresden- Strehlen *	123 m
60.457	EÜ Franz-Liszt-Strasse (22 m)
~ 60.500	Dresden-Strehlen Königsbf (1897)
61.088	EÜ State Road 172 (28 m)
61.496	EÜ Franklinstrasse (20 m)
61.844	EÜ Uhlandstrasse (20 m)
62.011	EÜ Andreas-Schubert-Strasse (24 m)
62.097	Railway arches Dresden Hbf east side (92 m)
62,328	EÜ Bundesstrasse 170 (55 m)
62.490	Dresden Central Station	117 m
	SÜ Budapester Strasse ( Bundesstrasse 173 )
	after Abzw Werdau arc triangle
63.617	EÜ Rosenstrasse (17 m)
	Connection curve from Dresden old town
63.870	EÜ Freiberger Strasse (19 m)
63.928	Abzw Dresden-Mitte W 1
	Connection curve to Dresden Friedrichstadt
64.225	City Viaduct Dresden I (163 m)
	Connection curve from Dresden Friedrichstadt
64.520	Junction Dresden-Mitte W 8
64.540	City Viaduct Dresden II (117 m)
64.616	EÜ Jahnstrasse (25 m)
64.688	Dresden center	117 m
64.890	EÜ Friedrichstrasse (25 m)
64.960	City Viaduct Dresden III (120 m)
65.030	EÜ Bundesstrasse 6 (25 m)
65.470	Elbe bridge ( railway Marienbrücke ; 472 m)
65.960	EÜ Leipziger Strasse (29 m)
66.000	City Viaduct Dresden IV (40 m)
66,069	EÜ Güterbahnhofstrasse (16 m)
66.070	Junction Dresden-Neustadt Stw 8/6
	to Dresden-Pieschen junction
66.170	City Viaduct Dresden V (80 m)
62,242	EÜ Bundesstrasse 170 (31 m)
66,333	Dresden-Neustadt	118 m
	to Leipzig Hbf
	to Görlitz

* Stopping point since 2001/2002 on the parallel Pirna – Coswig railway line

The Děčín – Dresden-Neustadt railway line (also known as the Elbe Valley Railway ) is a double-track, electrified main line in the Czech Republic and Saxony . The line, which was once built as the Saxon-Bohemian State Railway , is part of the long-distance connection between Prague and Dresden and is one of the most important European railways. It runs in the Elbe Valley from Děčín (Tetschen) via Bad Schandau and Pirna to Dresden . At around 130 meters above sea level , it is the lowest railway line in the Czech Republic on the Czech-German border.

The Děčín – Dresden railway line is part of the Trans-European Networks as route no. 22 ( Athens - Sofia - Budapest - Vienna - Prague - Nuremberg / Dresden ); its expansion was funded with eleven million euros from the ERDF federal program between 2000 and 2006 . The line is also the northernmost section of the Pan-European Railway Corridor IV , the main line of which extends from Dresden to Istanbul . The line is also the only electrified line that directly connects Germany with the Czech Republic. Direct Eurocity trains connect Berlin with Prague via the Elbe Valley Railway , individual connections with Vienna and Budapest.

history

Prehistory and construction

When the first German long-distance line Leipzig – Dresden was being planned , there were initial plans to continue the route further south. In the concession document of May 6, 1835, the Leipzig-Dresden Railway Compagnie (LDE) was granted the right to continue building up to the Saxon-Bohemian border. The Kingdom of Saxony initially favored a line through Upper Lusatia via Zittau and Reichenberg , which was supposed to connect Berlin and Vienna by the shortest possible route. The technical difficulties in crossing the Jeschkengebirge ultimately made this project fail.

Level markers on the Hirschgrund Viaduct: The upper edge of the rail is “three feet Austrian measure” above the high water level on March 31, 1845

The Empire of Austria , however, preferred from the outset a line along Vltava and Elbe , where only small topographical difficulties were to be expected. The first survey work on the route in the Elbe valley began as early as May 1840. This route was agreed on August 9, 1842 in a state treaty with Saxony. It was contractually stipulated that the line would be completed within eight years. However, as the concession holder, the LDE was unable to carry out the construction at its own expense. In this situation, the Saxon state itself began with the preparatory work for the construction of the route. On December 1, 1845, the official groundbreaking ceremony took place on the site of today's Dresden Central Station . In the Elbe valley, a route was designed that was "three feet Austrian measure" above the level of the highest flood of March 1845 to date.

On July 31, 1848, the first section between Pirna and Dresden was opened with a pageant. From August 1, 1848, four pairs of trains ran daily. The entire Bodenbach – Dresden route was first used on April 6, 1851, after the trains had reached Königstein on May 9, 1850 and Krippen on June 9, 1850. The Royal Directorate of the Saxon-Bohemian State Railway carried out the operation on behalf of the Saxon State. However, the section from Bodenbach to the state border was formally part of the Austro-Hungarian Northern State Railroad . An "agreement between the imperial Austrian and the royal Saxon government" of December 31, 1850 regulated the management of the business by the Saxon state. In this contract, the Bodenbach station was specified as a transfer station between the Saxon and Austrian railway administrations. Two percent of the construction capital employed was agreed as the annual rent.

The construction of the inner-city connecting railway in Dresden

When the Saxon-Bohemian State Railroad was built, it was planned to continue over the Elbe to the Silesian Railway Station in Dresden. On August 26, 1846, the groundbreaking ceremony took place for the Elbe crossing, which was later christened Marienbrücke in honor of the Saxon Queen . The combined railway-road bridge was put into operation on April 19, 1852 with a pageant.

Redesign of the Dresden railway systems from 1892

Wettiner Strasse station on the four-track connecting railway (1908)

At the end of the 19th century, the railway systems in Dresden were no longer sufficient for the increasing volume of traffic. The ground-level alignment of the route in the urban area with the many level crossings was perceived as an obstacle to further traffic development. Ultimately, a complete renovation of the Dresden railway systems was planned, which not only included a four-track expansion of all inner-city routes, but also a higher track as well as the construction of almost all Dresden train stations and stops. For example, instead of the old Bohemian train station, a new central train station was planned.

The renovation work began on April 25, 1892 with the construction of the south hall of the new main station, which was completed in June 1895. After the new facilities went into operation, the old Bohemian railway station was demolished. The main station was inaugurated on April 17, 1898. On May 1, 1898, work began on Dresden-Neustadt station , which was built on the site of the Silesian station. On March 1, 1901, the complete four-track route including the new Marienbrücke and the Dresden-Neustadt train station was put into operation.

Four-track expansion between Pirna and Dresden

A Saxon IIIb in Pötzscha (today Hp. Stadt Wehlen)

Part of the redesign of the Dresden railway system was also the further four-track expansion in the Pirna – Dresden Hbf section. Decree No. 17 of December 9, 1895 created the legal basis for the conversion between Reick and Dresden, which began immediately. Between Reick and Dresden Hbf, the new four-track route including the newly built Dresden-Strehlen stop went into operation on July 3, 1902. By the First World War , the route between Heidenau and the new Dresden-Reick passenger stop was completed. The Pirna – Heidenau section initially remained unfinished.

After the First World War, work was initially not resumed. The reasons for this were, on the one hand, a lack of finance and a significantly lower volume of freight traffic. It was not until the end of the 1920s that construction work was gradually continued. On May 11, 1934, the third and fourth track in the Pirna – Heidenau section went into operation.

In operation of the Deutsche Reichsbahn until the end of the Second World War

After the Sudetenland was annexed to the German Reich on October 1, 1938, the entire route was on German territory. The usual passport and customs controls in Bodenbach were no longer required.

In the 1939 summer timetable, a total of 15 pairs of passenger trains ran continuously between Dresden and Bodenbach, some of which were tied through to Lobositz . In addition, there were other excursion trains to and from Bad Schandau on Sundays. These trains did not stop between Pirna and Dresden. The stops there were served by the Pirna – Meißen-Triebischtal suburban trains. International express trains ran between Berlin and Prague (D 64/65), Berlin and Vienna (D 52/53) and Berlin and Bratislava (D 148/149). There were also other high-quality domestic trains between Berlin and Eger as well as Hamburg-Altona and Karlsbad .

On April 19, 1945, units of the US Army Air Forces bombed the Pirna railway junction. The tracks were so badly damaged that the scheduled rail traffic came to a standstill until the end of the war.

New beginning after the Second World War

After the end of the Second World War , the section from the state border to Bodenbach was taken over by the Czechoslovak State Railways (ČSD) in accordance with the Potsdam Agreement . From then on, ČSD operated its section of the route with its own passenger trains. All passenger trains from Dresden ended at Schöna station .

On May 20, 1945, German and Czech railway workers discussed the resumption of regular rail operations across the newly established national border. The first official timetable meeting took place on July 13, 1945. In the first post-war timetable from 1945, six pairs of passenger trains were listed between Podmokly (Bodenbach) and Hřensko (Schöna-Herrnskretschen), which operated as railcars because of the now low traffic volume. In Schöna there was a connection to the DR trains to Dresden. From 1947 there was again high-quality long-distance traffic with the D 101/102 Beograd – Berlin. Passport and customs control took place in Schöna on all trains. Because of the severe destruction in Dresden, the train had its traffic stop at Dresden-Neustadt station, which had remained largely intact . Freight trains initially drove mainly for the needs of the Soviet occupying power. Mainly reparations goods were transported .

In the course of 1946, the German section between Schöna and Dresden was continuously dismantled onto one track. The dismantled facilities came to the Soviet Union as reparations.

Normalization and reconstruction

A first “Provisional Agreement on the Implementation of Mutual Rail Traffic for the Prostřední Žleb – Bad Schandau Border Crossing” came into force on August 1, 1947. It was replaced in 1952 by the "Agreement on the implementation of reciprocal rail traffic for the Děčín – Bad Schandau border crossing". With this contract, the Bad Schandau station was now designated as the transfer station between the two railway administrations.

Starting in Dresden, the second track was rebuilt in 1949. On the occasion of Stalin's birthday - December 20, 1952 - the double-track line was officially put into operation again. The former freight train tracks between Pirna and Dresden Hbf were not relocated; all train traffic there was now routed via the passenger train track.

On July 23, 1957, a flood of the Gottleuba destroyed the railway overpass at kilometer 44.624. The masses of water coming from the Ore Mountains rolled through the center of Pirna and tore the bridge over Dohnaische Strasse from the abutments. The route was interrupted for two days until a temporary bridge was installed and train traffic could be resumed.

As an innovation, push-pull train operation with modern double-decker trains was introduced on June 1, 1959 .

From the 1950s on, high-quality long-distance trains were gradually being routed over the route again. From 1954 the Balt-Orient-Express (Bucharest – Stockholm) , which had previously operated via Poland, took its route via the Elbe Valley Railway, followed by Vindobona (Vienna – Berlin; 1957) and Pannonia (Sofia – Berlin; 1959). In the 1969/70 winter timetable there were already ten pairs of international passenger trains.

International connections in the winter timetable 1969/70
Surname	Train no.	Walkway	comment
Sanssouci	D 50/53	Vienna – Berlin	night Train
meridian	D 51/52	Beograd – Berlin – Saßnitz
Vindobona	D 54/55	Berlin – Vienna	Express railcar
Pannonia	D 56/57	Berlin – Sofia
Balt-Orient	D 58/59	Berlin – Bucuresti	-
Saxonia	D 152/153	Leipzig – Budapest (–Keszthely)	-
Hungaria	D 154/155	Berlin – Budapest	Express railcar
Metropolitan	D 156/157	Berlin – Budapest	night Train
-	D 158/159	Warnemünde – Praha	night Train
-	D 356/357	Berlin – Praha
-	D 352	Berlin – Praha

A new situation in travel arose with the introduction of visa-free travel between the GDR and Czechoslovakia from January 1, 1972. From January 29, 1972, for the first time since 1945, a continuous pair of Dresden – Děčín passenger trains ran again. At the same time, a daily express train from Dresden to Prague was introduced, which should enable day-trippers in particular to visit the Czechoslovak capital.

From 1973 the line from Pirna to Dresden was integrated into the new S-Bahn tariff area . In the following years it was planned to rebuild the line with four tracks and to convert the suburban traffic in Dresden into a real S-Bahn . However, this did not happen for the time being, but new bridge superstructures were installed for the long-distance tracks to be rebuilt.

electrification

The electrification of the northern section between Dresden Hauptbahnhof and Dresden-Neustadt station was put into operation on September 28, 1969 as one of the first partial measures to electrify the route between Dresden, Riesa and Leipzig . Among other things because of the insufficient clearance profile under the Falkenbrücke for electrification , it was removed in 1965. A replacement for road traffic to cross the railway systems was created in 1967 with a new prestressed concrete bridge along Budapester Straße .

At the beginning of the 1970s, freight traffic on the Elbe Valley Railway increased to such an extent that various measures to increase capacity had to be considered. One of the projects was the construction of a joint new border crossing station in the Czechoslovakian Boletice (on the route from Nymburk to Děčín ) with a capacity of 40 freight trains in each direction. This project failed for financial reasons. Instead, the necessary capacity increase was achieved by expanding the existing transfer stations and electrifying and modernizing the line.

" Vindobona " near Bad Schandau (around 1978)

The construction work for electrification in the section Schöna – Dresden Hbf began in 1970 and lasted until 1976. For the first time in the GDR area, part of the masts and transverse support structures were flown in with an Interflug helicopter . This elaborate procedure was necessary due to the heavy use of the route, which hardly allowed any longer breaks. This meant that rail operations could continue unhindered during the construction work. All stations along the route received new GS II Sp 64b central interlockings from WSSB . In Bad Schandau, Heidenau and Dresden-Reick, the Czechoslovak company Elektrostav Bratislava built new signal box buildings, which thanks to their distinctive design have become a landmark of the Elbe Valley Railway. In order to utilize the highest possible route capacity, the newly established automatic route block also allowed permissive driving . This allowed driving past block signals marked with a white-black-white-black-white mast sign, indicating stopping points, without any special instructions. On May 29, 1976, the electric railway operation was opened with a special train from Dresden to Bad Schandau. Train radio was introduced on June 30, 1980 .

Two-system locomotive series 230 of the DR in Děčín-Prostřední Žleb (1993)

It would take more than ten years for the cross-border section to be electrified. The problem here was the direct meeting of the various electricity systems. In Germany, an alternating voltage of 15 kilovolts with a frequency of 16.7 Hertz is common, whereas in the north of Czechoslovakia electrification was carried out with 3 kV direct voltage. Two-system locomotives had to be developed in order to be able to drive the route continuously in electrical operation . The electrification work on the short German section from the state border to Schöna was completed on December 15, 1986. On December 30, 1987, the systems were also completed in Czechoslovak territory. In 1988, the test drives began with the prototype of the two-system locomotive. The scheduled electric train service with these vehicles did not begin until the timetable change in June 1992. Before that, passenger and freight trains had to travel between Bad Schandau or Bad Schandau Ost and Děčín hl. n. be hauled by diesel locomotives.

At the end of the 1980s, the Schöna – Dresden route had the densest timetable in its history. The 1988/89 annual timetable recorded 16 international express trains. The suburban trains on the Schöna – Meißen-Triebischtal route ran almost every hour, reinforced by other commuter and excursion trains. During the tourist season in the summer half of the year, the timetable was partially condensed to half-hourly intervals. In the S-Bahn tariff area between Pirna and Dresden-Neustadt, rush hour traffic sometimes ran every quarter of an hour. Up to 31 pairs of passenger trains drove between Bad Schandau and Dresden Hbf every day.

Change in meaning after 1990

S-Bahn with full advertising ("Coladose") near Dresden-Dobritz (around 1991)

With the political turning point in the formerly socialist states in Central and Southeastern Europe, there was a previously unimaginable shift in the flow of goods traffic from rail to road traffic. The result of this development was an overload of the few cross-border highways between Saxony and Bohemia. At the Zinnwald border crossing ( Bundesstrasse 170 ) alone, an average of 820 trucks were handled every day in 1993. On individual days, up to 2000 trucks drove across the border. The exposure of the residents to noise and exhaust fumes reached an unbearable level there. In this situation, the Saxon state government investigated alternative transport options, especially since the construction of a motorway between Dresden and Prague (which was implemented later) was still a long way off. After rejecting the transport of trucks by inland waterway vessel, a so-called “ rolling road ” (RoLa) was finally favored , in which the trucks and drivers are loaded onto railroad cars. Initially, a route from Lovosice (provisional end of the Prague motorway ) to Deutschebora ( Nossen motorway triangle ) was considered. Ultimately, the investments required for a terminal at Deutschebora station were too high, so that Dresden-Friedrichstadt was ultimately selected as the end point on the German side. From September 25, 1994 ten RoLa trains ran daily in both directions, each of which could transport up to 23 trucks. After the Czech Republic joined the EU on May 1, 2004, the utilization of the Rolling Highway fell to a minimum due to the abolition of border controls and the offer was discontinued.

A similar development took place in travel. The number of international long-distance trains fell from 16 in the 1988/89 annual timetable to just eight in the 1999 annual timetable. The main reasons for this were changes in travel habits and the higher car ownership rate. In contrast, the decline in local transport remained moderate. The lower load on the route even made it possible to introduce a fixed cycle timetable for the local trains on the Schöna – Meißen-Triebischtal line, which have now been upgraded to the S-Bahn. From 1993 these trains ran every half hour. In contrast, the cross-border local train from Dresden to Děčín was rarely used. In the meantime extended to Ústí nad Labem, the train route was finally given up completely in the mid-1990s.

On January 1, 1993, the Czech section was transferred to the newly founded České dráhy (ČD) in the course of the dissolution of Czechoslovakia . Since 2003 it has been part of the network of the state infrastructure operator Správa železniční dopravní cesty (SŽDC).

Elbe flood in 2002

Flood damage in Pirna, in the background the railway bridge over Dohnaische Strasse

A Vb weather situation with abundant rainfall on August 12th and 13th, 2002 caused a flood event in Saxony and the neighboring Bohemia that has become known as the flood of the century . From the morning hours of August 13th, the Weißeritz flooded parts of Dresden Central Station, so that there was only limited train traffic for a short time. However, the water of the Elbe caused far greater damage, the level of which reached its high of over twelve meters at the Schöna gauge on August 16. At this point in time, train traffic had already ceased due to the flooding of the tracks and systems at the Dresden node.

All freight traffic was conducted via the rail border crossings Ebersbach – Rumburk and Bad Brambach – Vojtanov . Long-distance passenger transport, however, was completely discontinued. A rail replacement service across the state border could not be set up, as the roads to be used, such as federal highway 170 , were also impassable. Only in October 2002, after the major damage had been repaired, was it possible to resume limited train traffic.

Extension of the line and construction of the Pirna – Dresden-Neustadt S-Bahn line

On June 7, 1995, Germany, the Czech Republic and Austria signed an agreement to expand the line between Dresden, Prague and Vienna. In implementation of this agreement, the long-distance railway tracks between Pirna and Dresden that existed until 1946 were rebuilt for a maximum speed of 160 kilometers per hour. The previous main tracks were completely renewed and integrated into the independent Pirna – Coswig railway line . All S-Bahn stops have been moved to this route. Both measures were completed by December 12, 2004.

Since the completion of the expansion measures at the end of 2004, a second S-Bahn line (S2: Pirna – Dresden Airport) has been running every half hour between Pirna and Dresden. According to the 1994 traffic concept, a 7.5-minute cycle was planned from Heidenau to Dresden, but this was not implemented for financial reasons.

Current developments

Rail damper in Rathen station; the dampers were installed in spring 2011 as test vehicles on individual sections of the Elbe Valley Railway

In the section between Pirna and Schöna, extensive modernization measures have been carried out since 2014 in order to adapt the route to the requirements of the increasing volume of traffic and at the same time to remove the long-term pollution caused by the floods of 2002 and 2013. By 2023, a total of 44 kilometers of track, eleven kilometers of catenary systems, three bridges and numerous switches as well as other culverts and retaining walls are to be renewed. The Bad Schandau station received an electronic signal box (ESTW).

Freight traffic on the route has been increasing again since the late 1990s, but the high traffic performance of the 1980s has not yet been reached. As of 2011, there were around 80,400 trains per year on the Dresden - Pirna section (approx. 220 trains per day) and around 61,100 trains per year (approx. 167 trains per day) on the Pirna - Bad Schandau section. In 2014, a total of 170 trains per day ran on the route from Pirna to Schöna, of which 60 were passenger trains and 110 were freight trains. In 2015, on the other hand, there were already 221 trains running a day, 94 of them passenger and 127 freight trains (57 of which were freight trains at night). The increase in the number of passenger trains is due to the completion of part of the construction work that has been ongoing since 2014 and the reintroduction of the half-hourly service that was limited during the construction period.

In the long term, it can be assumed that the route will continue to be used. By 2030, freight traffic on the route is expected to increase by up to 40%. Since the trains are to be used even more intensively for the time being, only a moderate increase in the number of freight trains to 140 trains per day is forecast by 2025.

The increasing traffic load goes hand in hand with a high level of noise pollution, which is mainly caused by freight traffic and long-distance passenger trains. In the urban area of Pirna, peak emissions of up to 72 dB (A) are registered in the area of railway bridges. In the immediate area of influence of the railway line, the pollution levels reach peak values of up to 88 dB (A) in the daily mean (L _DEN ) or up to 82 dB (A) during the night (L _Night ). This exposure is on the verge of a health hazard .

In spring 2011, several sections of the route in the Wehlen, Rathen and Königstein areas were therefore equipped with rail dampers. Deutsche Bahn hoped that this would reduce the noise of rail traffic in the Elbe Valley, which is highly frequented by tourists. Since 2004, more than 5600 noise protection windows have been installed along the route in 1,800 houses and apartments. As a result of the use of whisper brakes , which will be required by law from 2020, Deutsche Bahn expects a reduction in noise pollution from freight trains from currently around 85 to 88 decibels by 10 decibels. Noise barriers are planned over a length of around 30 km and rail dampers over a length of 35 km. A total of over 60 million euros are to be invested in a total of 35 individual measures. A feasibility study is to be completed in summer 2017.

The S1 line of the Dresden S-Bahn, which runs on the route, has seen increasing numbers of passengers in recent years. Between Dresden and Schöna, an average of 14,420 passengers were registered on weekdays in 2015 (2009: 12,060 passengers). On weekends / public holidays, the number of passengers was 13,760 daily (2009: 12,085 passengers), only slightly lower. The almost equal distribution between weekdays and weekends shows that the line is important for both weekday rush hour traffic and tourist excursion traffic at the weekend.

Since the timetable change in May 1999 there have been several daily connections with regional trains between Bad Schandau and Děčín ("Elbe-Labe-Sprinter"). Since June 15, 2008, these trains have been running seven times a day every two hours. This means that for the first time since 1948 there is a regular cross-border service in local transport with stops at all subway stations. Since 2004 there has also been a weekend excursion train from Dresden to Děčín (RE 20 “Bohemica”). Since April 3, 2010 the “Wanderexpress Bohemica” has been going via Děčín to Litoměřice . In 2011, a total of 107,328 passengers drove the Elbe-Labe-Sprinter across the border, an increase of around 38,500 people compared to the previous year. With the Wanderexpress Bohemica, 7,627 passengers crossed the border at Schöna.

As a result of the flood- related inaccessibility of the traffic stations, on June 5, 2013, local rail passenger transport between Dolní Žleb and Heidenau was discontinued again. The stop in Bad Schandau was omitted for long-distance passenger rail transport, but these transports continued at a reduced speed. As of June 22, 2013, some of the restrictions on local rail transport were lifted.

On July 5, 2014, extensive changes to the timetable came into force in connection with the commissioning of the Dolní Poustevna – Sebnitz border crossing . The passenger trains, previously operating as Elbe-Labe-Sprinter, will be connected as line U28 every two hours from Děčín via Bad Schandau and Sebnitz to Rumburk . All trains that have been turning in Dolní Žleb so far run to and from Schöna, where a direct connection to the S1 line of the Dresden S-Bahn has been implemented.

ITL freight train in Königstein (2008)
Elbe-Labe-Sprinter in Děčín (2012)
Flooding at Heidenau train station during the Elbe flood in 2013

Incidents

Railway accident in Pirna on August 13, 1899

Two passenger cars and one freight car were destroyed when on August 13, 1899 the P 540 passenger train coming from Schandau collided with a freight train that was still standing in front of the entry signal at Pirna station. The engine driver of the P 540 had run over a signal indicating a stop and ignored the warning signals of a block attendant who had noticed the danger. The accident occurred shortly before 9 p.m., and both tracks were closed until 3 a.m. the next day. 12 people were injured in the accident. In further connection with the accident, a railway attendant had a fatal accident when he was run over by an auxiliary machine on his way home at Obervogelgesang, which was on the way from Rathen to the accident site.

On June 15, 1939, the worst accident in the history of the route occurred. The express train D 148 Berlin – Prague – Bratislava derailed in Mittelgrund station and tore away an interlocking building there. The engine driver disregarded the entry signal showing a speed limit and drove at full speed into a branching passing track. A total of 13 people died in the rubble of the train and another 26 people were seriously injured.

outlook

For the 36-kilometer section between the German-Czech border and Pirna, the 2003 Federal Transport Infrastructure Plan envisaged a perspective expansion for tilting technology operations. Since there was no specific need for this in addition to a lack of funding on the part of the railway companies, there were no corresponding expansion plans. This project idea has not been registered for the update of the Federal Transport Infrastructure Plan (BVWP) and is therefore not anchored in the BVWP 2030 .

Due to the increasing volume of traffic, it is assumed that the route will achieve its capacity reserves in the long term. Saxony and the Czech Republic are therefore campaigning for a largely underground new line between Heidenau and Ústí nad Labem. In conjunction with another new line between Ústí nad Labem and Prague, the travel time between Dresden and Prague could be reduced from two hours and ten minutes to around one hour. The Saxon State Ministry for Economics, Labor and Transport estimates the costs at three billion euros. Realization is not expected before 2030.

Route description

course

The nominal start of the Děčín – Dresden-Neustadt railway line is in the Podmokly (Bodenbach) district of the North Bohemian city of Děčín . Immediately after the point switch and thus still in the station area Děčín hl. To the n. are the Schäferwand and Rotberg tunnels ( Ovči stěna and Červena skala tunnels ), which cut through two rock massifs near the Elbe. In Děčín Prostrední Žleb (middle ground) the line from Nymburk , which is mainly used for goods traffic, flows . As far as Heidenau Süd, the route runs on the orographic left bank of the Elbe in the Elbe Sandstone Mountains in the immediate vicinity of the river. This results in only slight slopes, but numerous arches. The lack of space in the narrow Elbe valley required the erection of engineering structures such as retaining walls in several places, and parts of the tasks of the Bad Schandau border station had to be relocated to Bad Schandau Ost station. The system separation point between the sections fed with different contact wire voltages is located directly on the border bridge over the Gelobtbach. From Pirna on, the route runs almost in a straight line through Heidenau and the eastern parts of Dresden to Dresden Central Station. It then turns north-east in a wide quarter circle that follows the 26er Ring along Ammonstrasse and Könneritzstrasse . In this area are the city viaducts I to III, where the railway arch gallery , a series of murals, can be seen. Shortly before the Dresden-Neustadt train station, the railway line crosses the Elbe on the Marienbrücke , a five-track prestressed concrete bridge.

From Pirna the route runs jointly with the Pirna – Coswig route (6239), which is used for S-Bahn traffic .

Operations in the Czech Republic

Děčín hlavní nádraží

Děčín hlavní nádraží ⊙50.773504 14.201777

The station Děčín hlavní nádraží ("Děčín main station"; until 1945: Bodenbach / Podmokly ) is the most important station in the north Bohemian border town of Děčín . It has been in operation since the line opened on April 6, 1851 and has been expanded several times since then. It connects the Dresden – Děčín railway with its continuation towards Prague and with the branch lines to Varnsdorf , Česká Lípa and Litvínov .

The station building from 1851 is now a cultural monument under state protection. It was extensively renovated in 2002 and 2003.

Děčín-Přípeř ⊙50.785158 14.209352

The Děčín-Přípeř stop (until 1945: Obergrund ) is located in the Děčín district of Přípeř . Because of its unfavorable location, it is only very rarely frequented. It was therefore closed from 1923 until after the Second World War.

Děčín-Prostřední Žleb ⊙50.792697 14.230075

The Děčín-Prostřední Žleb station (until 1945: Mittelgrund ) was put into operation in 1874 by the kk priv. Österreichische Nordwestbahn (ÖNWB). Originally it served exclusively as a transfer station between the Saxon State Railways and ÖNWB, whose route from Vienna ended here.

A platform was set up in 1939 for passenger traffic.

Děčín-Čertova Voda ⊙50.816037 14.221955

Like Dolní Žleb zastávka, the Děčín-Čertova Voda stop was not set up until after the Second World War. As a starting point for some hiking trails, it is also of touristic importance.

Dolní Žleb zastávka ⊙50.837546 14.223219

The Dolní Žleb zastávka stop was only set up after the Second World War in the Dolní Žleb district upstream of the Elbe in order to shorten the way to the train station for local residents.

Dolní Žleb railway station

Dolní Žleb ⊙50.846182 14.215555

Dolní Žleb train station (until 1945: Niedergrund / Elbe ) is the last train station on Czech territory. Located at 130 meters above sea level, it is also the deepest train station in the Czech Republic.

The station has existed since the line opened. To avoid confusion with the station of the same name in the Bohemian Netherlands, the station was given the suffix “ad Elbe” or “(Elbe)”. After the First World War it was given the Czech name Dolní Grunt , from 1949 after the name- giving place was renamed Dolní Žleb . From 1945 to 2014, Dolní Žleb was the end point of the passenger trains from Děčín on Czech domestic traffic.

Station name concordances in the Czech section
1913	1921	1939	1946	1949	2012
Bodenbach	Podmokly ČSD / Bodenbach ČSD	Bodenbach	Podmokly	Podmokly	Děčín St. n.
Aboveground	Horní Grunt / Obergrund	-	-	Přípeř	Děčín-Přípeř
Middle ground	Prostřední Grunt / Middle Ground	Middle ground	Prostřední Grunt	Prostřední Grunt	Děčín-Prostřední Žleb
-	-	-	Čirta	Čertova Voda	Děčín-Čertova Voda
-	-	-	-	-	Dolní Žleb zastávka
Low ground	Dolní Grunt (n. Lab.) / Niedergrund	Niedergrund (Elbe)	Dolní Grunt n. Lab.	Dolní Grunt n. Lab.	Dolní Žleb

Operations in Germany

Schöna Ldst ⊙50.90924 14.17914

The Schöna loading point was once primarily used to load the sandstones that had broken in the nearby pond quarries. After its shutdown, the Gelobtbachmühle sawmill was the only user. A narrow-gauge field railway connected the mill located on the Grenzbach with the loading point. The loading point was abandoned and dismantled in the 1970s.

Schöna train station

Nice ⊙50.875897 14.234736

The Schöna train station (until 1945: Schöna-Herrnskretschen) is the first train station on German territory. It functions primarily as an access point for the Czech town of Hřensko (Herrnskretschen) on the other side of the Elbe. There is a double-track parking facility for turning trains of the Dresden S-Bahn.

Schmilka-Hirschmühle ⊙50.890001 14.228465

The Schmilka-Hirschmühle stop (until 1932: Hirschmühle-Schmilka) was opened on July 1, 1905 near the Hirschmühle as an access point for the small town of Schmilka . It is particularly frequented by hikers and day trippers. The connection to the eponymous place is made by a ferry.

Bad Schandau East ⊙50.90924 14.17914

The Bad Schandau Ost train station was opened in 1905 as a marshalling yard . After the Second World War, border clearance for goods traffic took place in Bad Schandau Ost. The offices of the main customs office in Pirna, the border customs office in Bad Schandau and the veterinary medical service, which was responsible for the controls of animal transports, were located in Bad Schandau Ost. The train station is currently being used by the rail transport companies for goods traffic between the Czech Republic and Germany.

Breakpoint cribs (2012)

Cribs ⊙50.913085 14.160202

Today's Krippen stop was originally the train station for the city of Schandau. It has existed as an operating point since the route was opened. When in 1877 a new station was opened at the confluence of the Bautzen – Bad Schandau railway line, the intention was to give up the original station. Protests by the local population prevented these plans, so that it continues to exist as a stopover cribs. The representative entrance building with a sandstone facade, which is now a listed building, testifies to its former importance.

Bad Schandau ⊙50.918845 14.13995

The Bad Schandau station went into operation on July 1, 1877, at the same time as the Bautzen – Bad Schandau railway line opened . From July 1, 1947, Bad Schandau was the official border station in the DR / ČSD exchange traffic. From then on, passport and customs controls as well as locomotive changes in international traffic took place here. For this purpose, the facilities were expanded several times until 1989.

Today the Bad Schandau station is only used for tourist traffic. The station no longer has special tasks in cross-border traffic. Some private railway companies still use the station for changing locomotives on freight trains.

Königstein (Sächs Schweiz) Gbf ⊙50.921156 14.087104

The freight station in Königstein was set up east of the city in 1875, as the previous station near the city did not allow any expansion to include freight transport facilities due to its cramped location. From 1902 to 1904 the trackless electric Bielatalbahn had its terminus at the Ladestrasse. This railway was used in particular to handle goods traffic for the Königstein paper mill. There was also the connecting line to the Hille sawmill. It was served as required until the end of the 1990s.

The loading street tracks were used until the end of the 1990s for the handling of goods (mainly raw wood) and for the parking of empty trains. In connection with the commissioning of an electronic signal box, all side tracks were dismantled in 2008. In the course of the expansion of the electronic signal box (ESTW) in Rathen, the operating point was completely closed in 2012. At the same time, the Obervogelgesang and Königstein transfer points went into operation as the operating points of the ESTW Rathen.

Königstein stop (Sächs Schweiz), listed platform roofing (2012)

Königstein (Saxon Switzerland) Hp ⊙50.919444 14.078918

Today's Königstein stop has existed since the line opened. It received its current appearance with the large, now vacant station building and the two outer platforms with platform tunnels in 1896.

Rathen health resort ⊙50.95682 14.075498

Today's Rathen station already existed as a stop when the line opened. From December 1, 1897, it was a stop with a loading platform, and since 1905 it has been a train station. Since 1934 it has been called Kurort Rathen .

The systems are divided into two parts. On the one hand, they consist of a passenger stop and a depot, which is used in particular for train overtaking. For freight traffic there was a dead end track with a head and side loading ramp, which has now been dismantled. The station building was built in the Heimat style.

City of Wehlen (Sachs) ⊙50.953732 14.032307

Today's stop at Stadt Wehlen (Sachs) was opened on May 9, 1850 on the opposite bank of the Elbe as a stop at Pötzscha . The station had the following names:

until 1886: Pötzscha
until 1911: Pötzscha (Wehlen)
until 1939: Pötzscha-Wehlen
since 1939: City of Wehlen (Sachs) (through incorporation of Pötzscha into City of Wehlen)

The reception building, the people tunnel and the waiting hall have been preserved to this day.

Obervogelgesang (Kr Pirna) ⊙50.949813 13.989876

The Obervogelgesang stop was opened in 1870. Since 1936 it was called Obervogelgesang (Sächs Schweiz) , since 1939 it has been called Obervogelgesang (Kr Pirna) . There is a waiting hall at the location.

Pirna railway station (2008)

Pirna ⊙50.962409 13.928788

The current Pirna station was put into operation in 1877 in connection with the construction of the branching main line to Kamenz . The original Pirna train station was closer to the old town , but there was no possibility of expansion. From 1880 Pirna was also the starting point of the branch line to Gottleuba and from 1894 to Großcotta , both of which are now closed. Today the Pirna train station is the end of an S-Bahn line from Dresden Airport.

Heidenau ⊙50.981855 13.857917

Today's Heidenau station has existed since the line opened. It was on August 1, 1848 as a stopping point Mügeln commissioned. With the construction of the Müglitztalbahn, which was narrow-gauge until 1938, to Geising and Altenberg, Mügeln was gradually expanded into a train station. Since the merger of the municipalities of Heidenau, Gommern and Mügeln to form the town of Heidenau in 1920, the station has been called Heidenau.

Dresden-Reick parking station ⊙51.018348 13.795951

In place of the former Dresden- Reick station , a storage station was created which , apart from special trains, is used exclusively by long- distance rail transport.

Pavilion at the former Königsbahnhof (2012)

Dresden-Strehlen Königsbf ⊙51.032169 13.756706

The former “Royal Train Station” was set up in 1897 at km 60.5 at the Royal Villa in Dresden- Strehlen . The stop only served the purposes of the Saxon court , there was no public transport. It was abandoned after the First World War. The neo-baroque royal waiting room ("pavilion") was retained.

Dresden Hbf ⊙51.0403 13.7313

Dresden Hauptbahnhof is the central train station in Dresden . It was built from 1893 to 1898 in place of the former Bohemian Railway Station . The Dresden – Werdau line branches off at the station .

Dresden center ⊙51.055898 13.724157

The origin of the Dresden Mitte train station goes back to a Wettiner Straße stop , which has existed since the inner-city connecting line opened in 1852. At the end of the 19th century, in the 1930s and now immediately after the Second World War, there were plans to build a new central station at this location, all of which were discarded. The current station was built in the course of the four-track expansion and the raising of the tracks between 1893 and 1897. The monumental platform hall, which was badly damaged in the Second World War, was demolished in 1953.

Dresden-Neustadt railway station (2009)

Dresden-Neustadt ⊙51.065542 13.740899

The Dresden-Neustadt station is the second largest station in Dresden after the Dresden main station. In 1901 it replaced the Leipziger Bahnhof, inaugurated in 1839, and the Schlesisches Bahnhof, which had existed since 1847. In Dresden-Neustadt station, the Elbe Valley Railway is linked to the Leipzig – Dresden and Görlitz – Dresden routes .

Cross-border railway operations

In addition to the relevant international treaties and bilateral agreements at national level as well as the international agreements of the railway administrations (e.g. in the International Union of Railways (UIC) ), relevant issues of cross-border rail traffic between Děčín, Bad Schandau and Dresden are in particular in DB Directive 302.3004Z98 "Supplementary agreement to the border works agreement Bad Schandau - Děčín" as well as in the regulation of the Czech railway administration with the same content. The above-mentioned supplementary agreement supplements and specifies the still applicable "Border Works Agreement between the Deutsche Reichsbahn and the Czechoslovak State Railways of May 31, 1992" with local implementation and supplementary provisions.

In principle, the respective national provisions and regulations apply on both sides of the state border. With the aforementioned agreements, different, special regulations have been made to simplify cross-border rail traffic between Děčín and Bad Schandau. Under certain conditions, German railway companies may drive to Děčín with vehicles that are not fully registered in the Czech Republic, and vice versa, under certain conditions, Czech railway companies may also drive to Bad Schandau with vehicles that are not fully registered in Germany.

To the north of the Bad Schandau train station, rail operations on this route take place exclusively and in full in accordance with the national German railway regulations. To the south of the border stations in Děčín, rail traffic takes place exclusively and in full according to the national Czech railway regulations.

Operations management

Border stations are the Bad Schandau station on the German side and the stations Děčín hlavní nádraží (left Elbe) and Děčín východ (right Elbe). This is primarily, but not exclusively, state-sovereign relevance.

These three stations are also as operating interchange stations defined. The associated importance is particularly in the traffic-operational area.

The railway stations Schöna on the German side and Dolní Žleb on the Czech side are named as the railway stations neighboring the state border . Its importance lies particularly in the infrastructure-side, operational management between these two directly neighboring stations.

The sections of the route are used as borderline sections

Děčín hl.n. - Děčín-Prostřední Žleb - Bad Schandau (railway line Děčín – Dresden-Neustadt, approx. 22 kilometers)

Děčín východ - Děčín-Prostřední Žleb (part of the Nymburk – Děčín-Prostřední Žleb railway line , approx. 3 kilometers)

Děčín hl.n. - Děčín východ (part of the Děčín – Jedlová railway line , approx. 2 kilometers)

Are defined. On the border routes, among other things, there are simplified conditions for the use of railway vehicles from the respective neighboring country that do not have the full vehicle approval of the country in which the respective section of the border route is located. In addition, simplified rules apply to cross-border assistance in the event of dangerous events, e.g. B. in accidents.

The agreed maximum train length in both directions is 550 meters for passenger trains and 600 meters for freight trains. In both directions, trains are allowed up to two locomotives at the front and one locomotive at the end. Pushing is not permitted on the border line.

DB Netz AG is responsible for creating the timetable on the cross-border route; it coordinates both the cross-border traffic and the domestic traffic with the Czech infrastructure operator. The border line between Děčín hl.n. and Děčín východ, for which the Czech infrastructure operator SŽDC is solely responsible for creating the timetable.

Interfaces

System separation point Gelobtbachmühle

The state border is at 11.860 km, in the middle of the railway overpass crossing the Gelobtbach . Operational railways are the national infrastructure operators up to the state border. Deviating from this, the agreed maintenance limit for the superstructure and the railway body in both track tracks is at the insulating joint at kilometer 11.853, and thus on the Czech side. The insulation joints and the entire border bridge are maintained by DB Netz AG on its own account. The maintenance limit for telecommunication and security systems is the cable switch point at 11.995 km, i.e. H. about 130 meters in German territory. The switch point itself is maintained by the DB. Maintenance and servicing of the distant signal beacons and the signals for the electrical train transport of the respective other railway is in turn carried out by each operational railway up to the state border at its own expense.

The electrical system separation point is located directly at the state border. To the south and north of a voltage-free catenary section there is a grounded protective section. This is followed by the DC overhead line on the south on the Czech side and the AC overhead line on the north in Germany.

As a tariff intersection between the then state railways, the route kilometers 11.860, i.e. H. the state border, agreed.

Vehicle use

193 290 with EC in Dresden Hbf, 2018

The trains on the S-Bahn line S1 are now made up of Görlitz double-decker cars of the third generation and locomotives of the DB class 146 . The trains for long-distance travel with the Czech Republic are hauled by locomotives of the Czech 193 series ( Siemens Vectron ).

ČD series 810 as Elbe-Labe-Sprinter in Schöna station, 2006

From 1999, the ČD class 810 railcars were initially used as Elbe-Labe-Sprinters, which were replaced by DB class 642 railcars when the timetable changed in December 2010 . The plan was to use new low-floor railcars of the ČD series 844 , which could not be implemented due to a lack of approval in Germany. These trains therefore operate exclusively between Děčín hlavní nádraží and Dolní Žleb, the last stop on Czech soil.

The trains of the National Park Railway ( line U28 ) are run by DB Regio class 642 multiple units.

literature

Peter Hilbert et al .: Impeller and Elbe sandstone: 150 years of the first Saxon-Bohemian railway connection Bodenbach-Dresden. Pirnaer Redaktions- und Verlagsgesellschaft, Pirna 2001, ISBN 3-9808416-1-8 .
Johannes Raddatz: Railway in Saxon Switzerland, Volume 1 Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-937496-06-1 .
Johannes Raddatz: Railway in Saxon Switzerland, Volume 2 Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-11-9 .
Johannes Raddatz: Railway in Saxon Switzerland, Volume 3 Verlag Bernd Neddermeyer, Berlin 2011, ISBN 978-3-941712-17-1 .
Johannes Raddatz: Railway in Saxon Switzerland 5th: The four-track reconstruction Pirna - Dresden Hbf and the new S-Bahn building Pirna - Dresden Airport / Coswig. Redesign and new construction of Dresden railway systems. The use of new locomotives and wagons. Typical means of transport of the Saxon residence and state capital Dresden and some of its numerous sights. Verlag Bernd Neddermeyer, Berlin 2013, ISBN 978-3-941712-24-9 .
Erich Preuß , Reiner Preuß : Saxon State Railways. transpress Verlagsgesellschaft, Berlin 1991, ISBN 3-344-70700-0 .

Web links

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

Route map with operating points and permitted speeds on the OpenRailwayMap
Description on www.sachsenschiene.net
Route 098 Děčín – Bad Schandau on www.zelpage.cz
Mountain overview map of the Imperial and Royal Prague-Dresden State Railway to the Saxon border . Digitized at the SLUB Dresden .
Timetable 2018 (Ústí nad Labem–) Děčín – Dresden
Timetable 2018 - U28 Děčín – Bad Schandau

Individual evidence

↑ Route data on www.sachsenschiene.de

↑ Infrastructure register ( Memento of the original from September 15, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2
↑ Zdeněk Hudec u. a .: Atlas Drah České republiky 2006–2007 . 2nd Edition. Pavel Malkus Publishing House, Prague 2006, ISBN 80-87047-00-1 , p. 01
↑ ^a ^b Ing.Pavel Krýže, Ph.D .: Nadmořské výšky železničních stanic a zastávek. (PDF; 154 KiB) Height of the train stations and stops above the sea. Správa železniční dopravní cesty , November 6, 2014, accessed December 14, 2014 (Czech).
↑ Answer of the Federal Government to the minor question from MPs Jan Mücke, Horst Friedrich (Bayreuth), Patrick Döring, other MPs and the FDP parliamentary group (PDF; 170 kB) Bundestag printed matter 16/4893 of April 16, 2007.
↑ Udo Becher: The Leipzig-Dresden Railway Company. transpress VEB publishing house for transport, Berlin 1981; P. 123
^ Johannes Raddatz: Eisenbahn in der Sächsische Schweiz, Volume 2 Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-11-9 , p. 82
↑ Reich Law and Government Gazette for the Austrian Empire of April 12, 1851
^ German course book summer 1939
^ Johannes Raddatz: Eisenbahn in der Sächsische Schweiz, Volume 2 Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-11-9 , p. 98
↑ Impeller and Elbe sandstone p. 168
↑ ČSD timetables 1945 and 1947/48
↑ ^a ^b Johannes Raddatz: Railway in Saxon Switzerland, Volume 3 Verlag Bernd Neddermeyer, Berlin 2011, ISBN 978-3-941712-17-1 , p. 10
^ Johannes Raddatz: Eisenbahn in der Sächsische Schweiz , Volume 3, Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-06-5 , p. 259
↑ Impeller and Elbe sandstone p. 169
↑ Johannes Raddatz: Railway in Saxon Switzerland, Volume 3. Verlag Bernd Neddermeyer, Berlin 2011, ISBN 978-3-941712-17-1 , p. 56.
^ ^A ^b Johannes Raddatz: Railway in Saxon Switzerland, Volume 3 Verlag Bernd Neddermeyer, Berlin 2011, ISBN 978-3-941712-17-1 , p. 64
^ Course book of the Deutsche Reichsbahn - valid from May 29, 1988 to May 27, 1989
↑ Timetable for route 089 of the ČSD - valid from May 29, 1988 to May 27, 1989
^ Johannes Raddatz: Railway in Saxon Switzerland , Volume 1, Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-06-5 , pp. 200f
↑ Answer of the federal government to the small question of the MPs Horst Friedrich (Bayreuth), Patrick Döring, Joachim Günther (Plauen), other MPs and the parliamentary group of the FDP. (PDF; 83 KiB) Printed matter 16/8797. German Bundestag, April 29, 2008, accessed on April 29, 2008 (number 16/8996).
↑ Complex work in the Upper Elbe Valley. Deutsche Bahn, accessed on February 9, 2017 .
↑ DB routes subject to mandatory mapping for the 2nd data reporting 2012; Federal Railway Authority, as of April 7, 2011
↑ Answer of the Federal Government to Question No. 209 by Member of the Bundestag Andre Hahn. January 5, 2017. Retrieved February 9, 2017 .
↑ Clear the way! , Sächsische Zeitung (Pirna edition) of February 3, 2017.
↑ City of Pirna: Noise Action Plan, Level 2. Pirna 2013, p. 24
↑ Michael Rothe: New arguments for a new fast train from Dresden to Prague . In: Saxon newspaper . January 15, 2016, ZDB -ID 2448502-0 , p. 5 .
^ Press release from DB Mobility Logistics AG from May 6, 2011.
↑ Clear the way! In: Saxon newspaper . Edition Pirna. 3rd February 2017.
↑ Better noise protection planned in the upper Elbe valley. (No longer available online.) In: deutschebahn.com. Deutsche Bahn, March 14, 2017, archived from the original on March 26, 2017 ; accessed on March 26, 2017 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2
^ That's how popular the S-Bahn , Sächsische Zeitung (Pirna edition) from June 13, 2016 is
↑ Press release from DB Regio Südost : “29 percent increase in passenger traffic to Poland and the Czech Republic” ( memo from July 29, 2012 in the web archive archive.today ), February 22, 2012, accessed on May 10, 2016.

↑ Restrictions due to floods ( Memento from June 7, 2013 in the Internet Archive ), information from the VVO from June 7, 2013.

↑ ^a ^b České dráhy as: Mimořádnost v provozu: Trať 098 Děčín - Bad Schandau (a zpět) (osobní vlaky) ( Memento from June 30, 2013 in the web archive archive.today )

↑ Deutsche Bahn AG: Current information on the operating situation at DB Regio Südost in Saxony ( Memento of the original from July 1, 2013 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (accessed on June 26, 2013) @1@ 2

↑ Current information on the S1 ( memento from June 26, 2013 in the web archive archive.today ), information from the VVO from June 26, 2013.

↑ Draft timetable for line U28

^ ^A ^b Claus Schlegel: Railway accidents in Saxony . From the beginning until 1945. 1st edition. Ritzau KG - Zeit und Eisenbahn Verlag, Pürgen 2002, ISBN 978-3-935101-00-4 , p. 85 .

↑ Jens Herbach: Operational disruptions due to accidents. In: sachsenschiene.net. March 29, 2016. Retrieved October 21, 2017 .

↑ Impeller and Elbe sandstone p. 116f

↑ Pious wishes, vague plans, little hope . In: Sächsische Zeitung , No. 53, vol. 67, March 2, 2012, p. 21.

↑ Artaria railway map of Austria-Hungary and the Balkans , with Station Directory; Artaria & Co., Vienna 1913

↑ Summer timetable 1939 of the DR - valid May 15 to October 7, 1939

↑ Current ČD timetable ( Memento of February 29, 2012 in the Internet Archive ) (PDF; 133 KiB)

↑ Johannes Raddatz: Railway in the Saxon Switzerland, Volume 3 Verlag Bernd Neddermeyer, Berlin 2011, ISBN 978-3-941712-17-1 , p. 146

^ Johannes Raddatz: Eisenbahn in der Sächsischen Schweiz, Volume 3 Verlag Bernd Neddermeyer, Berlin 2011, ISBN 978-3-941712-17-1 , pp. 135ff.

↑ Johannes Raddatz: Railway in Saxon Switzerland, Volume 3 Verlag Bernd Neddermeyer, Berlin 2011, ISBN 978-3-941712-17-1 , pp. 130ff.

↑ Johannes Raddatz: Railway in Saxon Switzerland, Volume 2 Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-11-9 , pp. 194ff.

^ Johannes Raddatz: Eisenbahn in der Sächsische Schweiz, Volume 2 Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-11-9 , pp. 186ff.

↑ The stop at Stadt Wehlen (Sachs) on www.sachsenschiene.net

↑ The Obervogelgesang stop on www.sachsenschiene.net

↑ Johannes Raddatz: Railroad in Saxon Switzerland , Volume 1, Verlag Bernd Neddermeyer, Berlin 2010, ISBN 978-3-941712-06-5 , p. 126

↑ Klaus Mai, I.NP-SO-D DRE (B): Supplementary agreement to the border works agreement Bad Schandau - Děčín. (PDF; 3 MiB) valid from October 26, 2016. DB Netz , October 1, 2016, accessed on March 19, 2018 .

↑ The new Vectron locomotives on the CD at www.eisenbahn-kurier.de, accessed on September 2, 2018

↑ “České dráhy představily motorovou jednotku RegioShark” on www.zelpage.cz

[1] Route data on www.sachsenschiene.de