Görlitz – Dresden railway line

Görlitz – Dresden-Neustadt
Excerpt from route map of Saxony 1902
Route number :	6212; sä. GD
Course book section (DB) :	230
Route length:	102.100 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Power system :	DD-Klotzsche-DD-Neustadt: 15 kV 16.7 Hz  ~
Maximum slope :	19  ‰
Minimum radius :	429 m
Top speed:	140 km / h
Legend from (Wrocław–) Węgliniec and from Wałbrzych from (Zawidów–) Hagenwerder 0.000 Goerlitz 221 m to Rbf Schlauroth – Junction Schlauroth to Berlin Görlitzer Bf 0.600 EÜ Bundesstrasse 99 (30 m) 1.200 EÜ Rauschwalder Strasse (40 m) 3.150 Görlitz-Rauschwalde since 1999 225 m 3.904 Schlauroth Hp 1907-1999 234 m 4.185 Schlauroth until 1907 234 m from Görlitz – Rbf Schlauroth 4,260 Abzw Schlauroth 4,285 EÜ Görlitzer Strasse (12 m) Staatsstrasse 125 6.900 Bk Markersdorf 245 m 8.350 Bridge Friedersdorfer Wasser (15 m) 9.850 Gersdorf b Görlitz 250 m 9,943 Gersdorf Bridge (20 m) 14.040 Reichenbach (OL) 250 m 14.850 Former border between Saxony and Prussia 15,550 Sohland Bridge (32 m) 17.670 Zoblitz 243 m 19.900 Rosenhainer Wasser Bridge (30 m) 20.480 Bk Rosenhain 245 m 23.600 Löbau (Sachs) Ost only in 1945 260 m 23.809 Löbau viaduct (190 m), Löbauer water 24.230 Löbau (Sachs) 263 m to Ebersbach (Sachs) and to Zittau to Großpostwitz to Radibor (Sachs) 27.260 Bk Laucha 30,443 Breitendorf (formerly Bf) 259 m 33.762 Viaduct Kupritz (96 m; Niethener Viaduct) 34,562 Pommritz 237 m 39.477 Kubschütz 225 m 43.050 Bk Falkenberg from Bad Schandau On behalf of Bombardier Transportation 45.912 Bautzen 203 m 46.661 Spree Viaduct (225 m) 47.870 Abzw Stiebitz 210 m 47.905 to Hoyerswerda 51.000 Abzw Grubschütz 224 m 53,996 Seitschen (formerly Bf) 241 m 56.680 Bk Zockau Anst Granitwerke Demitz-Thumitz Naundorfer Wasser bridge 238 m 59.856 Demitz Viaduct (220 m), Schwarzwasser 60.323 Demitz-Thumitz 264 m from Kamenz (Sachs) from Neukirch (Lausitz) West 64.933 Bischofswerda 288 m 67.763 Weickersdorf (Sachs) 280 m 70.690 Bk Kleindrebnitz 71,370 Wesenitz Bridge (34 m) 72,471 Großharthau (formerly Bf) 281 m 75.710 Bk Seeligstadt 78.410 Fischbach until 1877 257 m 78.470 Bk Fischbach from Pirna 80.196 Arnsdorf (near Dresden) since 1875 250 m to Kamenz (Sachs) 81.890 Arnsdorf West 83,089 Rödertal Bridge (67 m) 83.220 Rödertal bridge (57 m) 83.280 Kleinwolmsdorf 83.884 Rödertal bridge (32 m) 85.566 Radeberg 243 m 87.650 Bk Lotzdorf 90.940 Langebrück (Sachs) (formerly Bf) 222 m 92.810 Bk heather 94.000 from Straßgräbchen-Bernsdorf from Dresden Airport 94.600 Dresden-Klotzsche port 95.365 Dresden-Klotzsche 191 m 95.480 Bridge Nesselgrund (60 m) 98.120 Bk Hellerau 98.900 Dresden Arsenal (1917–1921) 158 m 99.230 Dresden industrial area 152 m 100.178 from Dresden-Albertstadt 100.425 Bk Albertstadt 100.550 Dresden-Albertstadt (never completed) from Leipzig Hbf Connection curve to Dresden-Neustadt Gbf 102.100 Dresden-Neustadt 118 m to Dresden Hbf – Děčín hl.n.

The Görlitz – Dresden railway is a double-track main line in Saxony , which was originally built and operated by the Saxon-Silesian Railway Company . It runs from Görlitz via Löbau , Bautzen and Bischofswerda to Dresden . The route is part of the national connection from Wroclaw to Dresden and the Pan-European Transport Corridor III .

history

See also: Saxon-Silesian Railway Company

Construction and opening

The history of the railway between Görlitz and Dresden began with a state treaty between Prussia and Saxony on July 24, 1843 on a cross-border railway line and the intended connection to the Lower Silesian-Märkische railway line from Görlitz to Kohlfurt . The state treaty contained the condition that the line be completed within four years. The Saxon-Silesian Railway Company , which had investment capital of six million thalers, was founded to build the line . The Saxon government took a third share in the company and obliged the company to build a branch line from Löbau to Zittau.

Construction began on May 10, 1844 from Dresden. On November 17, 1845, the first section to Radeberg was opened to traffic. Thanks to the rapidly progressing work, Bischofswerda followed on December 21, 1845, Bautzen on June 23, 1846 and Löbau on December 23, 1846. The inaugural train, which started in Bautzen on December 16, 1846, got stuck in a gorge four kilometers behind Bautzen in heavy snow drifts near Rabitz. However, the brakeman who was sent to Bautzen first had to heat up a reserve locomotive, while the festival guests, who were stuck on the train, ran back to Bautzen. On the Prussian side, the earthworks at Reichenbach began in October 1845. Up to 800 men were working at the same time on the breach between Reichenbach and Gersdorf alone, but the snowy winter of 1846/1847 forced the work to stop. On April 29, 1847, the test drive between Löbau and Reichenbach took place; the section was opened on July 1 of the same year.

On September 1, 1847, the opening ceremony for the 102.2 kilometer route from Görlitz to Dresden and the route from Görlitz to Kohlfurt took place .

On February 1, 1851, the Saxon state took over the Saxon-Silesian Railway Company. From then on it was administered by the "Royal Direction of the Saxon-Bohemian and Saxon-Silesian State Railways in Dresden".

As a result of the German War between Prussia and Austria in 1866, the stretch of road on Prussian territory became the property of Prussia. The “Saxon Eastern State Railroad” continued to operate this section of the route on a lease basis.

The ascent of the route from the Elbe Valley has a steep gradient of 18.2  per thousand . Heavy passenger and freight trains were therefore pushed from Dresden-Neustadt to Klotzsche or even to Radeberg. For this purpose, the Dresden-Neustadt locomotive station was built at Dresden-Neustadt station from 1898 to 1900 , which was home to five push- pull locomotives at the beginning and only two in the 1960s . In addition, from 1913 to 1916 the section from Dresden-Neustadt to Klotzsche was expanded to three tracks and put into operation in 1921. Only freight trains and pushing locomotives returning from Klotzsche to Dresden-Neustadt ran on the third track.

Second World War

With the outbreak of World War II on September 1, 1939, there were restrictions in public passenger traffic. From January 1940, most of the long-distance trains were canceled due to “other war-important tasks”. From now on there were express trains for front vacationers (SFR) and express trains with Wehrmacht compartments (DmW). These could only be used with Wehrmacht tickets, network and district cards or special ID cards. In the winter of 1941/1942, one SFR pair from Leipzig to Gleiwitz, two DmW pairs from Munich and Nuremberg to Breslau and three public express train pairs from Munich to Breslau ran on the route. During the war, the Bautzen depot received eight of the class 52 locomotives known as the war locomotive, and the Görlitz depot even received four streamlined class 03.10 express locomotives in 1944.

In April 1945 the Upper Lusatia was a transit area for refugees, especially from the Silesian area and the retreating Wehrmacht. Military trains had the highest priority on the route, so refugee and wounded trains were often parked for days. On April 16, the eastern front crossed the Neisse and reached Bautzen on April 19. The 52nd Soviet Army with a weak tank and rifle unit began the attack on the inner city, which was defended by the Wehrmacht and Volkssturm . Schörner's army managed to separate the leaders of the Red Army from their supplies again, and on April 24 embroiled them in street fighting north of the Strehlaer Bahndamm - Bahnhof - Brewery line. The last Reichsbahn evacuation train was able to leave Bautzen on the morning of April 20 in the direction of Bischofswerda. As a result of the fighting on April 24th, the station building was completely burned out. After the end of the war on May 8, 1945, traffic on the line was almost completely idle, as all bridges between Görlitz and Bautzen were blown up or otherwise destroyed by the Wehrmacht on May 7, 1945, such as the Neißeviadukt in Görlitz , the railway viaduct in Löbau , the Spree Viaduct in Bautzen and the Nesselgrund Bridge in Klotzsche. There was also a lack of vehicle fleet, as many locomotives had been moved west.

Reconstruction after the Second World War

The reconstruction work, especially the viaducts, turned out to be difficult. This meant frequent changes for the travelers. For this purpose new stops were set up, for example the Löbau Ost stop at the eastern bridgehead of the Löbauer Viaduct was opened on August 6, 1945 for shuttle traffic to Görlitz. According to the timetable from November 1945, travelers from the direction of Görlitz had to take a two-kilometer walk to Löbau station. In the following time numerous temporary bridges were built. The makeshift bridge in Bautzen was completed in September 1945, followed by the Demitz Viaduct in October. After the completion of the Blösa temporary bridge on November 6th and the Löbauer temporary bridge, continuous train traffic between Görlitz and Dresden-Neustadt was officially resumed on November 10, 1945. Most of the makeshift bridges were continuously guarded for security reasons by the railway police and later by so-called bridge guards of the transport police. Since one probably knew of the later dismantling of the second track, the single-track construction of the temporary bridges was sufficient for the time being.

In March 1946, track dismantling began for reparations payments to the Soviet Union. This affected the left track between Dresden and Görlitz. Crossing stations were among others the stations Breitendorf, Pommritz, Kubschütz and Seitschen. As early as November 9, 1948, the former three-track inclined line between Dresden-Neustadt and Dresden-Klotzsche was given a second track.

Expansion in the 1970s and 1980s

Regional train to Dresden with class 220 as a leader locomotive in Langebrück (1994)

By 1970, the section between Dresden-Klotzsche and Bautzen was completely given a second track. In the years that followed, the Bautzen – Breitendorf, Reichenbach – Gersdorf and Markersdorf – Schlauroth marshalling yard sections followed. In 1980 and 1984, the sections Gersdorf – Markersdorf and Löbau – Zoblitz got their second track back. One reason for the expansion was the increased use of coal freight trains here. Until 1993 or 2000, only the sections between Breitendorf and Löbau and Schlauroth and Görlitz remained single-track. In 1975, nine pairs of express trains ran on the route, six of which came from Poland or continued to Poland. The travel time was a minimum of 92 minutes, only seven minutes less than in 1905.

After the oil crisis in 1979/1980 , the Dresden – Görlitz line was also earmarked for electrification. According to the original plans, the electric train service to Görlitz should be started by 1995. As a result of the political change in the GDR , however, the priorities for route expansion shifted. Closing the gaps in the domestic German transport network now seemed more important.

After the political change in 1989

The railway line at the level of Albertstadt in Dresden

After the fall of the Wall, the double-track reconstruction of the line was accelerated. From October 16, 1994, the last longer section between Breitendorf and Löbau could be used on two tracks again. Initially, the line between the Schlauroth junction and Görlitz remained single-track. In connection with the renovation of the Görlitz junction in 2000, this was expanded to two tracks again. On June 25, 2000, the second track went into operation there.

The previous express train service between Dresden and Görlitz was converted into interregional trains at the end of the 1990s . They now run every two hours with stops in Bautzen and Löbau. In connection with the abolition of the interregional network in Germany, this connection was reduced to three pairs of trains per day, which then ran to and from Breslau. On December 11, 2004, these trains were completely discontinued. Since then, only regional trains have been running on the Dresden – Görlitz route. According to the railway, the trains were discontinued after the expected demand failed to materialize. At the time, the company did not consider electrification to be justified due to the low density of trains.

In 2002, the section from Dresden-Klotzsche to Dresden-Neustadt received an overhead line to enable electric S-Bahn traffic on the route to the airport . The catenary masts erected in Klotzsche station also received mounts for the booms on the sides that were previously free of catenary lines, so that electrification can be continued in this area without changing masts. The catenary there has been live since December 23, 2003, and regular electric train traffic began in 2004.

Today's transport offer

The line in Bautzen station

Today, on the Dresden – Görlitz connection, only local trains that are ordered by the special purpose associations Verkehrsverbund Oberelbe and Verkehrsverbund Oberlausitz-Lower Silesia . The repeater trains on the OE60V line have been operated by ODEG since December 2008 ; all other services were still provided by DB Regio through a transport contract until the timetable change in December 2014.

The continuous connection between the two cities , known as the Dresden-Wrocław-Express, which has existed with interruptions since March 2009, was operated by DB Regio with three pairs of regional express trains per day (initially independent in the area of ​​the VVO). This was used by around 46,000 cross-border passengers in the first year, which was a significant increase compared to the transfer connection, which was only used by 12,000 cross-border passengers in the previous year. In the second year of operation, the number of passengers rose again significantly by over 20% to around 56,000 passengers per year. Also in 2011, an increase of 4,665 to 59,631 passengers was achieved. In 2012 the connection was integrated into the normal regional express service of the RE 1. Even after the 2014 timetable change and the associated change of operator of the RE 1 from DB Regio to Trilex (sometimes referred to as TLX 1), the connection was retained, and DB Regio continued to provide the railcars. On March 1, 2015, the cross-border connection was canceled without replacement due to lack of funding for the train in Poland.

The following table shows the local rail -lines, which completely or partially operate on the route Görlitz-Dresden (July 2020):

line	Line course	Cycle in min	comment
RE1	Dresden - Bischofswerda - Görlitz	60	every 120 minutes combined with RE2 to Bischofswerda
RE2	Dresden - Bischofswerda - Zittau  (- Liberec )	120
RB33	Dresden - Dresden-Klotzsche - Koenigsbrück	60
RB34	Dresden - Radeberg - Kamenz	60
RB60	Dresden - Bischofswerda - Görlitz	120
RB60	Bischofswerda - Görlitz	120	Change from / to the RB61 in Bischofswerda, only Mon – Fri
RB61	Dresden - Bischofswerda - Zittau	120
S2	Dresden Airport  - Dresden-Klotzsche - Dresden  (- Pirna )	30th

According to the VVO from April 2014, a total of 8,500 passengers were counted between Dresden and Görlitz, Kamenz and Zittau on weekdays. The number of passengers on the route between Dresden and Radeberg rose by six percent between 2011 and 2012.

Since December 14th, 2014 the Vogtlandbahn (today Die Länderbahn ) has been running the Dresden – Görlitz and Dresden – Zittau – Liberec lines under the brand name trilex . The offer is based on a transport contract signed at the end of 2013, which is to run until 2018. The company uses 22 Desiro multiple units for this . The change in operator enabled costs to be reduced by around 20 percent. According to advance information published in January 2014, regional traffic between Dresden and Görlitz or Zittau will be re-allocated after this contract expires.

The new transport contract was again awarded to Die Länderbahn and came into force with the timetable change on December 15, 2019. Since then, there has been an almost continuous hourly service between Görlitz and Dresden on weekdays for the regional express and regional trains. Some of the regional express trains run between Bischofswerda and Dresden combined with the regional express trains on the Zittau – Dresden line.

Expansion planning

On behalf of the Free State of Saxony, the Institute for Railway Construction at TU Dresden developed rough routes for various new lines in the new federal states in the second half of 1990. A new line that could be driven at 250 km / h was planned between Dresden and Görlitz. It should detach itself from the existing route in Dresden-Reick, cross the Elbe and reach the existing route after a 5 km long tunnel near Arnsdorf. In the further course, different locations should be bypassed with new buildings. With a route length of 94 km, ICE travel times (without intermediate stops) of 27 minutes (at 300 km / h or 29 minutes (at 250 km / h) should be achieved. From Görlitz there should be a continuation to Breslau.

In 2003, a German-Polish agreement was concluded for cooperation in the further development of rail connections. In addition to expanding the line from the German-Polish border to Dresden to a speed of 120 to 160 km / h, long-term electrification was also agreed. The most important goal of the expansion is named in the contract text to reduce the travel times of "trains of the categories EC and IC with classic railway vehicles [...] to around 3 hours 45 minutes" between Dresden and Breslau. However, the implementation of these measures is expressly made dependent “on the availability of the necessary financial resources in the states of the contracting party”.

From this, the sub-project expansion to 120 to 160 km / h was included in the Federal Transport Infrastructure Plan 2003 in the section Projects EU eastward expansion . Neither the speed increase nor the electrification can be found in the rail requirements plan based on it (appendix to the Federal Railways Expansion Act ). Both sub-projects are not financially supported for the foreseeable future; the aforementioned government agreement of 2003 is not foreseeable for the time being for this route, even if the goal of electrification was confirmed in a joint cabinet meeting of the German and Polish government in June 2011.

As part of the Via Regia plus project under the leadership of the Saxon State Ministry of the Interior , the year 2015 was named as the specific target for the route expansion and electrification in 2009. The estimated total costs were put at 204 million euros. In 2013, the Free State of Saxony registered the expansion and electrification of the route for the Federal Transport Infrastructure Plan 2030 .

Handover of a symbolic voucher for ten million euros for the preliminary planning of the Dresden – Görlitz electrification by Minister of State Sven Morlok to Rüdiger Grube from Deutsche Bahn AG (April 2014)

The then Saxon state government announced in July 2013 that it intended to commission the preliminary planning for the electrification. As a basis for this, the business and transport working group of the then ruling CDU-FDP coalition decided at the end of 2012 that Saxony should provide a total of four million euros for the expansion planning in 2013 and 2014.

On June 22, 2015, the Saxon State Ministry for Economic Affairs, Labor and Transport announced that Saxony’s Transport Minister Martin Dulig had signed the planning agreement for the service phases 1 and 2 of the electrification Dresden – Görlitz – federal border and sent to Rüdiger Grube , the chairman of the board of Deutsche Bahn AG, passed. The planning costs of ten million euros are assumed by the Free State of Saxony, seven million euros of which are for service phase 2, subject to the inclusion of the project in the Federal Transport Infrastructure Plan 2030 .

After the basic investigation was carried out in 2015, the preliminary planning was tendered in April 2017, which is to run between August 2017 and November 2019 ^{[out of date]} .

According to the federal government's package of measures, the route is planned for electrification and expansion from currently 120 km / h to 160 km / h in the future.

Route description

Play media file

95 1027 in front of a special train in 2016 on the steep ramp to Dresden-Klotzsche

The Görlitz – Dresden railway leaves Görlitz in a westerly direction. As far as Löbau, the route first cuts through the natural area of Eastern Upper Lusatia , an area that is characterized primarily by individual elevations and wide valley basins. To the west of Löbau, the route follows the distinctive stepped terrain between the Lusatian mountains to the south and the lower Upper Lusatian climes . With this route, it follows the historic Via Regia . In the Bischofswerda city forest, the route crosses the northern mountain range of the Lausitzer Bergland. Like the road, it uses the lowest transition of all. At Radeberg, the longer steep gradient down into the Elbe Valley begins, which ends directly at Dresden-Neustadt train station. On this section the track crosses a large forest area, the Dresden Heath .

Vehicle use

At the beginning, the operation was exclusively taken over by two-couplers with the axle sequence 1B. From 1845 the Saxon-Silesian Railway Company owned six English Stephenson locomotives with the names Germania , Lusatia , Saxonia , Bautzen , Dresden and Görlitz . These long- boiler wet steam engines had one running and two coupling axles, a standing tank with a four-sided dome and two overhanging outer cylinders at the front ( axis formula 1'B n2). After 1846, Stephenson added six more machines. They were named Stephenson , Silesia , Bischofswerda , Löbau , Radeberg and Reichenbach . After ownership was transferred to the Saxon State Railroad on January 31, 1851, the locomotives were given the names Saxonia I , Dresden I etc. due to the multiple locomotive names .

Today, only Stadler Regio-Shuttle RS1 for the amplifier traffic of the ODEG and railcars of the 642 series (Desiro) in regional rail and cross-border regional express traffic are used on the route in passenger traffic . By the end of 2014, Deutsche Bahn also used class 612 railcars (Regioswinger) on the RE1 . The last two types of multiple units replaced the locomotive hauled push-pull trains on the Lusatian diesel network. The push- pull trains with Wittenberg control cars and the interregios that ran until they were discontinued were mostly hauled by locomotives of the 234 series and in exceptional cases 219 . In the electrified portion between Dresden-Klotzsche and Dresden-Neustadt be on the line S-S-Bahn 2 locomotives of the series 143 with Bombardier Doppelstockwagen used.

gallery

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  Dresden-Neustadt train station

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  Bischofswerda train station

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  Bautzen train station

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  Löbau railway station

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  Goerlitz train station

literature

• Erich Preuß , Reiner Preuß : Saxon State Railways . transpress Verlagsgesellschaft, Berlin 1991, ISBN 3-344-70700-0 .
• Hans von Polenz: Railways in the Bautzener Land . Ostsächsische Eisenbahnfreunde e. V., Löbau 2006, ISBN 3-00-018243-8 .
• Wilfried Rettig : Görlitz railway junction . Bufe-Fachbuch-Verlag, Egglham 1994, ISBN 3-922138-53-5 .

Web links

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

• Route as well as some signals and permissible speeds on the OpenRailwayMap

Individual evidence

1. ↑ Route data on www.sachsenschiene.de
2. ↑ Railway Atlas Germany 2007/2008 . 6th edition. Schweers + Wall, Aachen 2007, ISBN 978-3-89494-136-9 . , Pp. 60-61, 73
3. ↑ STREDA - DBAG route database; As of 2004
4. ↑ ^{a b c} Wilfried Rettig: Görlitz railway junction . Bufe-Fachbuch-Verlag, 1994, ISBN 3-922138-53-5 , p. 62 f .
5. ^ Hans von Polenz: Railways in the Bautzener Land . Lausitzer Druck- u. Verlagshaus, 2006, ISBN 3-00-018243-8 , pp. 141 f .
6. ^ Hans von Polenz: Railways in the Bautzener Land . Lausitzer Druck- und Verlagshaus, 2006, ISBN 3-00-018243-8 , p. 144 .
7. ^ Wilfried Rettig: Görlitz railway junction . Bufe-Fachbuch-Verlag, 1994, ISBN 3-922138-53-5 , p. 63 .
8. ^ Annette Dubbers and Siegried Bannack: Klotzsche, From the history of a Dresden district . Verlag A. Dubbers, 2009, ISBN 978-3-937199-39-9 , p. 59 .
9. ^ Wilfried Rettig: Görlitz railway junction . Bufe-Fachbuch-Verlag, 1994, ISBN 3-922138-53-5 , p. 66 .
10. ^ Hans von Polenz: Railways in the Bautzener Land . Lausitzer Druck- und Verlagshaus, 2006, ISBN 3-00-018243-8 , p. 146 .
11. ^ Hans von Polenz: Railways in the Bautzener Land . Lausitzer Druck- u. Verlagshaus, 2006, ISBN 3-00-018243-8 , pp. 145 ff .
12. ↑ ^{a b} sachsenschiene.de: multi-track roadway support in Saxony. Retrieved January 11, 2019 . 
13. ^ Wilfried Rettig: Görlitz railway junction . Bufe-Fachbuch-Verlag, 1994, ISBN 3-922138-53-5 , p. 62, 67, 70 .
14. ^ Wilfried Rettig: Görlitz railway junction . Bufe-Fachbuch-Verlag, 1994, ISBN 3-922138-53-5 , p. 39 .
15. ↑ Michael Rothe: Grass over the railway plans . In: Saxon newspaper . September 5, 2007, ZDB -ID 2448502-0 , p. 23 .
16. ↑ RE 100 on the road to success: passenger numbers between Dresden and Wrocław quadrupled in one year. DB AG, accessed on April 20, 2010 . 
17. ↑ Railway chief Grube encourages routes in Upper Lusatia. (No longer available online.) In: Sächsische Zeitung. Formerly in the original ; Retrieved November 10, 2011 .  ( Page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.    
18. ↑ Press release of DB Regio Südost : “Passenger growth of 29 percent in traffic to Poland and the Czech Republic”, February 22, 2012, accessed on March 24, 2012.
19. ↑ Zmiany w rozkładzie jazdy pociągów na Dolnym Śląsku. Przewozy Regionalne , February 20, 2015, accessed March 8, 2015 (Polish). 
20. ↑ Suspension of traffic from Dresden - Görlitz - Wrocław / Breslau on March 1, 2015. (PDF) ZVON and VVO , February 20, 2015, accessed on February 20, 2015 . 
21. ↑ Jana Mundus: More and more commuters take the train . In: Saxon newspaper . April 19, 2014, ZDB -ID 2448502-0 , p. 19 .
22. ↑ ^{a b} Vogtlandbahn runs as "Trilex" from December through all of Eastern Saxony . In: Sächsische Zeitung , local edition Bautzen . April 5, 2014, ZDB -ID 2448502-0 , p. 23 .
23. ^ Tilo Berger: That will change with the Vogtlandbahn . In: Saxon newspaper . November 28, 2013, ZDB -ID 2448502-0 , p. 25 .
24. ↑ Uwe Menschner: Railroad dying cannot be reversed . In: Lausitzer Rundschau , regional edition Hoyerswerda . December 4, 2013, p. 16 ( online ).
25. ↑ Annual timetable 2020
26. ↑ Manfred Zschweigert: high-speed lines in the new federal states . In: The Railway Engineer . tape 43 , no. 4 , April 1992, ISSN  0013-2810 , pp. 234-238 .
27. ↑ Announcement of the Federal Ministry of Transport, Building and Housing of the German-Polish Agreement on cooperation in the further development of the railway connections Berlin - Warsaw (Warszawa) and Dresden - Breslau (Wrocław). Retrieved November 10, 2011 . 
28. ^ Program of cooperation on the occasion of the 20th anniversary of the German-Polish neighborhood treaty between the Federal Republic of Germany and the Republic of Poland on good neighbors and friendly cooperation, agreed between the governments of the Federal Republic of Germany and the Republic of Poland on June 21, 2011. (PDF; 93 kB) Retrieved January 2, 2012 . 
29. ↑ Federal Foreign Office: German-Polish cabinet meeting on June 21, 2011. Accessed January 2, 2012 . 
30. ↑ Free State of Saxony, State Ministry of the Interior (ed.): Measures to reduce travel times between the network nodes . 2009, p. 2 ( PDF, 84.0 KB [accessed August 26, 2010]).
31. ↑ Expansion of the Dresden-Berlin railway line planned . In: Leipziger Volkszeitung . April 9, 2013, ISSN  0232-3222 , p. 6 .
32. ^ Sandro Rahrisch: Electricity for long-distance trains to Eastern Europe . In: Saxon newspaper . July 5, 2013, ZDB -ID 2448502-0 , p. 10 .
33. ↑ Ralph Schermann: Do Bischofswerda and Upper Lusatia look into the railway tube? In: Saxon newspaper . January 8, 2013, ZDB -ID 2448502-0 , p. 13 .
34. ↑ Another step on the way to resuming the Dresden – Wrocław rail link. Transport Minister Martin Dulig signs and hands over planning agreement for the electrification of the Dresden – Görlitz line to the head of the mine. Saxon State Ministry for Economic Affairs, Labor and Transport , June 22, 2015, accessed on September 13, 2015 . 
35. ^ Bahn writes out planning for Dresden-Görlitz. In: mdr.de. April 6, 2017. Retrieved April 8, 2017 . 
36. ↑ The coal exit billions are to flow into these projects , rbb24 of April 4, 2020, accessed on April 8, 2020
37. ^ Hans von Polenz: Railways in the Bautzener Land . Lausitzer Druck- u. Verlagshaus, 2006, ISBN 3-00-018243-8 , pp. 17 .