Railway line Leipzig – Hof

 Map with all coordinates: OSM | WikiMap

Leipzig Bayer Bf – Hof Hbf
Excerpt from the route map of Saxony 1902
Route number (DB) :	6362, 6377; sä. LH
Course book section (DB) :	501.5 (Leipzig – Werdau) , 544 (Werdau Dreieck – Hof), 530 (to?)
Route length:	164.7 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Power system :	15 kV, 16.7 Hz  ~
Maximum slope :	10  ‰
Minimum radius :	300 m
Top speed:	160 km / h
Dual track :	Leipzig Bayer Bf – Hof (Saale) Hbf
Legend 0.000 (Start of the route) 0.110 Leipzig Bayer Bf 120 m from Leipzig Dresden train station from Leipzig North (City-Tunnel) 1.3 Leipzig MDR Connection curve to Leipzig-Stötteritz from Abzw Tobacco Mill from Leipzig-Stötteritz 3.520 Leipzig- Connewitz 119 m to Plagwitz (1888 to 1925) 4.458 Viaduct Pleißetal (221 m) 5.310 Markkleeberg North 6.180 Markkleeberg 115 m 8.070 Markkleeberg- Großstädteln 115 m from Leipzig-Plagwitz 9.440 Markkleeberg-Gaschwitz 121 m to Meuselwitz 11.560 Großdeuben 128 m 14.686 Böhlen (b Leipzig) 132 m to Espenhain 15,320 Route Böhlen – Espenhain 132 m 16.780 Bk Böhlen works 16.788 Böhlen works 136 m 17,660 Mine train 18,428 3rd track to Neukieritzsch (beginning of route 6391) 18.480 Abzw Trachenau 20,596 from Abzw Trachenau (end of route 6391) and from Pegau 21,128 Neukieritzsch 144 m to Chemnitz Hbf 22,331 Mine train 143 m 23,588 Bk Bergisdorf 145 m 25.158 Deutzen 150 m 25,180 Bk Deutzen 150 m 25.229 Mine train 150 m 25,860 Bk Röthigen 152 m 27.279 Mine train 27,538 Mine train 157 m 28,703 Regis-Breitingen 159 m State border between Saxony and Thuringia 32.848 Treben - Lehma (formerly Bf) 170 m Practice Treben-Lehma from Zeitz original route (1844-1878) 38.635 Altenburg 180 m Realignment in 1878 40,324 Altenburg tunnel (375 m; dismantled 1957–1959) 40.800 Bk Wilchwitz 184 m 41.900 Münsa Viaduct (80 m) 42.058 Bk Kotteritz Stellerei 178 m to Langenleuba-Oberhain Use Paditz Connection curve from Abzw Stünzhain 42,536 Abzw Paditz 182 m 43.815 Paditz 180 m 48.120 Lehndorf (Kr. Altenburg) 198 m to Gera south 50.470 Bk Zehma 53.624 Goessnitz 208 m to Glauchau-Schönbörnchen 55.880 Bk Norditz 57.682 Ponitz 222 m State border between Thuringia and Saxony 60.370 Bk Frankenhausen 62.967 Crimmitschau (formerly Bf) 238 m Practice Crimmitschau to Schweinsburg 66.743 Schweinsburg-Culten 255 m 68.975 Viaduct Langenhessen (113 m) 69.440 Bk Langenhessen 71.796 Werdau north 290 m von Mehltheuer (from 1900) 73,806 Werdau 303 m after Mehltheuer (until 1900) 75.210 Leubnitz Viaduct (172 m) 75.279 Abzw Werdau curved triangle W12 to Dresden 75.904 Abzw Werdau curved triangle 77.960 Bk Römertal 79.940 Bk Beiersdorf 82.226 Neumark (Sachs) 374 m to Greiz 84.690 Bk Schönbach 87.080 Bk linden from Göltzschtalbrücke 90.961 Reichenbach (Vogtl) above Bf 401 m 93.960 Bk Göltzschbrücke 94.889 Göltzschtal viaduct (Göltzschtal bridge; 579 m) 96.226 Netzschkau 380 m 99.116 Limbach (Vogtl) 405 m 101.554 Herlas green 429 m to Oelsnitz (Vogtl) 104.320 Bk Christmas green 105.910 Ruppertsgrün 400 m 108.394 Jocketa 373 m 108.695 Elstertal Viaduct ( Gera Süd – Weischlitz ; 280 m) Üst Elstertal (planned) 111.660 Joessnitz 385 m 113.550 Bk Haselbrunn 116.111 Plauen (Vogtl) above Bf 407 m after Cheb 119.700 Bk forest green 122.316 Syrau 460 m from Werdau 127.250 Mehltheuer ( Inselbahnhof ) 509 m 130.664 Bk Drochaus 133.492 Schönberg (Vogtl) 515 m to Schleiz to Hirschberg (Saale) 136.230 Bk Kornbach 139.080 Bk Rodau 141.390 Reuth (Vogtl) 581 m Connection of recycling company 144.500 Bk Misslareuth 147.010 Bk Grobau 147.680 Grossbau 572 m 147,803 Grobau Viaduct (154 m) 149.681 Good lord 571 m 151.698 State border between Saxony and Bavaria 151.860 Bk national border 154.600 Bk Unterhartmannsreuth 156.977 Feilitzsch (formerly Bf) 504 m approx. 159000 Industrial connections Hof Nord about 160000 Industrial connections Hof Nord 160.090 Bk Unterkotzau 160.842 Unterkotzau viaduct (174 m) 162.461 Hof Nord formerly Hof Hp 500 m Hof (old train station, 1848 to 1880) EÜ Jahnstrasse ( Bundesstrasse 2 ) Hof Mitte (planned) from Bad Steben 164.746 Hof Hbf (from 1880) to Bamberg

The Leipzig – Hof railway line is a double-track, electrified main line in Saxony , Thuringia and Bavaria , which was originally built and operated by the Saxon-Bavarian Railway Company . It runs from Leipzig via Altenburg , Werdau , Reichenbach im Vogtland and Plauen to Hof and was gradually put into operation between 1842 and 1851. In the period that followed, the line developed into one of the most important north-south transversal routes in Germany.

As a result of the division of Germany after the Second World War, the line lost its importance. Even after the political upheaval in 1989/90, the line was unable to regain its former importance, especially as politicians gave preference to the extensive expansion of the parallel Großheringen – Saalfeld railway line . In 2006 the remaining long-distance traffic was discontinued.

history

Prehistory and construction

The Leipzig-Dresdner Eisenbahn-Compagnie (LDE) received building rights for the Leipzig – Hof line after its establishment in 1835, but due to the expected difficulties, the company again waived the approval. A railway committee was then formed in Leipzig, and other cities such as Plauen, Altenburg and Bamberg also expressed interest in a rail connection. However, the financing and the technical feasibility were not yet secured. Investors wanted to wait for the success of the LDE with its Leipzig – Dresden railway line, and the Saxon state hardly supported the project either; only measurements for the route were carried out in 1837.

The construction of the railway was finally approved on June 20, 1840, but the construction of the railway was to be undertaken by a private company with interest-free state participation. A state treaty on the route and the Hof border station was signed between the three states concerned, Saxony, Saxony-Altenburg and Bavaria on January 14, 1841. However, the final route also touched the lands of Reuss older line and Reuss younger line . On June 12, 1841, the Sächsisch-Baierische Eisenbahn-Compagnie was founded in Leipzig , which according to approval had to complete a third of the route after two years and the rest after another four years.

Altenburg train station around 1860

Elstertal Bridge around 1900

Leubnitz Viaduct , brick construction from 1845

The construction of the railway began on July 1, 1841 under the direction of Karl Theodor Kunz , initially working on the easy-to-route sections from Leipzig to Reichenbach. The Leipzig – Altenburg section was completed in 1842. Test drives took place here on September 6, 1842, and the section was opened on September 19 of the same year. On March 15, 1844, the Altenburg – Crimmitschau section was put into operation. The remote town of Zwickau was also connected via a branch. In 1844 the Saxon government tried to win over Paul Camille Denis for the construction. But that prevented the Bavarian administration, which needed it for the construction of the Palatinate Ludwig Railway.

On September 6, 1845, the Crimmitschau – Werdau and Werdau – Zwickau sections were inaugurated. With the opening of the Werdau – Reichenbach section on May 31, 1846, the Vogtland also received a railway connection.

The viaducts near Werdau already brought the company into financial difficulties. Two large viaducts were required to cross the Göltzsch and Elstertal valleys. Since there was no experience of building such large bridges, the two viaducts were ultimately twice as expensive as originally planned. The double-track expansion and the complex route between Plauen and Hof also cost more than planned. On September 21, 1846, the Sächsisch-Baiersche Eisenbahn-Compagnie had to admit that they could no longer finance the construction work and asked the Kingdom of Saxony for help. On April 1, 1847, the Kingdom of Saxony bought the line and operated it from then on as the Saxon-Bavarian State Railway .

On the Plauen – Hof section, the private railway had started construction work in order to generate additional income for the expensive bridge construction as soon as possible. The section was opened on November 20, 1848, and on July 15, 1851, the state railway began operating on the last section, Reichenbach – Plauen, which had also already begun.

Opening dates:

• Leipzig – Altenburg: September 19, 1842
• Altenburg – Crimmitschau: March 15, 1844
• Crimmitschau – Werdau: September 6, 1845
• Werdau – Reichenbach: May 31, 1846
• Plauen-Hof: November 20, 1848
• Reichenbach – Plauen: July 15, 1851

Another story

In 1865 the railway line from Neumark to Greiz was opened, in the Neumark – Brunn section it used the track of the Leipzig – Hof line until 1886. With increasing traffic, this section had developed into an operational bottleneck, so from 1885 on this section was moved to another track parallel to the two existing ones and opened on May 19 of the following year. The branching line was closed in 1999.

On January 14, 1867, a 6.8 kilometer long branch of the line was put into operation, which branched off from the main line in Neukieritzsch and led to Borna . On April 8, 1872, this branch was extended with a 55.7 kilometer long new line via Geithain to Chemnitz , so that there was now a direct connection between Leipzig and Chemnitz.

From 1876 to 1878, the line in Altenburg was given a through station instead of the terminal station, which hindered operation, and a new route with a tunnel through the ridge south of the city. The re-routing was put into operation on September 25, 1876, the total distance was shortened by 4.39 km.

On September 1, 1879, another 9.9 kilometer long tributary was put into operation, which branches off the main line in Gaschwitz (today the town of Markkleeberg ) and leads via Gautzsch to the Saxon state train station Plagwitz-Lindenau.

In 1880 the original terminus in Hof was replaced by a through station in a new location .

From 1888 to 1925, the Plagwitz-Connewitz Railway , which branched off from the Bavarian Railway south of Connewitz station , connected the Bavarian railway station with the Saxon state railway station Plagwitz-Lindenau.

On April 1, 1920, the Kgl. Saxon State Railways in the Deutsche Reichsbahn (DR). From then on, the Leipzig – Hof line belonged to the Dresden Reichsbahndirektion . In the course of a reorganization, the northern part of the line was assigned to the Reichsbahndirektion Halle on October 1, 1934 , the directorate border was between the operating sites Paditz (RBD Halle) and Lehndorf (RBD Dresden).

Although the route was one of the most important connections in the German Reich, it was spared from Allied air raids for a long time. So it was not until 1944 that some train stations in the southern section of the route were targeted by bombing attacks, but unlike on other routes, until 1945 there was largely scheduled traffic. It was not until April 1945 that the Elstertal Bridge was partially blown up by the Wehrmacht and the Saale Viaduct (near Unterkotzau) was considerably damaged by air raids. The train traffic then came to a standstill and was only resumed after the end of the war.

After the Second World War, there was initially no train service over the demarcation line between the Russian and American occupation zones near Gutenfürst. All trains ended in Gutenfürst or Feilitzsch. Interzonal freight traffic had existed since 1946, passenger traffic did not resume until 1947.

The Altenburg tunnel had to be slit open in the run-up to electrification in 1958/59 due to the insufficient clearance profile and damage to the vault caused by penetrating surface water.

The line from Leipzig Hbf and Leipzig Bayer Bf to Böhlen has been electrified since October 2, 1961. On December 20, 1963, electrical operations finally reached Reichenbach (Vogtland) ob. Bf.

Passenger traffic between Hof and Feilitzsch, which was only used for local purposes, was discontinued in 1972. On October 30, 1972, there was a serious rail accident near Schweinsburg-Culten , in which two express trains collided.

In the 1990s, the planning company Bahnbau Deutsche Einheit developed plans for expanding the railways between Leipzig and Zwickau, which were not implemented by 2011.

After a construction period of more than two years, the completely renovated, approximately four-kilometer-long section Altenburg – Paditz was put back into operation on November 25, 2013. Since the summer of 2011, a total of around 36 million euros has been invested in which around 8 kilometers of track have been renewed, 11 kilometers of overhead contact lines built, four railway and one road flyovers and two culverts built. Around 1000 meters of retaining wall and 500 meters of trough structure were newly built in the area of ​​the former Altenburg tunnel. In the future, trains should be able to run at speeds of up to 150 km / h in this section.

Plauen-Hof re-routing not carried out

The distance between Plauen and Hof is almost twice as long as the direct straight line (around 26 kilometers), which leads to a considerable increase in travel time. In 1874 there were plans for a new line between Plauen and Hof for the first time. All projects envisaged the beginning of the new line near Weischlitz on the Plauen – Eger / Cheb railway line . Via Wiedersberg , the route should then join the existing route at Hof. From 1884 the people of Plauen even sent a petition to the Saxon state parliament every year, but the request was not implemented.

A second serious attempt to shorten the route was made in 1913, and a third in the late 1930s. The first preparatory work had already begun, but was discontinued in favor of other war-important projects. The Werdau – Plauen arcuate triangle section was to be expanded to include four tracks, the new line should begin at Weischlitz and the heights of the Vogtland should be tunneled under. In Feilitzsch, the new line would have rejoined the existing railway network.

At the beginning of the 1990s there were again considerations to build a new line between Weischlitz on the Plauen – Cheb and Feilitzsch section, which would have significantly shortened the Plauen – Hof section from 49 to only 32 kilometers. The execution was not carried out because of the high costs and the national long-distance traffic between Berlin and Munich on the Großheringen – Saalfeld railway line .

Integration of the Leipzig City Tunnel

In the course of the realization of the City Tunnel , additional network measures were implemented on this route. The city tunnel was integrated into the existing network, and the prerequisites for the new network of the S-Bahn in Central Germany were created.

Since the end of 2011, the S-Bahn line has been relocated from the east side (route 6362) to the west side (route 6377) on this route. The Markkleeberg Nord stop was rebuilt, the Leipzig-Connewitz train station and the Markkleeberg and Markkleeberg-Großstädteln stops were rebuilt. Several bridge structures were replaced and the tracks with overhead lines, switches and noise barriers were rebuilt. In order to gain space for the Markkleeberg Nord platform with the same embankment width, a track on route 6362 between Connewitz and Gaschwitz was dismantled.

The Gaschwitz station was renamed Markkleeberg-Gaschwitz when the new S-Bahn network went into operation .

Electrification Reichenbach – Hof

With the electrification of the approximately 73 km long Reichenbach – Hof section, the infrastructural prerequisites for continuous electric train operation between Leipzig or Dresden and Hof were created. In the future, it will be possible to integrate Plauen and Hof into the electrically operated Central German S-Bahn network .

Construction work for the electrification began on July 21, 2010. In December 2011, the Reichenbach – Herlasgrün section was completed, not only did extensive work on the Göltzschtal bridge have to be carried out, but several road bridges that left too little space for electrification also had to be replaced.

The Herlasgrün – Plauen section was electrified between February and December 2012, and three overpasses also had to be renewed.

A converter station was built in Hof to generate the traction current . On November 9, 2013, electricity was switched on on the overhead line between Plauen (Vogtland) and Hof, and regular electric train operations to Hof began on December 15, 2013. Renaturation and other remaining work will drag on until 2014. The cost of the entire measure will be around 120 million euros. Regional trains with double-decker cars and locomotives of the 143 series as RE 3 then ran between Dresden and Hof until June 2016, and Alstom-Coradia-Continental multiple units of the Mitteldeutsche Regiobahn have been running since then .

Since December 15, 2013 the section Leipzig Bayer Bf - Werdau Bogendreieck has been served by lines S5 and S5X of the S-Bahn Central Germany . From Leipzig Bayerischer Bahnhof to Neukieritzsch there is also line S6, and line S3 to Markkleeberg-Gaschwitz. Lines S1, S2 and S4 towards Leipzig-Stötteritz use the short section between Leipzig Bayerischer Bahnhof and Leipzig MDR.

Further expansion

From 2017, the section between Markkleeberg and Lehndorf was modernized. The expansion work between Paditz and Lehndorf was completed in 2019.

outlook

From January 2022 to December 2025, the Elstertal Viaduct is to be completely renovated and the carriageway rebuilt. In advance of this, a new transfer point with four points will be built south of the viaduct from summer 2021 to summer 2022 . The transfer point is to remain permanently on the viaduct after the construction work has been completed.

The Free State of Bavaria intends to set up a new “Hof Mitte” stop north of the main train station to improve the development of downtown Hof. This is to be located near the existing flyover over Jahnstraße and will be operational in 2023. Since it is also used by trains from the south, e.g. B. from Bayreuth and Marktredwitz, is to be served, it is necessary to create a turning track. In December 2019, the Free State of Bavaria and DB Netz AG concluded the associated planning agreement.

Route description

course

The route actually starts at the Bayerischer Bahnhof in Leipzig, where it connects to the City Tunnel. Under the bridge on Richard-Lehmann-Straße, the connecting arch LCV / 6376 to Leipzig-Stötteritz station branches off at the south overpass structure, which was built with the city tunnel. The former »connecting line« from Leipzig Hbf ( LC / 6361 ), through which all traffic ran until November 2012, flows into the Leipzig-Connewitz station . The line ELSt / 6375 of the Leipziger Güterring also ended in the north head of the Leipzig-Connewitz station, but the end section Abzw Tabakmühle-Connewitz has been closed and dismantled since the end of 2012. Since the closure of the connecting line, the Leipzig – Hof line can only be reached from the Leipzig Hbf station through the tunnel or with detours via the LE / 6360 and 6371 routes via Thekla and the north-eastern Güterring or via the Westring and the PG / 6379 route.

Initially, the route leads through the southern area of ​​Leipzig, which is mainly characterized by lignite mining and post-mining landscapes with lakes and spoil heaps. The line has three tracks between Leipzig-Connewitz and Böhlen.

In the Thuringian city of Altenburg, the landscape becomes more hilly, the route now follows the Pleiße valley. Via Gößnitz , where the Central-Germany connection crosses the route, Crimmitschau and Werdau , the route finally reaches the Werdau triangle .

After merging with the Dresden – Werdau railway line , the northern Vogtland now begins . Two kilometers west of Neumark branches off the track of the 1999 line to Greiz . The overhead line ended in Reichenbach by 2012 , at the same time a structurally interesting section begins with the Göltzschtalbrücke near Netzschkau and the Elstertalbrücke near Jocketa .

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Göltzschtalbrücke

The line then reaches Plauen , which has a total of seven stations or stops; however, the Saxon-Bavarian Railway only touches the upper station in Plauen and the stop in the Jößnitz district .

Behind Plauen's upper station, the line turns north, while the line to Bad Brambach branches off to the south . From Syrau it goes west again and in Mehltheuer the connection from Gera joins the main road.

Unterkotzauer bridge at Hof

After the route to Schleiz and the connection to Hirschberg branched off in Schönberg , it now turns strongly to the south and crosses Thuringian territory three times in very short sections . The last station in the Free State of Saxony is Gutenfürst station , of which, after its function as a border station is no longer required, only three main tracks remain. At kilometer 151.698 the line leaves the Saxon state territory.

In Bavaria the A 72 is crossed a second time and the village of Feilitzsch is crossed. The local train stop there was given up in June 1973, but reopened on September 15, 2006, this is only served by the Vogtland Railway and the Erfurt Railway as a stop on demand. After 164 kilometers from Leipzig the independent city of Hof is reached. The Saxon-Bavarian Railway ends here at 164.7 km.

Operating points

North side of the Bavarian train station, around 1900

Leipzig Bayer Bf ⊙

→ Main article : Leipzig Bayerischer Bahnhof

The station was built according to plans by Eduard Pötzsch . Although the section to Altenburg was put into operation in 1842, the station was not fully completed until 1844. In the decades that followed, the station was expanded several times due to the strong increase in transport volumes. There were seven platform edges for passenger traffic. With the opening of the Leipzig main train station , the station lost a lot of its importance, as long-distance traffic was now handled entirely via the main train station. Until the old systems were closed in June 2001, there were three electromechanical signal boxes.

The island platform in the tunnel, which was newly built by 2013, is 55 centimeters high and 140 meters long and is barrier-free with elevators.

Hp Leipzig MDR, behind the tunnel ramp towards Leipzig Bayer Bf (2014)

Leipzig MDR ⊙

The above-ground station Leipzig MDR (abbreviation LMDR ), which was opened on December 15, 2013, follows outside the Leipzig City Tunnel , but still in the cut of the south ramp . It is part of the southern integration of the city tunnel into the existing network. The planning name was Semmelweisstrasse . Two 140 meter long side platforms were built . These are located immediately south of the Semmelweisstraße, which crosses the route here and was newly built as a district connection in this area and connects Kurt-Eisner-Straße with Zwickauer Straße. Access to the platforms is via stairs and ramps. Operationally, the entire area of ​​the tunnel, the adjoining tunnel south ramp and the points of the flyover structure south are part of the Leipzig Hbf station. Both outer platforms are 55 centimeters high and 140 meters long and accessible with ramps.

Leipzig-Connewitz station in 2012 during the construction work for the city tunnel

Leipzig-Connewitz ⊙

The Leipzig-Connewitz train station was opened on July 10, 1889 as the Connewitz charging point . In 1891 Connewitz was incorporated into Leipzig. The station was opened as a stop on November 1, 1893 and renamed Leipzig-Connewitz in 1897 . In 1905 it was upgraded to a station.

The station is a railway junction in southern Leipzig. The Leipzig-Connewitz-Plagwitz railway was used between 1888 and 1925 to connect the Plagwitz industrial area to the network of the Saxon State Railway. Between 1876 and 2012 the "second connecting line" from Leipzig Hauptbahnhof (Leipzig-Dresdener Bahnhof until 1915) was in operation. The Engelsdorf – Leipzig-Connewitz railway line, opened in 1906 for freight traffic, has been used by the Central German S-Bahn since 2013 until the Tabakmühle route change; between the former Tabakmühle junction and Leipzig-Connewitz, it has been closed and dismantled since the beginning of 2012. The Leipzig-Connewitz railway station has been the starting point for the Leipzig – Hof route since the network-enhancing measures for the construction of the City Tunnel. At the train station it goes over to the remainder of the Leipzig Hbf – Leipzig-Connewitz line from Stötteritz. The S-Bahn trains run between Connewitz and Gaschwitz on the suburban tracks, route number 6377. Platforms only exist on the suburban tracks, the one on the long-distance tracks was demolished in 2013. In Connewitz, S-Bahn trains are scheduled to return, which is why three platform tracks are required. An additional outside platform was built for trains going south. The outer and island platforms are 55 centimeters high and 140 meters long and can be reached barrier-free with elevators over a pedestrian bridge. The pedestrian bridge is to be extended on the west side in order to improve the previously unsatisfactory transfer connections to the tram. This planning has not yet been carried out. In Connewitz train station, there were two mechanical interlockings that were given light signals in preparation for the S-Bahn service at the end of the 1960s until construction work on the city tunnel began. In 2013 they were replaced by a Thales electronic interlocking. In the functional building there is also a remote control computer for the Leipzig Hbf West signal box.

Markkleeberg-North ⊙

The Markkleeberg-Nord stop was opened on December 15, 2013 when the Central German S-Bahn went into operation. It is served by lines S3, S5, S5X and S6. It is located on the suburban tracks on route 6377; due to the space required by the platform, the main route between Leipzig-Connewitz and Gaschwitz has been single-track since 2013. The island platform is 55 centimeters high and 140 meters long and is barrier-free with an elevator.

Markkleeberg stop in 2009 before the renovation work, the suburban tracks in the foreground

Markkleeberg ⊙

The Markkleeberg stop was opened on July 1, 1889 under the name Oetzsch . It had the following names:

• until 1905: Oetzsch
• until 1924: Ötzsch
• until 1934: Oetzsch
• from 1934: Markkleeberg

After Oetzsch and Markkleeberg merged to form Oetzsch-Markkleeberg in 1915, the station name Oetzsch was retained. It was only with the formation of the new town of Markkleeberg that it was renamed Markkleeberg . The station was integrated into the Leipzig S-Bahn network in 1969 , and since 2013 it has been part of the Central Germany S-Bahn. The stop is served by lines S3, S5, S5X and S6. Here, too, there has been no platform on the main line since 2013. The Markkleeberg block station was lifted in 2012 when the long-distance tracks began to be completely closed.

The island platform is 55 centimeters high and 140 meters long and is barrier-free with an elevator.

Reception building of the Hp Markkleeberg-Großstädteln, in front of it the long-distance tracks. 2010, before the start of construction work on the city tunnel

Markkleeberg-Großstädteln ⊙

The Großstädteln stop was opened on November 1, 1907. With the incorporation to Markkleeberg on November 1, 1937, the name was changed to Markkleeberg-Großstädteln . From 1879 until the end of passenger traffic in 2002, Großstädteln was also a stop on the route from Leipzig-Plagwitz . The stop has been served by the S-Bahn Mitteldeutschland (lines S3, S6) since December 15, 2013.

The island platform is 55 centimeters high and 140 meters long. It is located between the suburban tracks on route 6377, there are no longer any platform edges on the tracks on routes LH / 6361 (Leipzig – Hof) and PG / 6379 .

Gaschwitz station reception building (2009)

Markkleeberg-Gaschwitz ⊙

The Gaschwitz stop was opened on September 19, 1842 on the Leipzig – Hof railway line. In 1870 the station was expanded to become an important marshalling yard for freight traffic. In the period that followed, the station became an important transfer point in the south of Leipzig. In 1874 the Gaschwitz – Meuselwitz line was opened via Zwenkau and in 1879 the Leipzig-Plagwitz – Gaschwitz line . In 1969 the Leipzig S-Bahn network was opened and Gaschwitz was designated as the southern end point of the heart-shaped ring line A. In preparation for the S-Bahn operation, the station received a GS II DR track diagram interlocking. In autumn 2018, it was replaced by an electronic interlocking of the Thales design. Another, electromechanical signal box remained in operation until the freight yard was closed.

The rail connection to Zwenkau was shut down and dismantled in 1957 due to the advancing opencast mine. Since 2002, the line to Leipzig-Plagwitz has only been used for freight traffic and as an occasional diversion route for passenger trains. Of the original six platforms at Gaschwitz station, two are still in operation. Since December 15, 2013, these have been served every half hour in both directions by the S3 line of the Central German S-Bahn between Halle and Geithain. In this context, the station was renamed Markkleeberg-Gaschwitz . In the area of ​​the train station, the federal motorway 38 crosses on a bridge . The special suburban tracks (route 6377) end at Gaschwitz station; from here to Böhlen there is an additional freight train track (route 6378) in addition to the main line.

Großdeuben stop (2012)

Großdeuben ⊙

The Großdeuben stop was opened on October 1, 1904 under the name Probstdeuben . After Probstdeuben was incorporated into Großdeuben in 1934, the station was named Großdeuben . The stop is in the south of the village and within the Markkleeberg-Gaschwitz train station. In the area of ​​Großdeuben, the railway line lies on a 500-meter-wide corridor with the Pleiße and Bundesstraße 2 , which was spared lignite mining at the Böhlen / Zwenkau opencast mine (1921–1998) in the west and the Espenhain opencast mine (1940–1992) in the east is.

By October 2018, two new, 55 centimeter high outer platforms were built, but they are not barrier-free. Because of the need to build several new bridges, interim tracks were laid on the unused freight yard area for several years. At the end of September 2018, the first part of the new tracks went into operation in their final position, the bypass tracks were dismantled again.

Böhlen (b Leipzig) ⊙

The Böhlen stop was opened on September 19, 1842 for passenger and freight traffic. It had the following names:

• until 1886: Böhlen
• until 1911: Böhlen (Rötha)
• until 1913: Böhlen-Rötha
• until 1918: Böhlen b Rötha
• until 1933: Böhlen b Leipzig
• since 1933: Böhlen (b Leipzig)

The first station building dates from 1858. In 1878/79 a new station building and a goods shed were built. The tunnel for passenger traffic was completed in 1911, and a new station building and goods shed were built in 1878/79. The upgrade to the station took place in the years 1888/96. In 1911 the tunnel for passenger traffic was ready. Since 1913, the Böhlen station (near Leipzig) has been the starting point of the Böhlen – Espenhain railway line , which since 1993 has only been used for freight traffic. As this gave Rötha its own station, the station in Böhlen was renamed Böhlen b Rötha in 1913 .

The train station is in the west of Böhlen. It has been served by the Central German S-Bahn (lines S3, S5 and S5X) since December 15, 2013. Between 1921 and 1950 the area west of the railway line was excavated by the Böhlen opencast mine .

• 

  Entrance building Bahnhof Böhlen (near Leipzig), track side

• 

  Street side

Stop at Böhlen Werke

Böhlen works ⊙

The Böhlen Werke stop was opened in October 1948. The stop has had a reception building only since 1954. In the vicinity of the station are u. a. the chemical works Böhlen and the power plant Lippendorf . To the west of the stop is the Böhlen-Lippendorf industrial area. The stop has been served by the S-Bahn Central Germany (lines S3 and S5) since December 15, 2013.

Neukieritzsch station

Neukieritzsch ⊙

The Neukieritzsch station (until October 3, 1936 only Kieritzsch station ) was opened in 1842 together with the Leipzig-Altenburg section, the first rails had been here since 1841. A separate railway settlement developed in the immediate vicinity, as the eponymous village of Kieritzsch was about three kilometers was away. However, the station was still in the corridor of Kahnsdorf and Pürsten , but both villages refused to be named after their municipality. Repair facilities were already in place in Kieritzsch when the company opened, and with the opening of the lines to Borna (1867, extended to Chemnitz in 1872 ) and Pegau (1909), the station developed into a small railway junction in the following decades.

Deutzen stop (2009)

Deutzen ⊙

The Deutzen stop was opened on November 15, 1919. At that time the place Deutzen, today called "Alt-Deutzen", was east of the present location (today: Borna reservoir ). At that time, the town experienced enormous population growth due to the opening of a lignite mine. To the east of the train station, the Deutzen opencast mine was in operation between 1910 and 1963 . After 1965, the town of (New) Deutzen was created on the charred area, as the old town center had to give way to the Borna-West open-cast mine . The area west of the stop and the railway line is currently being excavated by the United Schleenhain opencast mine .

Both outer platforms are 55 centimeters high and 155 meters long.

Regis-Breitingen station

Regis-Breitingen ⊙

The Breitingen stop was renamed Breitingen-Regis in 1902 and dedicated to the station in 1905. When Regis and Breitingen merged to form Regis-Breitingen, the station also changed its name to Regis-Breitingen .

The station is the last Saxon stop in the tariff area of ​​the Central German Transport Association . It has been served by the Central German S-Bahn since December 15, 2013.

As part of the route expansion, the currently low outer platforms are to be raised to a height of 55 centimeters.

Treben – Lehma stop in Trebanz

Treben – Lehma ⊙

The Treben – Lehma stop was opened on December 2, 1889 as the Trebanz– Treben stop . Between 1905 and 1970 it was a train station and has been a stop ever since. In 1952 the name was changed to Lehma , since 1953 the station has been called Treben-Lehma .

In the direction of Hof, Treben – Lehma is the first stop in the Free State of Thuringia (until 1920: in Saxony-Altenburg). It has been served by the Central German S-Bahn since December 15, 2013. The breakpoint is located in the municipal area of Treben between the districts Treben in the northeast and the districts Trebanz (in whose corridor it is located) and Lehma in the southwest. In addition to the reception building, the goods shed and farm buildings have also been preserved.

Altenburg ⊙

→ Main article : Altenburg train station

At first, Altenburg was a terminus station, as a direct extension to the south was not possible with the technical means available at the time. Instead, the city was originally bypassed to the east in the further course. The Altenburgers had pushed through the junction as close to the city as possible, as later with a direct connecting curve some trains would no longer have stopped in Altenburg.

Since the terminus on today's Fabrikstrasse became more and more an obstacle to operations, a change was planned since 1871. Instead of a connecting curve that was initially planned, Altenburg received a new train station, and the ridge to the south of it was crossed with a tunnel. The new station was completed in 1878 after two years of construction. Altenburg station had the following names:

• until 1936: Altenburg
• until 1942: Altenburg (Thür)
• until 1953: Altenburg (Thür) Hbf
• since 1953: Altenburg

The now closed railway line to Zeitz branched off at Altenburg station since 1872. There are seven electromechanical signal boxes in the station, but not all of them are manned.

• 

  Station building at Altenburg station (2009)

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  Front side 2006

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  Track side 2012

Nobitz train station

Nobitz ⊙

Nobitz station was on the Altenburg – Langenleuba – Oberhain railway line, which went into operation in 1901 . For the Leipzig – Hof route, it was only a junction where the route to Langenleuba-Oberhain began. A separate B1 interlocking was available for this. It has been out of service since the switches in the main line were removed and has now been demolished.

Paditz stop

Paditz ⊙

The Paditz stop was opened on December 1, 1886 as a Paditz loading point . It has been called Paditz since 1911 . In 1933 the station was converted into a freight yard, later downgraded to a train station and ultimately a stopping point. On December 12, 2010, the breakpoint was taken out of service. The received station building consists of a low building, on the platform there are more modern waiting halls.

Lehndorf railway station (Kr Altenburg)

Lehndorf (Kr Altenburg) ⊙

The Lehndorf stop was opened on December 1, 1877. In 1905 it was upgraded to a station and in 1927 it was renamed Lehndorf (Kr Altenburg) . The buildings in the station (reception building, farm building, goods shed) are in decline. Lehndorf (Kr Altenburg) is connected to the Gößnitz-Gera railway line, which opened in 1865, via the Lehndorf (Kr Altenburg) –Saara track curve . The station is therefore an important transfer station between the Leipzig – Hof railway line from or in the direction of Altenburg / Leipzig or to Thuringia in the direction of Gera / Jena / Erfurt.

Both outer platforms are 55 centimeters high and 160 meters long.

"Longest platform in Germany" at Gößnitz station (2007)

Goessnitz ⊙

→ Main article : Gößnitz train station

The Gößnitz train station is the junction with the Glauchau-Schönbörnchen-Gößnitz and Gößnitz-Gera lines . It has existed as part of the Leipzig – Hof railway line since 1844. The neo-baroque reception building was demolished in 2010. A special operational feature is the 603.50 meter long island platform, where up to four trains can stop at the same time. According to the Deutsche Bahn AG, it is the longest platform in Germany.

Ponitz stop

Ponitz ⊙

The Ponitz stop was opened on August 15, 1912. Between 1905 and 1933 it was a train station, since then a stop.

In the direction of Hof, Ponitz is the last stop in the Free State of Thuringia (until 1920: in Saxony-Altenburg). In addition, it is the last stop in the tariff area of ​​the Central German Transport Association . It has been served by the Central German S-Bahn since December 15, 2013.

Both outer platforms are 140 meters long and 30 and 38 centimeters high, respectively.

Crimmitschau ⊙

→ Main article : Crimmitschau train station

The former Crimmitschau station was opened on March 15, 1844. Between 1908 and 1963 it was the starting point of the Crimmitschau – Schweinsburg railway line , which was only operated for freight traffic. Today it is just a stop , an amalgamation of a stop and a transfer point .

In the direction of Hof, the Crimmitschau train station is the first station to be on Saxon territory again. It is also the first stop in the fare zone of the Verkehrsverbund Mittelachsen . It has been served by the Central German S-Bahn since December 15, 2013.

The two outer platforms are 55 centimeters high and 140 meters long.

• 

  Crimmitschau station while the reception building is in use

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  Crimmitschau station, reception building

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  Crimmitschau station with S-Bahn train (2016)

Schweinsburg-Culten ⊙

The Schweinsburg-Culten stop was opened on June 1, 1887 as the Culten stop . After it was renamed Schweinsburg-Culten in 1908 , the two places were politically amalgamated in 1934 to form the municipality of Schweinsburg-Culten , which in turn was incorporated into Neukirchen / Pleiße in 1950 . Schweinsburg-Culten became known beyond the GDR borders due to a train accident in 1972 in which 22 people died . The stop is at the Mannichswalder Straße level crossing . The station building and the goods shed, which were located directly at the level crossing, are no longer there.

The stop has been served by the S-Bahn Mitteldeutschland since December 15, 2013. Between 1908 and 1963, the Schweinsburg loading station still existed in the village , which was the end point of the Crimmitschau – Schweinsburg railway line operated by freight.

While the western outer platform is 55 centimeters high and 120 meters long, the eastern outer platform is 76 centimeters high and 141 meters long.

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  Schweinsburg-Culten stop, direction Hof (2016)

• 

  Direction Leipzig (2016)

Werdau Nord stop (2016)

Werdau North ⊙

The Werdau Nord stop was opened on November 3, 1898 as the Werdau- Langenhessen loading point . It became the Werdau Nord stop on July 1, 1908 . The station signs have the different designation Werdau-Nord . The stop has been served by the S-Bahn Mitteldeutschland since December 15, 2013. The reception building, which was still there in 2001, no longer exists.

While the western outer platform is 55 centimeters high and 120 meters long, the eastern outer platform is 76 centimeters high and 136 meters long.

Werdau ⊙

The station, which opened in 1845, was originally a long way from the city center, but Werdau only slowly grew closer to the station in the decades that followed. In the following decades, the station was only expanded step by step, after the opening of the Werdau – Weida – Mehltheuer railway line , the station was no longer sufficient for the increased volume of traffic. Around 1900 the station was fundamentally rebuilt for around 1.5 million marks.

Nevertheless, the plants were again too small in the 1920s. As an expansion on site was hardly possible, a new marshalling yard was built in Zwickau. At the end of the 1990s, the station was almost completely dismantled, and the facilities of the former depot were completely removed. The reconstruction of the station was interrupted for several years, during which time a relay and an electronic signal box existed side by side, separated according to the direction of travel.

Both island platforms have a height of 55 centimeters and a length of 184 and 185 meters respectively. They are partially covered and accessible with elevators via an underpass.

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  Reception building, street side (2016)

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  Werdau station with S-Bahn train (2016)

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  Platforms (2016)

Werdau arch triangle ⊙

→ Main article : Junction Werdau arch triangle

With the completion of the Leipzig – Werdau section of the Leipzig – Hof railway line on September 6, 1845, the 8.10 kilometer branch line to Zwickau was also put into operation. With the further commissioning of the route in the direction of Reichenbach on May 31, 1846, the later curved triangle went into operation as a simple junction. On January 1, 1856, the double-track connecting Zwickau – Neumark was put into operation, the former Werdau junction has since been referred to as the Werdau Arc Triangle. Until it was included in the eStw Werdau, there was a multiple modernized and finally electromechanical signal box in the arched triangle, which was considered the oldest signal box building in the network of the Deutsche Reichsbahn.

Neumark station

Neumark (Sachs) ⊙

→ Main article : Neumark (Sachs) train station

Although already opened in 1846, Neumark only gained greater importance in 1865 with the opening of the Neumark – Greiz railway line by the private Greiz-Brunner railway company . The station was expanded several times up to around 1900 and remained largely unchanged until the 1990s. Although the line to Greiz was closed in 1999, the station has not completely lost its importance, as the Vogtlandbahn opened its central repair workshop here in 2000.

Reichenbach ob Bf, the platform tracks to the north used to be on today's station forecourt

Reichenbach (Vogtl) above Bf ⊙

→ Main article : Reichenbach (Vogtl) train station above Bf

Although the station remained only a through station until the opening of the railway line to Göltzschtalbrücke in 1895, Reichenbach developed into a station of regional importance thanks to the boiler house built here . The depot was closed in 1999. In the 2000s, the track systems were largely dismantled, and Reichenbach has not been an island station since then .

Netzschkau stop, view towards Plauen (2017)

Netzschkau ⊙

The Netzschkau stop was opened on July 15, 1851. Between 1886 and 1998 it was a train station and has been a stop ever since. The station is located in the center of the village. The station building is in decline.

Limbach (Vogtl) stop, view towards Reichenbach (2017)

Limbach (Vogtl) ⊙

The Limbach (Vogtl) stop ( Limbach i. V station until June 30, 1911 ) was opened in 1902. Apart from two platforms, two waiting halls and a free pass, there were no other facilities. The waiting halls have now been replaced by glass waiting shelters.

Herlas green ⊙

→ Main article : Herlasgrün station

Although the Voigtland state railway Herlasgrün – Falkenstein-Ölsnitz – Adorf – Eger had its starting point at Herlasgrün station since 1865 , Herlasgrün remained an insignificant stopover until the Plauen – Oelsnitz connection was built . Only then was Herlasgrün station significantly expanded.

The station has been significantly reduced since the 1990s, and the station has also lost its former importance as an express train stop. In preparation for the takeover of regional traffic by the Vogtlandbahn, the connecting curve for the Plauen ob Bf – Auerbach route was extended to the length of the train in the mid-1990s.

• 

  Herlasgrün station around 1900

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  Herlasgrün station (2017)

Ruppertsgrün stop (2017)

Ruppertsgrün ⊙

The Ruppertsgrün stop was opened on October 1, 1905. The facilities consisted of two platforms, two waiting halls, an office building and a free pass.

Breakpoint Jocketa (2017)

Jocketa ⊙

The Jocketa stop was opened on July 15, 1851. Between 1905 and 1999 it was a train station, since then it has been a stop again. The station in the south of the place had a reception building u. a. also a goods shed and a railway maintenance office. The buildings are all still there.

Jößnitz stop, reception building (2017)

Jößnitz ⊙

The Jößnitz stop was opened on October 1, 1902. It is located in the east of the village. The reception building is no longer in operation. There is also a farm building at the location.

The new station building of the upper station in Plauen

Plauen (Vogtl) above Bf ⊙

→ Main article : Plauen (Vogtl) train station above Bf

Plauen received a railway connection in 1848 with the opening of the Plauen – Hof section. First, the tracks were only laid north of the reception building, only with the gap closing Plauen Oelsnitz was the Plauen until 1874 to Inselbahnhof rebuilt. At the same time, in 1875 it was given the addition of the upper station , as a second station was added with the opening of the Gera-Süd – Weischlitz line .

Due to the increased traffic, the station was continuously expanded up to the turn of the century, but shortly afterwards the facilities were no longer sufficient. A major station renovation decided in 1913 could never be fully implemented due to the outbreak of the First World War and later due to a lack of money.

At the end of the Second World War, the station was badly destroyed by air raids, so that the facilities were heavily characterized by numerous makeshift structures until the 1970s. It was not until 1972 that the last remaining war damage was repaired with the opening of the new, distinctive reception building.

After 1989/90 the importance of the train station decreased significantly. Of the numerous former long-distance traffic connections, only the Dresden – Hof connection has survived today without having to change trains.

Syrau ⊙

The Syrau stop was opened on December 20, 1896. Between 1926 and 1991 it was a train station, and since then has been a stop again. The station is in the east of Syrau . She owns a reception building.

Flour turret ⊙

→ Main article : Mehltheuer station

Only after the opening of the Werdau – Weida – Mehltheuer railway line did the station become more important. The station was generously expanded in the 1880s, and a small locomotive station was also built. The next major changes took place immediately after World War II when several tracks were dismantled. Seven of the former 29 tracks are still there today, and there is also a siding to a liquefied gas storage facility.

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  Syrau stop with reception building

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  Mehltheuer station, former reception building

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  Mehltheuer station (2018)

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  Mehltheuer, platform to Werdau (2018)

Schönberg (Vogtl) station, 2006

Schönberg (Vogtl) ⊙

→ Main article : Schönberg (Vogtl) train station

Until the construction of the railway line to Schleiz , which was opened in 1888, there was only one insignificant station on the Leipzig – Hof railway line in Schönberg. From 1886 a one-story station building, a boiler house and a coal shed were built. A goods shed had existed since 1875. With the construction of the Hirschberg line , the station was enlarged again at the beginning of the 20th century. The island train station was last significantly rebuilt in the 1990s.

Reuth (b Plauen) ⊙

The Reuth station existed since starting up the track. After expansion at the end of the 19th century, the station had three continuous tracks, various shunting tracks and a total of 17 points. Train crossings took place in Reuth until the second track was rebuilt. Since the late 1990s there has only been one change of track and one siding. Reuth train station was opened under the name Reuth . It had the following names:

• until 1911: Reuth
• until 1933: Reuth (Sa)
• until 1935: Reuth (Sachs)
• from 1936: Reuth (b Plauen / Vogtl)

• 

  Reuth train station (around 1905)

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  Reception building track side (2018)

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  Reception building (2018)

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  Freight shed (2018)

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  Farm buildings (2018)

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  Water pump (2018)

Grossbau ⊙

The Grobau stop was opened on May 30, 1959, today the facilities consist of two outside platforms and a storage facility.

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  Grobau stop (2018)

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  Grobau railway bridge (2018)

Gutenfürst station (2018)

Good Prince ⊙

→ Main article : Gutenfürst train station

Although the Gutenfürst halt was opened in 1848, the station remained insignificant for a long time. From 1877 onwards, freight traffic was possible, and in 1905 the bus stop was elevated to a station. Gutenfürst only became important after 1945, when the new border made the station a border station. In the early years, relatively unsecured, Gutenfürst was expanded like a fortress at the end of the 1970s. Border controls were carried out here until the summer of 1990; today the station is only used for local rail passenger transport.

Feilitzsch ⊙

Feilitzsch station was opened on June 1, 1883 as a stop for goods and passenger traffic. Although it was located in Bavaria, it was given a typical Saxon reception building, as the line to Hof was operated by the Saxon state railway. From 1905 referred to as a station, the station had only a few freight tracks in addition to the two continuous main tracks. In 1946, as a result of the demarcation between the occupation zones, the route from the state border and with it the Feilitzsch station changed from the Dresden to the Regensburg. A few local trains ran between Hof and Feilitzsch until 1973, when it was closed to passenger traffic. Freight traffic was maintained, but stopped after the double-track expansion was completed in 1993. Feilitzsch was converted into a block post. In 2006 the Feilitzsch stop was rebuilt a little north of the previous location. Since September 15, 2006, Feilitzsch has been served by local trains again. So that the stop is served every hour on weekdays, regional trains of the Erfurt Railway also run every two hours between Hof and Gutenfürst.

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  Feilitzsch stop (old), reception building and level crossing (2019)

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  Feilitzsch stop (new) (2019)

Former Hof-Nord stop, station building with train (2019)

North courtyard ⊙

The Hof Nord stop was opened on May 1, 1902 under the name Hof Haltpunkt on the Leipzig – Hof railway on Schützenweg / Schellenbergweg. West of the station, the train station is court Neuhof of Hof-Bad Steben railway . Since July 1, 1911, the breakpoint has been known as Hof Hp . Later names are Hof Stadt and Hof Nord . In addition to the reception building that still exists today, the stop had a passenger tunnel. Although, like Feilitzsch station, it is in Bavaria, the Hof Nord stop was operated by the Saxon State Railway as part of the route to Hof Hbf. In 1946, as a result of the demarcation between the zones of occupation, the route from the state border and thus also the stop at Hof Nord changed from the Dresden to Regensburg. A few local trains ran between Hof and Feilitzsch via Hof Nord until 1973, when it was closed to passenger traffic. While the station building and the passenger tunnel have been preserved to this day, the platforms no longer exist.

Hof Hbf ⊙

→ Main article : Alter Bahnhof Hof

As in Altenburg, a terminus station was initially built north of Hof's inner city. ⊙ In addition to the route from Plauen, the route from Bamberg, which was also opened in 1848, joins here . The reception building stood on the site of today's city post office on Dr.-Konrad-Adenauer-Platz (previously Postplatz , previously Bahnhofsplatz ). After the old station was closed in 1880, the post office first used the reception building of the old station. In the years 1924-27 the station building was replaced by a new post office that still exists today. At Hallplatz, directly behind the post office, there is still part of the original, stone boarding hall of the old train station, of which there were only three of this type in Bavaria.

→ Main article : Hof Hauptbahnhof

The terminus station was replaced in 1880 by a through station at another location south of downtown Hof. Hof Central Station has always been of supraregional importance. The tilting technology center is attached to the Hof depot.

• 

  Entrance building of the first train station in Hof, 1851

• 

  Reception building today

literature

• The Leipzig-Hofer Railway. Gebhardt and Reisland, Leipzig 1842 ( digitized )
• Peter Beyer: Leipzig and the plan for a railway connection between Saxony and Bavaria: A contribution to the role of the trade fair city in the German transport history of the Vormärz. In: Sächsische Heimatblätter. Issue 2, 1965, ISSN  0486-8234 , pp. 98-125.
• Peter Beyer: The creation of the railway connection between Saxony-Bavaria with the large bridges in the Göltzsch- and Elstertal 1836-1851. In: Sächsische Heimatblätter. 47 (2001) 3, pp. 139-155.
• Wilfried Rettig : The railways in Vogtland.  Volume 1: Development, main lines, vehicles, depot and buildings. EK-Verlag, Freiburg 2001, ISBN 3-88255-686-2 .

Web links

Commons : Leipzig – Hof railway line  - collection of images, videos and audio files

• East corridor - section center DB Netz project website
• Data and pictures of the route on sachsenschiene.net

Individual evidence

1. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
2. ^ Wilfried Rettig: The railways in Vogtland.  Volume 1: Development, main lines, vehicles, depot and buildings. P. 10.
3. ^ Wilfried Rettig: The railways in Vogtland.  Volume 1: Development, main lines, vehicles, depot and buildings. P. 10 ff.
4. ↑ Werner Schreiner : Paul Camille von Denis - European transport pioneer and builder of the Palatinate railways . Ludwigshafen 2010. ISBN 978-3-934845-49-7 , p. 76.
5. ^ Wilfried Rettig: The railways in Vogtland.  Volume 1: Development, main lines, vehicles, depot and buildings. P. 10 f.
6. ^ Wilfried Rettig: The railways in Vogtland.  Volume 1: Development, main lines, vehicles, depot and buildings. P. 12.
7. ^ Wilfried Rettig: The railways in Vogtland.  Volume 2: secondary and narrow-gauge lines, accidents and anecdotes. EK-Verlag, Freiburg 2002, ISBN 3-88255-687-0 , p. 7.
8. ↑ Erich Preuß , Reiner Preuß : Saxon State Railways . 1st edition. transpress Verlagsgesellschaft mbH, Berlin 1991, ISBN 3-344-70700-0 , p. 142 .
9. ^ Wilfried Rettig: The railways in Vogtland.  Volume 1: Development, main lines, vehicles, depot and buildings. P. 54.
10. ↑ Hans-Joachim Fricke: The inner-German border and its effects on rail traffic. Zeit und Eisenbahn Verlag, Landsberg-Pürgen 1980, ISBN 3-921304-45-8 , p. 125 f.
11. ^ Wilfried Rettig: The railways in Vogtland.  Volume 1: Development, main lines, vehicles, depot and buildings. P. 185.
12. ↑ Information and pictures about the tunnels on route 6362 on eisenbahn-tunnelportale.de by Lothar Brill
13. ↑ Hans-Joachim Fricke: The inner-German border and its effects on rail traffic. Verlag Zeit und Eisenbahn, Landsberg-Pürgen 1980, ISBN 3-921304-45-8 , p. 126.
14. ^ Reinhard Heinemann: Transport projects German unity: A masterpiece of transport policy. In: Main Association of the German Construction Industry (Hrsg.): Weitblick. no place, 2012, ISBN 978-3-00-038025-9 , pp. 63–65.
15. ^ On November 25th, Deutsche Bahn puts the modernized Altenburg – Paditz section into operation. Deutsche Bahn AG, November 19, 2013, archived from the original on November 21, 2013 ; Retrieved November 21, 2013 . 
16. ^ Wilfried Rettig: Plauen / V-Cheb (Eger) - The PE railway line in the Euregio-Egrensis. Verlag Jacobi, Fraureuth 2007, ISBN 978-3-937228-01-3 , p. 78.
17. ^ Wilfried Rettig: Plauen / V-Cheb (Eger) - The PE railway line in the Euregio-Egrensis. Verlag Jacobi, Fraureuth 2007, ISBN 978-3-937228-01-3 , p. 80.
18. ↑ City-Tunnel-Leipzig, additional network measures (NEM) project section Engelsdorf (a) - Gaschwitz (a). (No longer available online.) Jaeger Group Bernburg, archived from the original on December 14, 2013 ; Retrieved July 13, 2013 . 
19. ↑ ^{a b} Electricity will be switched on on November 9th on the new overhead line system between Plauen upper station and Hof Hauptbahnhof. Deutsche Bahn AG, November 8, 2013, archived from the original on November 21, 2013 ; Retrieved November 21, 2013 . 
20. ↑ ^{a b} Reichenbach ‒ Hof: Deutsche Bahn hands over newly built overpasses and 15 kilometers of electrified line between Herlasgrün and Plauen. Deutsche Bahn AG, December 12, 2012, archived from the original on September 28, 2013 ; accessed on October 7, 2016 . 
21. ↑ Electricity through the Vogtland . In: DB Welt , Region Southeast . No. 1 , 2014, p. 17 .
22. ↑ eisenbahn-magazin 12/2013, p. 26.
23. ^ Sven Heitkamp: Saxony - major construction site of the railway . In: Saxon newspaper . tape 72 , March 10, 2017, ZDB -ID 2448502-0 , p. 23 ( online ).
24. ↑ https://bauprojekte.deutschebahn.com/p/paditz-lehndorf
25. ↑ Deutsche Bahn will modernize the Elstertal Bridge in the Saxon Vogtland from the end of 2021. Deutsche Bahn is planning the "Elstertal Bridge Railway Overpass". Deutsche Bahn , June 4, 2020, accessed on June 4, 2020 . 
26. ↑ Götz Gemeinhardt: The undreamt-of railway potential. Wirtschaftsregion Hochfranken eV, accessed on June 5, 2020 . 
27. ↑ ^{a b} Planning agreement signed: Wendegleis Hof Mitte. Deutsche Bahn , December 19, 2019, accessed June 5, 2020 . 
28. ^ Manfred Berger: Historic train station buildings I - Saxony, Prussia, Mecklenburg and Thuringia. 2nd, revised edition. transpress Verlag, Berlin 1987, ISBN 3-344-00066-7 , p. 59 ff.
29. ^ Leipzig Bayerischer Bahnhof. DB Station & Service AG, accessed on October 30, 2018 . 
30. ^ Leipzig MDR. DB Station & Service AG, accessed on October 30, 2018 . 
31. ↑ Leipzig-Connewitz. DB Station & Service AG, accessed on October 30, 2018 . 
32. ^ Markkleeberg North. DB Station & Service AG, accessed on October 30, 2018 . 
33. ↑ Markkleeberg. DB Station & Service AG, accessed on October 30, 2018 . 
34. ↑ Markkleeberg-Großstädteln. DB Station & Service AG, accessed on October 30, 2018 . 
35. ↑ Julia Tonne: Parliament rejects the petition from Großdeuben - the stop will not be made accessible. In: Leipziger Volkszeitung. December 11, 2017, accessed October 30, 2018 . 
36. ^ The Böhlen Werke stop at www.sachsenschiene.net
37. ^ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - the Kieritzsch – Chemnitz and Leipzig – Geithain railway lines. Bildverlag Böttger, Witzschdorf 2006, ISBN 3-937496-17-3 , p. 84 ff.
38. ↑ Deutzen. DB Station & Service AG, accessed on October 30, 2018 (not yet updated by DB). 
39. ^ Regis-Breitingen. DB Station & Service AG, accessed on October 30, 2018 . 
40. ↑ The Treben – Lehma stop on www.sachsenschiene.de
41. ^ Manfred Berger: Historic train station buildings I - Saxony, Prussia, Mecklenburg and Thuringia. 2nd, revised edition. transpress Verlag, Berlin 1987, ISBN 3-344-00066-7 , p. 62.
42. ↑ The Paditz stop on www.sachsenschiene.net
43. ^ Lehndorf (Kr Altenburg). DB Station & Service AG, accessed on October 30, 2018 (not yet fully updated by DB). 
44. ↑ Ponitz. DB Station & Service AG, accessed on October 30, 2018 . 
45. ↑ Crimmitschau. DB Station & Service AG, accessed on October 30, 2018 . 
46. ↑ The Schweinsburg-Culten stop on www.sachsenschiene.net
47. ↑ Schweinsburg-Culten. DB Station & Service AG, accessed on October 30, 2018 . 
48. ^ The Werdau Nord stop at www.sachsenschiene.net
49. ^ Werdau North. DB Station & Service AG, accessed on October 30, 2018 . 
50. ^ Rainer Heinrich, Wilfried Rettig: The railway line Werdau-Weidau-Mehltheuer. Kenning Verlag, Nordhorn 2005, ISBN 3-933613-65-5 , p. 53.
51. ↑ Werdau. DB Station & Service AG, accessed on October 30, 2018 . 
52. ^ Wilfried Rettig: The railways in Vogtland.  Volume 1: Development, main lines, vehicles, depot and buildings. P. 19.
53. ^ Wilfried Rettig: The railways in Vogtland.  Volume 1: Development, main lines, vehicles, depot and buildings. P. 23.
54. ^ Rainer Heinrich, Wilfried Rettig: The railway line Werdau-Weidau-Mehltheuer. Kenning Verlag, Nordhorn 2005, ISBN 3-933613-65-5 , pp. 121f.
55. ^ Wilfried Rettig: The railways in Vogtland.  Volume 1: Development, main lines, vehicles, depot and buildings. P. 38 f.
56. ↑ Gero Fehlhauer: With the Reichsbahn across the zone border. A Saxon-Bavarian post-war story. EK-Verlag, Freiburg 2009, ISBN 978-3-88255-728-2 , p. 54.
57. ^ Wilfried Rettig: The railways in Vogtland.  Volume 1: Development, main lines, vehicles, depot and buildings. P. 42.
58. ↑ Gero Fehlhauer: With the Reichsbahn across the zone border. A Saxon-Bavarian post-war story. EK-Verlag, Freiburg 2009, ISBN 978-3-88255-728-2 , p. 64 ff.
59. ↑ The stop at Hof Nord on www.sachsenschiene.net
60. ↑ Sendner-Rieger, p. 75