Leipzig – Dresden railway line

	-0.089	Leipzig Central Station	123 m

		to Bitterfeld , to Halle , to Großkorbetha

		to Geithain
		Bundesstrasse 2 , Bundesstrasse 6 , Bundesstrasse 87
	~ 3.400	Leipzig-Connewitz – Leipzig Hbf
	3.500	Leipzig-Sellerhausen	125 m
		from Abzw Torgauer Str
	3.680	Junction Püchauer Strasse
	3.7	LZB start
		Leipzig Eilenburger Bf-Eilenburg
	4.000	EÜ Wurzener Strasse (15 m)
		Leipzig-Engelsdorf-Leipzig-Wahren
	4.690	Leipzig-Paunsdorf	130 m
	4,726	EÜ Theodor-Heuss-Strasse (17.5 m)
		from Leipzig-Wahren and from Leipzig-Connewitz
	6.080	Industrial site east
	6.000	Leipzig-Engelsdorf Gbf
	7.020	Leipzig-Engelsdorf Hp	130 m
	7.710	Engelsdorf East
	8.590	Abzw Althen (freight train track to Borsdorf)
	9.100	Federal motorway 14
		Bundesstrasse 186
	10.480	Parthe (14 m)
	11.450	Borsdorf (Sachs)	127 m
		after Coswig Abzw B
	14.000	EÜ Steinweg (10 m)
	14.870	Gerichshain	140 m
	16.100	Posthausen
	17.700	Makers (Sachs)	142 m
	~ 18.500	Make doers
	19.180	Bk Zauche (abandoned in 1996)
	21.430	Altenbach	125 m
	23.380	Bennewitz formerly Wurzen West
	23.870	EÜ Bundesstrasse 107 (13.8 m)
	24.660	Mulde bridge (338.5 m)
	24.810	EÜ Triebgraben (56 m)
	25.450	EÜ Dehnitzer Weg (15 m)
	25.700	Spice up	124 m
		to Glauchau
		to Eilenburg
		EÜ Bundesstrasse 6 (11.24 m)
	28.650	Kornhain Abzw D	140 m
	32.620	Cooling	155 m
	35.760	Dornreichenbach	152 m
	43.240	Dahlen (Sachs)	154 m
	52.790	Oschatz	128 m
		Narrow-gauge railway to Mügeln and Strehla
	52.855	EÜ Bahnhofsstraße (9 m)
	53.238	Döllnitzbrücke ( narrow-gauge railway Oschatz – Strehla )
		Awanst Schmorkau
		Strategic train to Röderau
	54.754	EÜ farm road (15 m)
	57.870	Bornitz (b Oschatz) (formerly Bf)
	59.4	LZB end
	64.156	EÜ Rostocker Straße (14.5 m)
	65.150	Junction Riesa Stw W5
		Chemnitz central station , to Nossen
	65.870	Riesa	106 m
	66,461	Elbe bridge (369 m)
	67.800	Flood bridge
		Third track
	68.300	Junction Röderau arch triangle
		Connection arch to Röderau
	68.505	EÜ Zeithainer Strasse (12.5 m)
		from Jueterbog
	69.550	Zeithain curved triangle junction
		to Elsterwerda
		Federal Highway 169
	72.220	Elbe-Elster raft canal (11 m)
	72.260	Bk Glaubitz (b Riesa) Hp	100 m
	74.800	Nünchritz since 2003
	75.542	EÜ Weißiger Strasse (17 m)
	77.410	Weißig (b Großenhain) (passenger traffic until 2003)
	78,063	EÜ farm road (12.6 m)
	79.750	Junction Leckwitz
		to Abzw Kottewitz
		from Großenhain Cottb Bf
	84.700	Priestewitz	147 m
	92.940	Oberau Tunnel (513 m; removed in 1933)
	95.690	Niederau	133 m
	97.280	EÜ Meißener Strasse (10.8 m)
	97.500	Weinböhla Hp since 2002
	98.280	EÜ Sörnewitzer Strasse (13.8 m)
	98.595	EÜ Köhlerstraße (12 m)
	98.600	Abzw Elbgaubad
		Connection arch to Neusörnewitz
	100.000	EÜ Auerstraße (15 m)
		from Borsdorf (Sachs)
	100.260	Coswig District 1	113 m
	101.475	EÜ Dresdner Strasse (11 m)
	101.930	Coswig (b Dresden)	110 m
		to Dresden-Friedrichstadt
		to Pirna (S-Bahn)
		Dresden – Berlin
	103.840	Radebeul-Zitzschewig *	110 m
		from Berlin
	104.240	Radebeul Nord junction (formerly Lößnitz )
	104.400	EÜ Johannisbergstrasse (15 m)
	105.780	Radebeul West *	113 m
	105.860	EÜ Bahnhofsstraße (15 m)
	106.446	EÜ Hainstrasse (10.8 m)
	107.780	Radebeul grapes *	114 m
		Narrow-gauge railway from Radeburg
	109.450	Radebeul East *	113 m
	110.440	EÜ forest road (10.8 m)
		Federal motorway 4
	111,351	EÜ Leipziger Strasse (21 m)
	111.541	EÜ Am Trachauer Bahnhof (12.75 m)
	111.570	Dresden- Trachau **	115 m
	111.987	EÜ Gaustraße (11.2 m)
	112,312	EÜ Alttrachau (14 m)
	112.795	EÜ Rehefelder Strasse (25 m)
	112.910	Dresden-Pieschen junction
		to Abzw Dresden-Neustadt Stw 8/6
	113.260	Dresden- Pieschen **	115 m
	113.284	EÜ Trachenberger Strasse (22.8 m)
	113.920	EÜ Großenhainer Strasse (65 m)
	114,442	EÜ Bundesstrasse 170 (49 m)
	114.678	EÜ Friedensstrasse (24.42 m)
	114.917	EÜ Johann-Meyer-Strasse (37.5 m)
	115.087	EÜ Fritz-Reuter-Strasse (43 m)
	115.116	EÜ Conradstrasse (23.5 m)
		from Görlitz
		EÜ Lößnitzstrasse
		Connection curve to Dresden-Neustadt Gbf
	115.936	Dresden-Neustadt	118 m
		from Abzw Dresden-Pieschen

	116.40 0 65.800	km change LD / BD line

		to Dresden Hbf – Děčín hl.n.

* Stopping point since 2013 on the parallel Pirna – Coswig railway line ** Stopping point since 2016 on the parallel Pirna – Coswig railway line

The Leipzig – Dresden line is a double-track electrified main line in Saxony . Of Leipzig on Wurzen , Oschatz and Riesa to Dresden leading route was in 1839 by the Leipzig-Dresden Railway Company built the first German long-distance railway, making it one of the oldest railway lines in the history of the railway in Germany .

The route has been expanded as the German Unity Transport Project No. 9 since 1993. According to the federal government, an estimated total cost of 1.451 billion euros was invested 1.053 billion euros by the end of 2012 ( dynamic planning, real estate acquisition and construction costs ). This means that investments of 398 million euros are still outstanding. By the end of 2013, 1.15 billion euros had been spent, 336 million euros were still outstanding. The expansion project is Template: future / in 5 yearsscheduled to be completed in 2030 .

history

First steam car ride on the Leipzig-Dresden Railway on April 24, 1837

prehistory

The idea of a railway that would connect Leipzig with Strehla was expressed by the Leipzig junker Carl Gottlieb Tenner before 1830. After the economist Friedrich List (1789–1846) published his plans for a German railway system in Leipzig in 1833 , in which Leipzig was intended to play the role of the central hub, Tenner's idea was given new impetus. In the same year a railway committee was founded, which on November 20, 1833, sent a petition to the first Saxon state parliament in Dresden to build a railway from Leipzig to Dresden .

After the construction of the railway had been approved by government decree on May 6, 1835, the Leipzig-Dresden Railway Compagnie was founded by twelve Leipzig citizens as a private stock corporation on May 22nd . The company's shares at a unit price of 100 thalers were fully subscribed within a day and a half, so that a capital of 1.5 million thalers was available.

In October 1835, the English engineers Sir James Walker and Hawkshaw checked the planned routes and preferred the northern route via Strehla (estimated cost: 1,808,500 thalers) to the one via Meissen (1,956,000 thalers).

construction

Provisional station restaurant near Althen with the “steam car” leaving, around 1837

Opening of the Leipzig-Dresden Railway line

On November 16, 1835, land acquisition began for the section between Leipzig and the Mulde Bridge north of Wurzen. On March 1, 1836, the groundbreaking ceremony took place at Machern . The realization of the route through the Macherner heights, the so-called Macherner piercing, was a special engineering achievement. This had to be carried out because the locomotives could not negotiate such an incline. The construction management for the entire project was in the hands of the Saxon headwater construction director Karl Theodor Kunz (1791–1863). But then the Strehla city council rejected the construction of the railway. The route in Riesa, seven kilometers to the south, was led across the Elbe. In 1837 the capital had to be increased to 4.5 million and later to 6.5 million thalers. On April 7, 1839, the first train crossed the Elbe bridge .

The route was commissioned in several stages:

1837, April 24, Leipzig – Althen (10.60 km)
1837, November 12, Althen –Borsdorf – Gerichshain (4.32 km)
1838, May 11th, Gerichshain –Machern (2.93 km)
1838, June 19, Weintraube – Dresden (8.18 km)
1838, July 31, Machern – Wurzen (8.00 km)
1838, September 16, Wurzen– Dahlen (17.53 km)
1838, September 16, Oberau – Coswig – Weintraube (13.44 km)
1838, November 3rd, Dahlen – Oschatz (9.56 km)
1838, November 21, Oschatz – Riesa (13.07 km)
1839, April 7th, Riesa – Oberau (28.45 km)

Oberau Tunnel , around 1840

On April 7, 1839, with the completion of the Riesa Elbe bridge, the entire route from Leipzig to Dresden was finally opened. The travel time between Leipzig and Dresden was three hours and 40 minutes. On the occasion of this event, a coin was issued with one of the English B locomotives that ran the route in the first few years.

The second track was laid immediately following the commissioning of the entire line. As early as October 1, 1840, the entire line could be operated on two tracks. This was made possible because the planum and all engineering structures were designed for this from the start. According to the English model, the route was used in left-hand traffic until 1884 .

In the operation of the Kgl. Saxon State Railways

Express train on the Leipzig – Dresden railway line, around 1900

On March 29, 1876, the general meeting of shareholders decided to sell the Dresden Railway to the Saxon State . On July 1, 1876, the operation and administration of the Leipzig-Dresden Railway was transferred to the Royal Saxon State Railways .

The railway monument in Leipzig has been a reminder of the development of the Leipzig-Dresden Railway from its creation as a private initiative by Leipzig citizens to its nationalization.

On December 4, 1915, the Saxon part of Leipzig Central Station , where the Dresden line also ended, went into operation.

After the First World War

On April 1, 1920, the Saxon State Railways merged with the newly established Deutsche Reichsbahn . The Leipzig – Dresden line now belonged to the Dresden Reichsbahndirektion .

From July 1, 1933 to July 1934, the Oberau tunnel was removed and turned into a cut . The cause was the insufficient cross-section for the clearance profile that increased over time . Although the line was double-tracked in the tunnel, only one train could pass it at a time because the distance between the tracks was too small .

The route after the Second World War

The second track was dismantled in 1945 as a reparation payment for the Soviet Union .

The previously four-track Coswig – Dresden-Neustadt section was also reduced to just one track in 1946. This meant that an important main line in Germany only had a fraction of its previous capacity. As an emergency solution, the train traffic between Leipzig and Dresden was now handled in one direction. From Leipzig to Dresden the trains used the LD line, but on the return journey from Dresden they ran via Meißen and Döbeln . However, this procedure proved to be problematic for the locomotive circulation, as additional locomotives were always required for heavy trains on the inclined route over Döbeln.

The second line track was rebuilt by 1967. Because the distance between the tracks had to be increased to four meters, the vaulted bridges had to be provided with reinforced concrete trays. The second track was rebuilt as part of a central superstructure renewal, which also included the renovation of the existing track.

At the beginning of the 1960s, plans began to electrify the line as a section of the Saxon Triangle . With the winter timetable 1969/1970 the electrical operation between Dresden and Riesa was started, from September 1, 1970 the remaining section was also operated electrically. Spun concrete masts were erected for the first time in the GDR . Power was supplied from the Karl-Marx-Stadt converter plant with two 25-megawatt machines and from the Muldenstein railway power plant with three 11.3-megawatt steam turbines via 110-kilovolt transmission lines. However, the existing performance was insufficient for the rapidly growing train traffic, so that steam and diesel locomotives continued to be used. Unrestricted electrical operation was only possible with the commissioning of the Dresden converter plant with three 32-megawatt machines.

The following table shows the opening dates of the electric train operation:

opening	route	comment
September 25, 1969	Leipzig Hbf – Wurzen
September 28, 1969	Riesa – Dresden-Neustadt
May 31, 1970	Wurzen-Riesa
May 10, 1974	Althen – Borsdorf junction	Freight train track

After completion of the electrification work, the shortest planned travel time with only one traffic stop in Dresden-Neustadt in the direction of Leipzig – Dresden was 68 minutes, in the opposite direction 69 minutes. However, new superstructure defects, in particular due to alkali-damaged concrete sleepers, led to drops in speed again after 1980 and thus to longer travel times of up to 91 minutes. After a long construction period, the third track between Radebeul West and East was still in operation, but Radebeul Ost station was no longer rebuilt. It therefore ended at the western end of the Radebeul Ost train station, and no track was ever laid on the completed new platform 5. The third track between Radebeul Ost and Dresden-Neustadt was also under construction, after long delays it was swiveled to the previous Leipzig-Dresden track around 1990, for example between the Großenhainer and Hansastraße railway overpasses. This means that the previously used track 1 was given up on this section.

The security technology was not completely modernized. With the exception of parts of the Wurzen and Riesa stations and the Dresden-Neustadt station, there were no more formal signals on the line for the 150th anniversary of the line in April 1989.

Expansion to the high-speed route

Transport projects for German unity (overview map)

After the German reunification in 1990, the line was one of the busiest railway lines in Germany and, like many other lines of the Deutsche Reichsbahn, was in urgent need of renovation and modernization. The project was approved by the Federal Cabinet on April 9, 1991 as the German Unity Transport Project No. 9 (VDE 9) .

The planned travel time between Leipzig main station and Dresden main station should be 47 minutes in the final state (as of 2014). In 1990 the travel time between Leipzig and Dresden was 90 minutes. In contrast , the expert draft on the Deutschland-Takt presented in October 2018 provides for a scheduled travel time between the two main train stations of 64 minutes, with stops in Riesa and Dresden-Neustadt.

planning

On behalf of the Free State of Saxony, the Institute for Railway Construction of the TU Dresden developed a rough alignment for a new line (NBS) Leipzig – Dresden, as part of a new axis Kassel – Leipzig – Dresden – Wroclaw – Cracow / Warsaw. The line was to follow the existing line from Leipzig to Oschatz, cross the Elbe twice and then reach Cossebaude in order to then reach Dresden on the expanded existing line. The 110 km should be covered without stopping at a maximum speed of 250 km / h in 36 minutes, at 300 km / h in 33 minutes (ICE, 3% standard surcharge). A variant provided for a more stretched line, south past Lommatzsch and Meißen .

In 1991 these plans were further developed. A new and expanded line to Berlin was to be removed from the Leipzig – Dresden line, which is still planned as a new line, at Machern .

By November 14, 1991, the Dresden and Halle Reich Railway Directorates had drawn up a decision-making study. Initially, it was planned to supplement the existing line with a new stretch of around 105 kilometers. The new line from Dresden Hauptbahnhof and the Oschatz area should run south and west of the Elbe throughout . The final concept should be made dependent on the results of ongoing investigations at the time. At a top speed of 250 km / h, the travel time of ICE trains would have been around 35 minutes.

On January 13, 1992, a supplementary investigation was submitted for different variants of a new line and an upgraded line. On January 23, 1992, the preliminary planning for both variants and the preparation of a synopsis for decision-making began. For economic reasons, the new line variant was discarded on March 19, 1992 and a combined new and upgraded line was pursued, which was supposed to be around one billion D-Marks cheaper than a pure new line.

According to the planning status of the laying of the foundation stone (1992), the upgraded line for 200 km / h should be completed in 1999 and cost 2.675 billion Deutschmarks. An expansion was planned over a length of 67 kilometers, 48 kilometers were to be newly built. Riesa was to be bypassed to the south with a new line that would have branched off the main line between Oschatz and Bornitz. The Jahntal should be spanned on an 800 meter long bridge, the Elbe with a new bridge near Merschwitz . The construction or renovation of 57 railway and 23 road bridges was planned for the entire 115-kilometer project. The two-kilometer-long Kockelsberg Tunnel was one of the other outstanding planned engineering structures. In a later expansion stage, a seven-kilometer-long new section was planned for the southern bypass of Wurzen. The travel time between the main train stations in Leipzig and Dresden should be reduced to 45 minutes for long-distance traffic. Completion was initially planned for December 31, 1998.

After an expansion of the Leipzig-Dresden and Berlin-Dresden railways in a 13 kilometer long and roughly parallel section was planned in the Federal Transport Infrastructure Plan in 1992 , these plans were later modified. Between Böhla and Radebeul, only the Berlin-Dresden Railway was to be expanded for express traffic and a link to the Leipzig-Dresden Railway was to be established. The aim was to save around 370 million D-Marks, significantly reduce interventions in nature and the landscape, and separate fast and slow traffic.

The preliminary draft planning for the entire project was completed on August 31, 1992 and handed over to the railway for review. It was confirmed in March 1993. The new line was to follow the existing tracks between Leipzig and Wurzen and between Kornhain and Bornitz. Riesa was to be bypassed to the south, the main line crossed at Medessen and finally threaded into the Berlin-Dresden railway at Böhla station. With 74 km of expansion and 41 km of new construction, the entire length of the line was to be expanded to 200 km / h.

The existing route essentially consisted of long straights and arcs with radii of around 1000 meters. For the expansion, a standard radius of 2780 meters and a standard camber of 100 millimeters were aimed for. Since this could hardly be achieved, the radius was reduced to a minimum of 1630 meters and the cant was increased in places to up to 160 millimeters. In the area of the Wurzen train station there is a drop in speed to 160 km / h, there the radius is only 1044 meters. It was originally planned to use tilting technology trains on the arch at 200 km / h. However, this has not been implemented.

The regional planning procedure for the new building section was in preparation in 1993. In 1995 the preliminary planning for the entire project was completed, the documents for the regional planning procedure for the Bornitz – Weinböhla section were in progress. A planned four-track electrical expansion between Engelsdorf and Leipzig was rejected on August 27, 1993 by decision of the Federal Ministry of Transport. The preparatory construction work in this section, which began in May 1993, was canceled.

In January and February 1994, the planned southern bypass around Wurzen was canceled, as was a connecting curve at Zeithain . Instead, Wurzen was driven through at 160 km / h. The travel time between Leipzig and Dresden in 1994 was 85 minutes.

The project suffered several years of delays for various reasons. Significantly changed planning bases in the Leipzig – Wurzen section led to the design planning and construction preparation in this section being abandoned. The regional planning procedure planned for the summer of 1993 for the southern bypass around Riesa and the connection to the Berlin-Dresden railway was not initiated. The Riesa southern bypass was finally canceled in March 1995 and instead it was planned to drive through the city with speed drops of up to 100 km / h; the preliminary draft planning, which began in mid-1995, was further delayed due to changes in the task at hand. For the section between Radebeul and Dresden Hauptbahnhof, the preliminary planning could not be started in the spring of 1992, as for the main part of the route, but only in May 1994, as the planning basis on the part of the customer was unclear for a long time. The preliminary planning in this section was presented to the Deutsche Bahn in November 1994, the approval was only given in December 1995. Furthermore, the rates of up to 500 million D-Marks per year provided in the budget were stretched by the Deutsche Bahn at the beginning of 1994 so that that with rates averaging 120 million DM annually, a deal would only be possible in 2008. After the funds available in 1993 and 1994 had been halved to around 100 million D-Marks per year due to tight federal funds, completion was no longer expected before the turn of the millennium.

The connection curve Weißig-Böhla to connect with the Berlin-Dresden railway line and the subsequent use of the Berlin-Dresden line from Böhla to Neucoswig is the only route change remaining in the planning. To date (as of 2013) there is no completion date for the Overall project.

In addition, a seven-kilometer 110 kV traction current line between Lüptitz and Wurzen and the Wurzen substation are to be built and the track system will be able to be controlled continuously by electronic interlockings .

The extension of the line is planned in three stages:

Construction stage: Expansion of the Leipzig – Riesa section for a maximum speed of 200 km / h. This stage started in 1993 and completed in 2002.

Construction stage: Expansion between Dresden Hauptbahnhof and Dresden-Neustadt. The upgraded line was expanded to three tracks and two S-Bahn tracks were added in this section. The planning approval decision for the project, which is divided into four sections, was issued on March 23, 2000. The financing agreement was concluded on July 6, 2001.

Construction stage: Riesa – Dresden-Neustadt. At the end of 2013, the draft planning and planning approval was pending in 4 of 13 plan approval sections .

The travel time between Leipzig and Dresden-Neustadt is to be reduced in long-distance traffic from 91 minutes before the start of construction work to 47 minutes. A source from 1997 mentions a travel time between Leipzig and Dresden-Neustadt of 96 minutes, which should drop to 56 minutes after completion. In the 2017 annual timetable, the minimum scheduled travel time between Leipzig Hbf and Dresden-Neustadt in long-distance traffic is 57 minutes.

The planning in 2002 was the responsibility of the Dresden project center of DB Projekt Verkehrsbau . The planning company Bahnbau Deutsche Einheit was previously responsible for the project.

realization

First construction stage: Leipzig – Riesa (1993–2002)

In May 1993, the expansion of the existing line between Weißig and Priestewitz began, followed a little later by the section between Leipzig-East and Engelsdorf and bridge work between Wurzen and Oschatz. The foundation stone for the upgraded line was laid on September 9, 1993 in Dahlen by State Secretary Wilhelm Knittel , Bahn Board member Peter Münchschwander and foreman Steffen Müller. In 1996 the first electronic interlocking in Saxony was put into operation in Oschatz .

In the urban area of Leipzig, the route was largely expanded for 160 km / h, from Leipzig-Paunsdorf for 200 km / h. In the section between Leipzig and Wurzen, the existing route was largely retained; In four places disengagements were necessary to achieve the new maximum speed. The construction section around Wurzen station (km 21.6 to 27.66) was upgraded for 160 km / h.

In the autumn of 1997, the Posthausen – Altenbach and Wurzen – Bornitz sections had already been expanded for 200 km / h. From May 1998 the Borsdorf – Altenbach section was driven at 160 km / h and the Wurzen – Riesa section at 200 km / h. In autumn 1999, the expansion of the Altenbach – Wurzen section (km 21.64 to 25.23) began, including a 1000 meter long re-routing in the Mulde area. In 1997 the electronic interlocking of the Machern transfer point went into operation. It was operated locally until the ESTW center in Wurzen was commissioned. After upgrading to the ESTW sub-center in Wurzen, operation was relocated to the Leipzig operations center.

The first construction stage Leipzig-Riesa was put into operation in 2002. Since then, the section has essentially been passable at 200 km / h (km 5–23 and 29–51) and has been equipped with line train control (km 3.6–59.5). The partial block mode is used between Borsdorf and Bornitz, which was used here for the first time on a route in the old network. The control area of the ESTW sub-center Wurzen extends from Leipzig-Engelsdorf to Bornitz and from Leipzig main station to Oschatz, continuous track switching is possible.

By the beginning of 2002, 530 million euros had been invested in the expansion of 51 route kilometers. With more than 220 trains per day, the route was considered the most important railway line in Saxony. When the Elbe floods in 2002 , two bridges, including one east of Riesa, were brought down and one dam was badly damaged. The section had to be completely closed on August 16, 2002. On October 31, 2002, regular operations with two single-track temporary bridges were resumed. At the end of August 2003, the second track at Röderau was put back into operation. The total damage to the route was put at around 60 million euros at the end of 2002. With the measures completed in 2003, travel time savings of 23 minutes were achieved. As part of the reconstruction after the floods, the three-track expansion between Riesa and Röderau, which was already planned from 2005, was brought forward. The additional track went into operation in December 2006. As part of the work, which cost more than 21 million euros, a new, single-track bridge over the Elbe was built parallel to the existing bridge. Because of the interlocking Abzw Röderau arch triangle that is still in the way , the third track runs into the route before the junction.

Second construction stage: Dresden-Neustadt – Dresden Hbf (2001–2010)

In 2010 the second construction phase, the expansion between Dresden-Neustadt and Dresden Hauptbahnhof, which began in 2001, was completed.

Third construction stage: Riesa – Dresden-Neustadt (since 2009)

As part of the third construction phase, the Riesa – Zeithain section including the three-track Elbe crossing has been completed and the connecting curve to the Dresden Railway has been put into operation. The 13-kilometer stretch between Dresden-Neustadt and Coswig began in autumn 2009 and was completed in March 2016. As part of the expansion, both long-distance traffic and the Dresden S-Bahn were each given two separate tracks. In addition, u. a. The signal box technology and the S-Bahn stops along the route were also completely renewed, and a new Dresden Bischofsplatz stop was built. Since June 12, 2016, the maximum speed in this section for long-distance and regional traffic has been increased from 120 to 160 km / h. A speed of 130 km / h is possible between the Radebeul Nord junction and the Coswig entry signal; the threading into the Coswig train station is designed for 100 km / h. The expansion sections belonging to the Leipzig – Dresden line have not yet begun at Riesa station , Röderau – Abzw. Zeithain and Abzw. Zeithain – Weißig.

Irrespective of the further work on the upgraded line, the section between Riesa and Dresden-Neustadt was partially upgraded to speeds higher than 120 km / h. Between Weißig (km 77.9) and Coswig (km 101.3) the route was upgraded for the use of active tilting technology and ICE T operated there at up to 160 km / h until 2008. In the meantime, the train control for tilting technology is no longer in operation. The maximum speed between Coswig (near Dresden) and Riesa is 120 km / h. Between Coswig (near Dresden) and Dresden there were four sections with permanent speed limits to 70 and 90 km / h, respectively, until the start of the expansion work (end of 2009). During the construction work, only one track was available between the stations Coswig and Radebeul West as well as Radebeul Ost and Dresden-Neustadt. Freight trains and IC traffic were diverted via Cossebaude. Since December 2014, a speed of 160 km / h has been permitted on the long-distance tracks between the Radebeul Nord and Radebeul Ost junction, and since June 2016 also on the long-distance tracks between Radebeul Ost and Dresden-Neustadt.

The four-track expansion between Dresden-Neustadt and Radebeul Ost (route kilometers 109.7 to 116.0) began in 2011. Deutsche Bahn justified the delays compared to the original planning with the overall financing of the construction project secured in October 2009. On March 20, 2016, the section between Dresden-Neustadt and Radebeul Ost was put into operation.

The still missing expansion part of the third section between Coswig and Riesa was registered by the Free State of Saxony for the Federal Transport Infrastructure Plan 2030 (planned completion by 2030 at the latest), which the Federal Cabinet, including the expansion route Leipzig-Dresden, decided on August 3, 2016.

By May 2020 the Dresden – Elsterwerda – Kötzschenbroda curve will be renewed and expanded to a speed of 130 km / h (previously 100 km / h).

Reconstruction of the integration in Leipzig Hbf (2013-2015)

Between the end of 2013 and November 2015, the integration of the line into the Leipzig Hbf station was fundamentally rebuilt . The superstructure and catenary systems were renewed, the stretch between the overpasses Bennigsenstrasse and Hermann-Liebmann-Strasse moved northward along the axis of the »second connecting line« Leipzig Hbf – Connewitz , and traffic tunnels I and II were demolished and filled. The main tracks in the platform hall have thus shifted from 20 and 21 to 14 and 15. This enables higher speeds at entrances and exits and reduces route exclusions, especially for trains that continue in the direction of Halle and Erfurt and come from there. The previous main tracks 20 and 21 were integrated into the new one in the area of the Leipzig-Dresdener Güterbahnhof station.

Leipzig-Dresden freight yard heading east before the main tracks swivel, August 3, 2014
After pivoting on October 1, 2014, the former route LC to Connewitz is on the left

Planned completion: 2020–2030

The line is to be equipped with ETCS Level 2 ( Baseline 3 ). In mid-2015, preparations were under way to equip the section between Radebeul Nord and Dresden-Neustadt with ETCS.

Assuming sufficient federal funds, completion was planned for 2014 according to plans from 2008. According to information from the Federal Ministry of Transport from 2011, the transport project should then be completed by 2016 if possible. According to the planning status from mid-2015, the expansion of the section between Zeithain (exclusively) and Leckwitz (exclusively) should start in 2020 at the earliest. This section was registered by the Free State of Saxony for the Federal Transport Infrastructure Plan 2030 .

The section between the Zeithain Bogendreieck and Leckwitz junction is to be expanded from 2020. The planning approval for the 8 km long section was applied for in February 2017, the documents were made public in April and May 2018, the public hearing took place in February 2019. The planning approval decision was issued on December 20, 2019. The implementation was put out to tender in October 2019. Preparatory work is to begin in spring 2020, the main construction work from October 2020. Completion is scheduled for 2027. The costs are expected to be around 100 million euros.

In 2019, Deutsche Bahn applied for a conversion in the west end of Dresden Central Station, through which the entry and exit speed should be increased to 80 km / n. Up to now, speeds of up to 60 km / h have been permitted.

The expansion of the Riesa train station and the section up to the Zeithain arched triangle should not begin before 2025. The planning of this section ( feasibility study and preliminary planning ) was tendered in February 2017 and the award was announced in June 2017. It is planned to increase the speed to up to 200 km / h, to set up an electronic interlocking with ETCS, an intersection structure and to adjust the lane plan in the Zeithain curved triangle junction and to remove two level crossings.

Costs, benefits and financing

From 2008 to 2012, total costs of 1.451 billion euros were always calculated. By the end of 2010, 942 million euros had been spent, at the end of 2011 it was 997 million euros and at the end of 2012 1.053 billion euros.

The European Union is contributing 50 million euros from the European Regional Development Fund to finance the third construction phase. Around 222 million euros were budgeted for the expansion in the Dresden-Neustadt-Coswig section, including almost 91 million euros for the expansion of the S-Bahn.

The initially planned new line had been calculated at 3.5 billion D-Marks. The new construction and expansion project was included in the urgent requirement of the Federal Transport Infrastructure Plan for 1992 at a total cost of DM 2.675 billion (1.368 billion euros, price as of January 1, 1991) . In September 1992, the planning company Bahnbau Deutsche Einheit calculated the same costs.

The expansion of investments made in the mid-1990s, with annual rates of 53.4 to 289 million DM (instead of the previously planned 100 to 560 million DM) led to a cost reduction to 2.313 billion DM. The planned completion was thus postponed from the end of 1998 to 2008 Up to 1995, the estimated costs could have been reduced to around 1.9 billion D-Marks through more precise planning that took into account the latest experience and requirements of Deutsche Bahn AG. Completion was not specifically foreseeable. At the end of 1996 the planned costs were 1.889 billion DM, of which 409 million DM had been spent by the end of 1996.

A cost-benefit analysis of the expansion project from April 2010 showed a benefit-cost factor of 4.2. According to the Deutsche Bahn, the market for long-distance travel between Berlin and Leipzig (all modes of transport) has a volume of around 6,000 journeys per day (as of 2013).

business

According to information from the Oberelbe transport association from April 2014, around 7,200 passengers were counted between Dresden and Riesa or Großenhain on weekdays, and 11,700 passengers between Dresden and Radebeul. The number of passengers between Dresden and Radebeul rose by six percent between 2011 and 2012.

Since November 2014, season ticket holders of the Verkehrsverbund Oberelbe (VVO) have also been able to use long-distance transport between Riesa and Dresden. According to VVO information from the end of 2015, more than 200 commuters made use of it every day. In the spring of 2017, up to 400 commuters were on the move every day during school. The VVO pays the Deutsche Bahn compensation for this.

In 2018, around 400 of the 9,400 planned long-distance trains on the route were canceled.

Development of travel time

The following table provides an overview of the development of the planned travel time in long-distance traffic

year	Dresden-Neustadt – Leipzig Hbf (in minutes)
1839	195
1939 (D208)	83
1987 (D454)	90
1991 (EC56)	91
1996 (EC56)	77
1999 (EC56)	66

year	Dresden-Neustadt – Leipzig Hbf (in minutes)
2000 (ICE)	59
2001 (ICE)	59
2003 (ICE)	63
2005 (ICE)	58
2007 (ICE)	63
2009 (ICE)	65
2011 (ICE)	65
2013 (ICE)	67
2015 (ICE)	59
2016 (ICE)	57
2018 (ICE)	58
2019 (ICE)	68
2020 (ICE)	58

Route description

The Leipzig Central Station from a bird's eye view

To the north of Leipzig Central Station , the consistently double-track line turns east through a densely built-up area. The Leipzig-Dresdner Gbf station, which has been part of the Leipzig-Volkmarsdorf station since 2004, is directly connected to the main station. In it, the three Saxon lines from Leipzig Hbf station lay parallel to each other. The abandoned platforms of the Leipzig Ost and Leipzig- Volkmarsdorf stops were located directly in front of the Hermann-Liebmann-Strasse road bridge (km 1.9) on the tracks of the 6361 / sä LC and 6366 / sä LG lines . The track connection from the Regio plant in the old LDE depot and the Leipzig – Geithain line to the Leipzig – Dresden line was expanded in summer 2014. This now leads slightly to the south-east, while the "second connecting line" to the Leipzig – Hof railway line to Zwickau and Plauen (- Hof ) , which was closed in November 2012, continues straight ahead and, after a 90 ° curve to the south, bridges the LDE. At the bridge on Torgauer Strasse there was a single-track connection to the Leipzig – Dresden line, which ended directly after the Leipzig- Sellerhausen stop at the Püchauerstrasse junction.

At km 3.9, the Leipzig-Anger – Leipzig-Heiterblick line - formerly part of the Leipzig – Eilenburg railway line and now part of the Leipziger Güterring - and shortly thereafter the Leipzig-Wahren – Leipzig-Engelsdorf railway - also part of the Güterring - is crossed. Because of the intermediate bridge over Riesaer Strasse and the insufficient height under the bridge of the Eilenburger Bahn, the tracks on the Leipzig – Dresden line had to be lowered to several hundred meters to enlarge the radius of the tub and the dome. Behind the Leipzig- Paunsdorf stop , the main line branches off to Geithain , which runs parallel to the LDE up to this point with two tracks, now only one. The route continues past the Leipzig-Engelsdorf marshalling yard . In the station area there are two connections to the Leipziger Güterring, on the one hand via the short connection at km 5.6 and on the other hand at the eastern head of the station at km 7.8.

The line has three tracks between Leipzig-Engelsdorf and Borsdorf . Before Borsdorf, at km 9.1, the Autobahn 14 , which was completed here in 1970, is crossed under . Exactly one kilometer later, in Althen, is the place where the trains from Leipzig temporarily ended in 1837. A memorial stone erected at Post 4 in 1987 commemorated the site. After the crossing was closed, the memorial stone was moved to the municipality of Althen. The second Leipzig-Dresden route 6386 / sä BC branches off via Döbeln at Borsdorf station . At Machern there is a three kilometer long and up to twelve meter deep cut in the terrain. It was one of the most massive earthworks in route construction.

In Wurzen the line , which runs slightly to the northeast from Borsdorf, reaches its northernmost point and crosses the Mulde . The Muldenbrücke, the first German railway bridge, was built in 1837/38 under August Königsdorfer in a simple wooden construction and with a length of 384 meters, spread over 19 openings, exceeded the Elbe bridge near Riesa by 39 meters. The Muldentalbahn via Großbothen to Glauchau and its northern continuation to Eilenburg , both regular-gauge branch lines , began at Wurzen station . The Muldentalbahn is still in operation as a connection to the water glass factory in Dehnitz. At the next junction in Kornhain, the route to Eilenburg was connected a second time, here from Dresden. The connecting curve, built mainly for military reasons, was occasionally used for diversions.

Oldest German railway bridge in operation from 1838

Federal highway 6 is crossed at km 29.25 over the currently oldest operating German railway bridge from 1838 . The route now runs again to the southeast, to the south the 312 m above sea level rises . NN high Collmberg , and reaches the Oschatz train station, which is mainly in a left-hand curve and is located north of the city. The 750 mm narrow-gauge railway to Mügeln begins in Oschatz ; the 750 mm- gauge line to Strehla separated from it in the station area until it was closed . 500 meters behind the train station, the line ran over three viaduct arches and over another through which the Döllnitz brook flows. Both bridge structures were part of a 406 meter long viaduct consisting of 25 arches until 1847. This was removed by embankment. As part of the expansion work in 1995, arches were widened in the area of the Döllnitz crossing, which means that the remains of the Döllnitz viaduct have not been used since then. Shortly afterwards, a standard gauge track was developed at the Mannschatz alternative junction , which was led over the old narrow-gauge subgrade to Strehla in order to bypass the Riesa Elbe bridge in the event of war.

Branch in Riesa: left to Chemnitz, right to Leipzig

The route continues eastwards to Riesa, where the routes from Chemnitz and Nossen converge. Behind the station, it crosses the Elbe on an arched bridge built between 1964 and 1966 . At Röderau and Zeithain , where there are two junction points of the routes to Falkenberg (Elster) and Elsterwerda , it now turns strictly to the southeast and crosses the Elbe-Elster raft canal in Glaubitz and the federal road 101 in Priestewitz . The Priestewitz – Großenhain – Ruhland route branches off there. The Leckwitz junction has been located between Nünchritz and Priestewitz since 2010, where the Weißig – Böhla railway branches off to the Berlin – Dresden line.

From Priestewitz it runs parallel to the Berlin Railway approximately to the south, whereby at Oberau also the well-known incision that was made when the Oberau tunnel was removed (515 meters long, 500 Freiberg miners and 2000 workers needed three years for the 9.6 meter wide tunnel) arose, is driven through. At the level of the former east portal of the tunnel, above the incision, there is a tunnel monument in the form of one of the ornamental pillars of the tunnel portal. In Niederau (km 95.7) there is the Niederau train station, the second oldest station building in Germany, which for a long time was the oldest in operation in Germany. Shortly afterwards, you reach the Weinböhla stop, which was only put into operation on December 15, 2002 . At km 98.6 you can still see the remains of the connecting curve to Neusörnewitz , which was closed in 1993, to the route via Döbeln , which flows into Coswig . Then the Berlin and Leipzig routes cross, the Berlin Railway continues to the left of the Elbe , which it crosses, to Dresden-Friedrichstadt . The Leipzig route continues to the right of the Elbe via Radebeul to Dresden-Neustadt , where it joins the Saxon-Silesian Railway shortly before the local train station . The LDE merges with the inner-city Dresden connection line, into which, now that the Elbe is crossed again with the help of the Marienbrücke , the Berlin and Albertsbahn also join and which in turn ends at the main station . Here it is continued by the Elbe Valley Railway.

Incidents

On October 2, 1877, the 302 passenger train coming from Dresden had an accident in Langenberg near Glaubitz . Due to an incorrectly set point, it ended up on a siding, broke through the buffer stop and then fell into the Elsterwerda-Grödel raft canal . Despite the considerable material damage, the accident ultimately resulted in only a few minor personal injuries, as most of the passengers, including the Saxon Minister Abeken , were able to jump off beforehand.
On February 25, 1956, the Dg 7137 drove into the flank of the passing D 94 from Dresden to Leipzig when it was being shunted at Bornitz station. The accident left 43 dead and 55 injured. See also: Bornitz railway accident
On June 29, 2001, there was almost a serious accident in Oschatz train station. The train driver of the ICE 1652 was signaled a speed of 180 km / h for a change to the opposite track, even though the switch connection may only be used at 100 km / h. The driver recognized the turnout set and braked down to 170 km / h. A software error in the LZB computer is assumed to be the cause.

literature

The first year of construction of the Leipzig-Dresden Railway. Extract from a report by the Board of Directors to the Committee of Shareholders . Leipzig 1836.
Germany's railways in 1845. Edited by Emil Bürger according to official reports from the respective railway directions and other reliable sources . Verlag C. Macklot, Karlsruhe 1845, pp. 85-93.
The Leipzig-Dresden Railway in the first twenty-five years of its existence. Memorandum for the celebration of April 8, 1864 . Published at the instigation of the directorate, Giesecke & Devrient, Leipzig 1864.
The Leipzig-Dresden Railway. for steam car travelers from Leipzig to Dresden and from Dresden to Leipzig. Weber, Leipzig 1838 ( digitized , digitized )
Fritz Borchert (Ed.): The Leipzig-Dresden Railway, Beginnings and Present of a 150-year-old . transpress VEB Verlag for Transport, Berlin 1989, ISBN 3-344-00354-2 .
Thomas Böttger, Wolfgang Thomas: LEIPZIG - RIESA - DRESDEN On the way on the oldest long-distance railway line in Germany . Bildverlag Böttger GbR, Witzschdorf 2013, ISBN 978-3-937496-27-6 .
Reinhard Münch: The day of the steam horse. The maiden voyage between Leipzig and Althen on April 24, 1837 on the first German long-distance railway line . Pro Leipzig e. V., Leipzig 2006, ISBN 3-936508-22-4 .
Niedermüller: The Leipzig-Dresden Railway is a work of Friedrich List. Grunow, Leipzig 1880 (digitized version)
Gerhard Schlegel (Hrsg.): Panorama of the railway between Leipzig and Dresden . Co-edition of the publishers transpress, Berlin and Tourist, Berlin a. a. 1989, ISBN 3-344-00348-8 (reprint of an original from 1839).

Web links

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

Leipzig-Dresden Railway. stadtwikidd.de , accessed on February 27, 2016 .
Route, operating points, signals and permitted speeds on the OpenRailwayMap

Individual evidence

↑ ^a ^b ^c ^d Planungsgesellschaft Bahnbau Deutsche Einheit mbH: The Leipzig-Dresden Railway: The Rail Transport Project German Unity No. 9. 12-page brochure, Dresden, 1993.

↑ ^a ^b ^c ^d ^e ^f Status report traffic projects German unity. (PDF; 198 kB) Status: June 2013. Federal Ministry of Transport, Building and Urban Development , June 2013, pp. 5, 17, 18 , archived from the original on October 17, 2013 ; accessed on July 14, 2018 .

↑ ^a ^b Status report on German unity transport projects. (PDF; 699 kB) Status: June 2014. Federal Ministry of Transport and Digital Infrastructure , June 2014, pp. 6, 18, 19 , accessed on July 14, 2018 .

^ Leipzig - Dresden. In: BauInfoPortal of Deutsche Bahn. Deutsche Bahn, accessed on February 27, 2019 .

↑ Deutsche Bahn plans to renovate and expand Riesa - construction to start in 2026. In: riesa.de. City of Riesa, February 8, 2019, accessed on February 27, 2019 .

^ Construction of the Leipzig-Dresden railway line

↑ ^a ^b ^c ^d ^e ^f ^g Ralf Rothe, Seckin Kurkut: Transport projects German unity expansion line Leipzig - Dresden and S-Bahn Dresden - Coswig . In: Railway technical review . No. 7/8 , 2008, ISSN 0013-2845 , p. 456-461 .

↑ Thomas Böttger, Thomas Wolfgang: Leipzig - Riesa - Dresden: on the way on the oldest long-distance railway line in Germany. Witzschdorf 2013, ISBN 978-3-937496-27-6 , p. 12.

↑ Joachim Braun: Out of the bushes . Steam operation between Leipzig and Dresden - a difficult beginning and a long end. In: Railway history . No. 53 , 2012, p. 4-8 .

↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k Planungsgesellschaft Bahnbau Deutsche Einheit (Ed.): Transport project German Unity Rail No. 9. ABS Leipzig - Dresden: balance sheet 1995 . 13-page brochure, Dresden, January 1996, pp. 2–6 and Appendix 1.

↑ ^a ^b Planungsgesellschaft Bahnbau Deutsche Einheit (Ed.): Transport projects German unity: tasks - ways to implementation - results. Transport policy working group of the SPD parliamentary group in the German Bundestag. Conversation with Prof. Dr. S. Defects, spokesman for the management of the Planungsgesellschaft Bahnbau Deutsche Einheit mbH (PB DE) . Berlin, 1995, p. 23.

↑ Target timetable Germany-Takt: First expert draft long-distance traffic. (PDF) SMA und Partner , October 9, 2018, accessed on October 21, 2018 .

↑ ^a ^b 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 .

↑ Federal Minister of Transport (ed.): The country needs new ways. Now! So that the future doesn't fall by the wayside: Leipzig-Dresden . Brochure (eight A4 pages) as of January 1992.

↑ ^a ^b Planungsgesellschaft Bahnbau Deutsche Einheit mbH (ed.): Information on the rail transport projects German unity in the state of Brandenburg (as of March 1993) .

↑ Federal Ministry of Transport (ed.): Transport projects German unity: projects, plans, laws, arguments . Bonn, August 1993, pp. 86-88.

↑ ^a ^b Planungsgesellschaft Bahnbau Deutsche Einheit (Ed.): Information on the implementation of rail transport projects . Brochure, 1992, without page numbering.

^ Konrad Spang, Gerd Dieter Ackermann: 200 km / h on the upgraded Leipzig - Dresden line. In: Railway technical review. 2000, issue 6, p. 378 ff.

↑ Federal Ministry of Transport (ed.): The 17 transport projects German unity at a glance . Reprint from Aktuell , 1995, p. 10.

↑ Munich-Berlin in just under four hours. In: Frankfurter Allgemeine Zeitung . No. 282, December 5, 1994, p. 10.

↑ Answer of the Federal Government to the small question of the MPs, Michael Groß, Wolfgang Gunkel, Sören Bartol, other MPs and the parliamentary group of the SPD , BT-Drs. 17/1714320 , question 51g, July 3, 2013.

↑ ^a ^b ^c ^d ^e BT-Drs. 17/444 Information from the Federal Government: Transport Investment Report 2009 (PDF; 19.9 MiB), pp. 28, 57 f.

↑ BT-Drs. 18/5520 Information by the Federal Government: Transport investment report for the 2013 reporting year (PDF; 87040 KB)

↑ ^a ^b Federal Ministry of Transport: Transport projects German unity. Status: 1997 . Brochure (50 A4 pages), Bonn 1997, p. 23 f.

↑ ^a ^b Billion building Leipzig - Dresden. In: Eisenbahn-Revue International . Issue 4/2002, ISSN 1421-2811 , p. 163.

↑ Laying of the foundation stone for the expanded Leipzig – Dresden line. In: Deutsche Bahn . No. 9/10, 1993, p. 729.

^ Project Center Dresden of the PB DE (Ed.): Hello, dear fellow citizens in Oschatz and Schmorkau . Four-page open letter from September 1996, taken from the collection of documents on the expansion line Leipzig - Dresden at the SLUB Dresden (signature 2001 4 005607 ).

↑ Planning Society German Unity (Ed.): Expansion line Leipzig - Dresden: Section Leipzig - Wurzen . Leaflet (six A4 pages), no location, no year (approx. 1994), taken from the collection of fonts on the expansion line Leipzig - Dresden at the SLUB Dresden (signature 2001 4 005607 ).

^ Project Center Dresden of the PB DE (Ed.): Hello, dear fellow citizens in Bornitz, Wadewitz and Canitz, in Merzdorf, Weida, Gröba and Riesa . Four-page open letter from September 1997, taken from the collection of documents on the expansion line Leipzig - Dresden at the SLUB Dresden (signature 2001 4 005607 ).

↑ Planning Society for German Unity, Project Center Dresden (ed.): Expansion line Leipzig - Dresden: Construction work between Altenbach and Wurzen currently . Four page brochure from September 1999.

↑ Federal Ministry of Transport, Building and Urban Development: Report on the expansion of the railways 2007 . Project No. 11, September 13, 2007.

↑ Interim flood balance . In: Eisenbahn-Revue International. Issue 4/2003, ISSN 1421-2811 , p. 148.

↑ ^a ^b The train is coming again: Deutsche Bahn and the reconstruction after the floods in 2002 . Berlin, approx. 2002, pp. 16 f, 46.

↑ One year after the flood. In: Eisenbahn-Revue International. Issue 10/2003, ISSN 1421-2811 , p. 428.

↑ Werner Nüse, Wolfgang Neubauer, Reiner Scheffler, Rainer Müller, Günter Scheiblich, Dieter Weidl, Ramona Geißler, Heike Berthold: The Riesa railway junction . Ed .: Museumsverein Riesa e. V. 2nd edition. Riesa 2007, p. 12-29 .

↑ Federal Ministry of Transport, Building and Urban Development: Status report of transport projects German unity. August 2010.

↑ ^a ^b Status report on German unity transport projects. (PDF; 608 kB) Status: May 2012. Federal Ministry of Transport, Building and Urban Development , May 2012, archived from the original on June 18, 2012 ; accessed on July 14, 2018 .

↑ ^a ^b ^c Christoph Springer: S-Bahn expansion - new stop in Dresden Neustadt. In: Dresdner Latest News . March 4, 2016, accessed April 1, 2016 .

^ Conditions of use for the rail network of DB Netz AG (SNB) as of May 14, 2007, p. 16.

^ D-Dresden: Construction work for railway lines. Document 2011 / S 13-020299. In: Supplement to the Electronic Official Journal of the European Union . January 20, 2011, archived from the original on May 12, 2014 ; accessed on June 13, 2016 .

↑ DB Mobility Logistics AG (Ed.): DB informs about S-Bahn expansion: Completion of Radebeul East-Meißen Triebischtal by 2014 realistic . Press release from July 8, 2010.

↑ ^a ^b Saxony remains a car country - little expansion of railways. In: mdr.de. Retrieved April 1, 2016 .

↑ Federal Ministry of Transport and Digital Infrastructure (Ed.): Federal Transport Route Plan 2030 . August 2016, p. 157 ( bmvi.de [PDF; 4.5 MB ; accessed on July 29, 2017]).

↑ Expansion of the Leipzig – Dresden line: Deutsche Bahn modernizes the Dresden – Elsterwerda – Kötzschenbroda (DEK) curve. Deutsche Bahn, June 13, 2019, accessed on June 18, 2019 .

↑ European Train Control System (ETCS) at DB Netz AG. (PDF; 1740 kB) (No longer available online.) DB Netz AG, April 2014, p. 10 , archived from the original on June 14, 2015 ; accessed on June 11, 2015 .

↑ ^a ^b Seckin Kurkut, Wolfgang Förster: VDE 9 ABS Leipzig-Dresden: 4-track extension between Coswig (b Dresden.) And Dresden-Neustadt . In: Railway technical review . tape 64 , no. 9 , 2015, ISSN 0013-2845 , p. 35-40 .

↑ Frederike Reinike: Vision. In: Main Association of the German Construction Industry (ed.): Weitblick , ohne Ort, 2012, ISBN 978-3-00-038025-9 , pp. 11-13.

↑ ^a ^b ^c Antje Steglichx: Only 47 minutes left . In: Saxon newspaper . tape 71 , December 23, 2016, ZDB -ID 2448502-0 , p. 11 ( sz-online.de ). Only 47 minutes left ( Memento from December 30, 2016 in the Internet Archive )

^ ^A ^b Expansion of the Leipzig – Dresden line: Deutsche Bahn prepares plans for the Riesa railway junction and announces the start of construction for the Zeithain – Leckwitz section. In: deutschebahn.com. Deutsche Bahn, March 3, 2020, accessed on March 3, 2020 .

↑ Expansion of the Leipzig – Dresden line: Deutsche Bahn is planning to modernize the infrastructure in the section of the Zeithain bend triangle – Leckwitz branch. In: deutschebahn.com. Deutsche Bahn, April 19, 2018, archived from the original on April 20, 2018 ; accessed on April 19, 2018 .

↑ Plan approval decision according to § 18 Abs. 1 AEG for the project expansion line Leipzig - Dresden (VDE 9) Abzw. Zeithain-Archendreieck (a) - Junction Leckwitz (a) km 70.800 - km 79.050 Line Leipzig - Dresden (6363) in Zeithain, Glaubitz and Nünchritz. (PDF) Federal Railway Office, December 20, 2019, p. 79 ff. , Accessed on December 29, 2019 .

^ Germany-Frankfurt am Main: construction work for railway lines. 2019 / S 204-497787. In: ted.europa.eu. October 22, 2019, accessed October 22, 2019 .

↑ Railway line no. 6240 Schöna Grenz-Dresden-Neustadt Railway km 62.770 to 63.680 “ABS LD (VDE 9) intersection structure Dresden Hbf. Km 63.215 line 6240/6241” in Dresden. (PDF) Application from DB Netz AG dated March 13, 2019, Ref.I.NG-SO-K. In: eba.bund.de. Federal Railway Office, October 18, 2019, accessed on October 26, 2019 .

↑ Germany-Frankfurt am Main: Services of architecture and engineering offices as well as planning-related services. Document 56450-2017. In: Supplement to the Electronic Official Journal of the European Union . February 14, 2017. Retrieved February 14, 2017 .

↑ Germany-Frankfurt am Main: Services of architecture and engineering offices as well as planning-related services. Document 2017 / S 122-247719. In: Supplement to the Electronic Official Journal of the European Union . June 29, 2017. Retrieved July 2, 2017 .

↑ Federal Ministry of Transport, Building and Urban Development (Ed.): Status report of traffic projects German unity . Status: May 2011. Berlin 2011.

↑ The EU grants 50 million euros for the expansion of the Dresden - Leipzig rail line. Press release 009/2012. Federal Ministry of Transport, Building and Urban Development, January 17, 2012, archived from the original on February 10, 2013 ; Retrieved January 17, 2012 .

↑ BT-Drs. 17/4270 Answer of the Federal Government to the small question of the MPs Dr. Anton Hofreiter, Winfried Hermann, Dr. Valerie Wilms, another member of parliament and the BÜNDNIS 90 / DIE GRÜNEN parliamentary group - printed matter 17/4035 - review of the rail requirements plan (PDF; 133 kiB), p. 2.

↑ Manuel Rehkopf: Complete commissioning of the new / upgraded VDE 8 line, DB Fernverkehr AG service concept . Presentation, August 26, 2013, p. 10.

↑ Jana Mundus: More and more commuters take the train . In: Saxon newspaper . April 19, 2014, ZDB -ID 2448502-0 , p. 19 .

↑ More and more commuters are using the ICE. In: sz-online.de. April 24, 2017. Retrieved May 27, 2018 .

↑ Christian Schlemper, press spokesman: Riesa commuters will continue to use ICE in the future. (PDF; 67.7 kB) In: vvo-online.de. Verkehrsverbund Oberelbe, December 10, 2015, accessed on May 27, 2018 (press release).

↑ Ticker: 400 long-distance trains between Dresden and Leipzig canceled. In: mdr.de. January 8, 2019, accessed January 20, 2019 .

↑ Around 80% of the trains after the entire route opens. In the fourth quarter of 1839, a minimum travel time of 210 minutes was set for the entire route, with a maximum travel time of 270 minutes. For the train operation see Ludwig Neumann, Paul Ehrhardt: Memories of the construction and the first years of operation of the Leipzig – Dresden Railway. Reprint of the original edition 1889–1890, Zentralantiquariat der DDR, Leipzig 1988, ISBN 3-7463-0141-6 , p. 47 (original p. 21).

↑ Heimatverein Elsterwerda und Umgebung e. V./Heimatverein for research into the Saxon steelworks-Gröditzer Stahlwerke GmbH (publisher): Train accident in Langenberg. In: 250 years of the Grödel-Elsterwerda raft canal 1748–1998 , Lampertswalde 1997, p. 37.

↑ Erich Preuss : Railway accidents at the Deutsche Bahn . transpress Verlag, Stuttgart 2004, ISBN 3-613-71229-6 , p. 107.

[pbde-1993-1] Planungsgesellschaft Bahnbau Deutsche Einheit mbH: The Leipzig-Dresden Railway: The Rail Transport Project German Unity No. 9. 12-page brochure, Dresden, 1993.

[bmvbs-vde-2013-2] ↑ ^a ^b ^c ^d ^e ^f Status report traffic projects German unity. (PDF; 198 kB) Status: June 2013. Federal Ministry of Transport, Building and Urban Development , June 2013, pp. 5, 17, 18 , archived from the original on October 17, 2013 ; accessed on July 14, 2018 .

[bmvbs-vde-2014-3] Status report on German unity transport projects. (PDF; 699 kB) Status: June 2014. Federal Ministry of Transport and Digital Infrastructure , June 2014, pp. 6, 18, 19 , accessed on July 14, 2018 .

[db-vde9-4] Leipzig - Dresden. In: BauInfoPortal of Deutsche Bahn. Deutsche Bahn, accessed on February 27, 2019 .

[5] Deutsche Bahn plans to renovate and expand Riesa - construction to start in 2026. In: riesa.de. City of Riesa, February 8, 2019, accessed on February 27, 2019 .

[6] Construction of the Leipzig-Dresden railway line