Neukieritzsch – Chemnitz railway line

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Neukieritzsch – Chemnitz main station
Section of the route map of Saxony (1902)
Route number :	6385; sä. KC
Course book section (DB) :	527, 525
Route length:	61.32 km
Gauge :	1435 mm ( standard gauge )
Route class :	CM4 (Neukieritzsch – Cossen) C4 (Cossen – Chemnitz Hbf)
Power system :	Neukieritzsch – Geithain: 15 kV 16.7 Hz  ~
Maximum slope :	10  ‰
Minimum radius :	300 m
Top speed:	160 km / h
Dual track :	Neukieritzsch – Borna Geithain – Narsdorf Wittgensdorf ob Bf – Küchwald
Legend from Leipzig Bayer Bf from Pegau 0.323 Neukieritzsch 144 m to court 1.611 Mine train 142 m 2.600 Flood bridge (80 m) 3.380 Pleißenbrücke (16 m) 3,539 Lobstädt 139 m 6.439 EÜ Deutzener Strasse (16 m) 6.872 EÜ Bundesstrasse 93 (16 m) 7.119 Borna (b Leipzig) 150 m 9.732 Petergrube 152 m 10.480 Wyhratal Viaduct (198 m) 11.240 Mine train 11,564 State road 51 12.285 Neukirchen-Wyhra (since 2005) 168 m 12.697 Neukirchen-Wyhra (until 2005) 170 m to Großbothen 15.066 Frohburg 179 m according to Kohren-Sahlis 19.262 Frauendorf (Sachs) ( PV until 2004) 205 m 19.690 Federal motorway 72 20,956 Niedergräfenhain Viaduct (204 m) 23.500 Geithain Viaduct (130 m) from Leipzig Hbf 25.112 Geithain 238 m 28.480 Bk Wickershain from Rochlitz (Sachs) Üst Narsdorf 31,180 Narsdorf (formerly Bf) 269 ​​m to Penig , to Altenburg 36.050 Bk Himmelhartha 38.127 Viaduct Göhren (297 m) 39.070 Viaduct Cossen (242 m; filled in 1968) 39.854 Cossen (tourist traffic until 2005) 254 m 41.545 EÜ farm road (11 m) 43.450 Bk Heiersdorf 45.782 EÜ Mohsdorfer Strasse (11 m) 46,320 Burgstädt Viaduct (405 m) 46.998 Burgstädt 317 m from Limbach (Sachs) 51,589 Wittgensdorf ob Bf 350 m 51.910 EÜ Obere Hauptstrasse (13 m) 53.500 EÜ farm road (11 m) 54,343 Wittgensdorf center 330 m 55.600 Viaduct Bahrebachtal (235 m) ( Federal Motorway 4 ) 56.300 Bk Chemnitz-Borna 56.931 EÜ Bornaer Strasse 57.144 Chemnitz-Borna Hp 310 m Küchwald – Grüna ob Bf from Grüna ob Bf from Wechselburg 58,570 Küchwald 301 m 58.654 EÜ Irrbornweg (14 m) 301 m to Chemnitz-Hilbersdorf 59.170 EÜ Schönherrstrasse 298 m 59.250 EÜ Werkgraben 59.535 Chemnitztal Viaduct (186 m) 299 m 60.050 Post track outer station – Postbahnhof 61.320 from Riesa from Dresden Hbf 61.723 Chemnitz central station 302 m Connecting track to the Chemnitz tram to Adorf (Vogtl) to Werdau arc triangle
Küchwald – Chemnitz-Hilbersdorf
Route number (DB) :	6263; sä. KCCh
Route length:	1.571 km
Gauge :	1435 mm ( standard gauge )
Legend from Grüna ob Bf from Wechselburg from Neukieritzsch 0.000 Küchwald 301 m 0.100 Irrbornweg 301 m to Chemnitz Hbf 0.602 Schönherrstrasse 301 m 0.700 Work ditch 1.097 Chemnitz Valley Viaduct 305 m 1.485 Postgleistunnel Außenbf – Postbf 310 m 1.571 from Abzw Chemnitz-Furth (end of route 6263) 310 m to Chemnitz-Hilbersdorf

The Neukieritzsch – Chemnitz line is a main line in Saxony . It branches off the main line Leipzig – Hof in Neukieritzsch and leads via Borna and Geithain to Chemnitz . It is part of the long-distance connection between Leipzig and Chemnitz. The line is electrified from Neukieritzsch to Geithain.

history

Prehistory and construction

Leipzig had had a rail link since the late 1830s, Chemnitz had a rail link in the early 1850s, but traffic between the two cities still required a long detour via Riesa. That is why the first railway committees were formed in the 1850s, demanding the construction of a line from Leipzig to Chemnitz. In addition to the industrial Mulde valley , other cities such as Borna , Burgstädt , Lausigk , Limbach and Penig would have benefited from the route. Each committee presented its own route, which preferred its own location as strongly as possible.

The various plans differed greatly, some provided for a direct route from Leipzig to Chemnitz, others from Kieritzsch on the Leipzig – Hof railway line to Chemnitz, and some did not even have Chemnitz as a direct destination. The city of Borna in particular vehemently demanded their rail connection. Although the city was only seven kilometers away from the Leipzig – Hof railway line, the city was increasingly falling behind economically due to the complex road transport. However, all plans were rejected by the Saxon state. A direct connection had already become unrealistic with the concession of the Borsdorf – Coswig railway line , as the Leipzig – Chemnitz connection would have been too close to the already approved railway line.

The city of Borna then applied for the Kieritzsch – Borna line to be built in 1864 at its own expense. This was granted, but the state reserved the management. Construction work began in October 1865 and was completed on January 14, 1867, delayed by the German War in 1866.

Bahrebachmühlen viaduct over the federal motorway 4

The Göhrener Viaduct, here still with the 9 small openings that were bricked up in the 1980s.

For the further construction in the direction of Chemnitz, the Saxon state also favored private financing, but there was no applicant who could show the finances necessary for the expensive route construction. Ultimately, the Saxon state parliament decided to build the line at state expense. However, there were long controversies about the planned route. A direct connection from Leipzig to Geithain was favored for a long time . Ultimately, for reasons of cost, it was decided to route from Borna via Geithain and Burgstädt to Chemnitz. Limbach , Penig and Rochlitz should also be connected via branch lines.

Work on the line began in the spring of 1869. At Göhren, Burgstädt and Chemnitz the construction of several large viaducts was necessary. On April 8, 1872, operations on the new line were opened. It was opened together with the branch lines to Limbach, Penig and Rochlitz. The municipal railway Kieritzsch – Borna had already passed into state ownership on October 1, 1870, so that there was now a continuous state railway between Leipzig and Chemnitz.

After 1945

In 1945 the second track was completely dismantled, but later rebuilt between Neukieritzsch and Borna and between Wittgensdorf and Chemnitz-Küchwald. On January 15, 1962, the Deutsche Reichsbahn began operating electric trains between Neukieritzsch and Borna.

Between 2004 and 2006, the Leipzig – Chemnitz line was modernized via Bad Lausick to increase the maximum speed to 160 km / h. More than 100 million euros have been invested in this. In this context, the second track between Geithain and Narsdorf was rebuilt as a meeting section and put into operation on December 11, 2005. The Cossen station was abandoned as an access point.

Since the completion of the construction work, there has been an hourly, fast train service between Chemnitz and Leipzig with the RE 6 (Chemnitz-Leipzig-Express) trains. The trains on the RE 6 line from Geithain to Chemnitz only need 26 minutes, compared to 39 minutes before 2005. With this expansion, the line was also expanded for operation with tilting technology . The travel time advantage due to the tilting technology alone is only three and a half minutes. An additional train crossing increases the travel time advantage to seven minutes. Tilting technology was used between December 10, 2006 and October 22, 2009 to reduce travel times. The trains left Leipzig at minute 33 and arrived at minute 27. After a malfunction occurred on a vehicle from the 612 series, the tilting technology had to be temporarily shut down on all vehicles in the series. A replacement timetable with longer travel times was then introduced between Chemnitz and Leipzig, which will last until the end of 2015. The trains have since left Leipzig at minute 26 and arrive at minute 33. Until 2011, there was also a pair of excursion trains on the RE 28 Leipzig – Chemnitz– Cranzahl on Saturdays and Sundays.

The section from Borna to Geithain was electrified in the summer of 2010, so that the MRB 2/70 local transport line, which formerly ran from Leipzig via Borna to Geithain , with the opening of the Leipzig City Tunnel, which can only be driven electrically, in December 2013 as S-Bahn line S4 Network of the S-Bahn Central Germany could be included. A new electronic signal box was built in Frohburg . Eight million euros were invested in total. From December 15, 2013, line S4 of the new network of the S-Bahn Central Germany used the section between Neukieritzsch and Geithain, from December 13, 2015 the S3, since December 13, 2015 it is the S6. Since the timetable change in December 2015, the Geithain – Chemnitz section has been served by the Transdev Regio Ost with locomotive-hauled wagon trains under the Mitteldeutsche Regiobahn brand . The rolling stock of the MRB was repeatedly criticized because of the lack of accessibility and air conditioning, the loud block brakes and the unreliability, which is why it now has an additional spare set. In addition, the MRB announced that it would procure other used cars. Contrary to the first announcements, there will be no air conditioning and W-LAN. In the Burgstädt – Chemnitz section, the Chemnitz City Railway continues to operate with diesel multiple units, since December 2015 as line C13 of the Chemnitz model .

outlook

In 2008 and 2009, the TU Dresden carried out a study on how the route would have to be expanded in order to be able to offer long-distance transport on this route in addition to the existing local transport. The result of the study was that the line would have to be (almost) continuously expanded to two tracks and continuously electrified in order to enable fast traffic (e.g. with electric ICE tilting technology ). At the beginning of 2009, the then Saxon transport minister Jurk announced that the necessary preliminary planning would be pre-financed by the Free State of Saxony.

At the end of January 2012, representatives of the Saxon State Ministry for Economic Affairs, Labor and Transport presented plans to close the electrification gap between Geithain and Chemnitz. Accordingly, the preliminary planning should be available by 2013. The start of construction was dated 2015/16, with a construction period of three years. With this gap closing, Chemnitz could be connected to the Central German S-Bahn network. The cost of closing this approx. 36 km long electrification gap was estimated at more than 100 million euros. A completely two-track expansion of the line from Neukieritzsch via Borna to Chemnitz was therefore planned in a further step.

At the beginning of January 2013, representatives of the Free State of Saxony and Deutsche Bahn AG signed a contract for the preliminary selection of variants for the expansion and electrification of the Chemnitz – Leipzig route. Now a route extension should be examined both over Bad Lausick and Borna. As a result of the preliminary investigation, the route via Bad Lausick was determined as the preferred option. The main advantages of this variant were given as a realizable travel time of 50 minutes as well as passenger-friendly transfer connections to the other long-distance lines in Leipzig Central Station. In July 2013, the Free State of Saxony and Deutsche Bahn signed a planning agreement for the further expansion and full electrification of the Leipzig – Chemnitz railway line. The Free State of Saxony provided planning funds of around 2.4 million euros for this purpose. The preliminary planning was completed in summer 2014 and presented to the public in August 2014. In the course of the Neukieritzsch – Chemnitz route, in addition to full electrification, lane map adjustments in particular were planned in the Geithain, Narsdorf, Burgstädt and Chemnitz-Küchwald stations. According to media reports, at least eight years and costs of around 250 million euros (including the associated measures in the course of the Leipzig – Geithain railway line ) were estimated for the project implementation. In 2014, the Free State of Saxony intended to commission the further planning in a timely manner and to finance this proportionately. The project has been registered for the Federal Transport Infrastructure Plan 2030 .

Since the evaluation of the project proposal could not be completed by the time the new Federal Transport Infrastructure Plan was published in 2016, now referred to as the Federal Transport Infrastructure Plan 2030 , the expansion project was initially only classified in the “Potential Need” category. After the evaluations of all project proposals in this category had been completed, they were upgraded to the “Urgent Need” category in summer 2018, so that implementation with commissioning before 2030 is realistic again. Although long-distance transport via Bad Lausick is still preferred in the long term because of the advantages mentioned above, initially only the actual electrification gap between Geithain and Chemnitz has been included in the "urgent need". This was given a benefit-cost ratio of 1.6.

The preliminary planning will be revised by the end of 2020. Because the regional express is to run every half hour in future, a double-track expansion of the Narsdorf – Cossen and Burgstädt – Wittgensdorf sections is also planned.

As of 2018, the long-distance transport concept of DB Fernverkehr AG did not include a Leipzig-Chemnitz connection, but as of October 2018 it was included in the company-neutral concept Deutschland-Takt .

From May to September 2019, the renewed DB Netz the viaduct Chemnitztal . The City-Bahn trains were discontinued during the construction period; the Regional Express trains ended at Küchwald station , the platform of which was temporarily extended.

From 2023-line Regional Express are on the new 6 between Leipzig and Chemnitz Akkumulatortriebwagen type Coradia Continental are used that are procured from Transport Association Central Saxony itself. With the trains approved for 160 km / h, the travel time between the two major cities should fall back to under an hour. After completion of the planned route electrification, the trains, which will be fully equipped for catenary operation, can continue to be used.

Route description

course

As far as Borna, the route runs largely parallel to federal highway 176 and from Neukirchen to Niedergräfenhain again follows the course of federal highway 72 . The catenary ends in Geithain station, with only the stump track for the trains to and from Neukieritzsch being spanned. Behind Geithain, the line reaches the central Saxon loess hill country and meets the disused Rochlitz – Penig railway in Narsdorf . After bypassing the village of Göhren in the quarter circle, the valley of the Zwickauer Mulde together with the Glauchau – Wurzen railway line (“Muldentalbahn”) is crossed on the Göhren viaduct . At Stein , the line approaches the disused railway line Wechselburg – Küchwald (“Chemnitztalbahn”) in the Chemnitz valley at a distance of up to 600 meters . The Burgstädt train station, located on the eastern edge of the city, is finally reached via a long city viaduct. After the disused line from Limbach-Oberfrohna joins the upper station in Wittgensdorf, the highest point of the line is reached. From here it leads with a maximum gradient of 1: 100 into the Chemnitz valley floodplain, where the Bahrebachmühlen viaduct crosses the federal highway 4 . After the industrial line from Grüna has been crossed under , the line at the Küchwald freight station meets the same line as the Wechselburg – Küchwald line from the direction of Wechselburg, which was previously largely parallel . After an elongated right-hand bend, the line finally reaches the facilities of the Chemnitz main station together with the lines from Riesa and Dresden .

Operating points

Neukieritzsch station

Neukieritzsch ⊙

→ Main article : Neukieritzsch station

The station Neukieritzsch (until October 3, 1936 only station Kieritzsch ) in 1842 together with the section of Leipzig-Altenburg Leipzig-Hof railway opened, the first rails were here since 1841. Nearby is a private railway settlement developed since the eponymous village Kieritzsch was about three kilometers 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; with the opening of the lines to Borna and Pegau (opened in 1909), the station developed into a small railway junction in the decades that followed. In addition to the house platform, it received an island platform and an outside platform with a total of four traffic edges.

A dense industrial railway network was created around the station as a result of the lignite mining. After 1945, the traffic performance continued to increase, especially in freight traffic, so that the station had to be extensively expanded. In the meantime, the station has been reduced to a few tracks.

The existing, non-barrier-free platforms are to be expanded from 2020. You get a uniform height of 550 millimeters and a length of 155 meters, with the option to extend to 170 meters, as well as elevators.

Lobstädt railway station

Lobstädt ⊙

Initially only opened as a Lobstädt stop on the private Kieritzsch – Borna line, the station was later expanded several times. Lobstädt was elevated to a station on May 1, 1905. The station gained greater importance through lignite mining, as there were several briquette factories in Lobstädt.

As early as the 1980s, the volume of traffic fell slightly, and a major slump occurred in the 1990s, as all briquette factories closed. Since September 9, 1999, after the dismantling of all tracks with the exception of the continuous main tracks and the decommissioning of both signal boxes, Lobstädt is only one stopping point.

The main platform has a length of 148.7 meters and a height of 380 millimeters, the outer platform, on the other hand, with a length of 140 meters and a height of 550 millimeters, has already been adapted to the S-Bahn, but not directly from Lobstädt accessible without steps.

Old Borna train station, around 1900

New Borna train station, 2012

Borna (b Leipzig) ⊙

The Borna (b Leipzig) Bahnhof as the terminus of the private railway was built near the city center. Due to the lignite mining and the extension of the route to Chemnitz, the importance of the station increased more and more. Soon it was no longer possible to expand at the previous location (near the intersection between today's federal highway 93 and federal highway 176 ). Therefore, a completely new train station was built on the outskirts of the city in 1903/04 to the southwest of the old location. This station went into operation on October 1st, and the old station served as a connecting line for goods traffic. In addition to connecting railways to various lignite opencast mines, a locomotive station with a two-tier boiler house was also built . From then on, various shunting locomotives were stationed here.

In the following decades, the station continued to grow. The last major construction work took place in the 1930s with the construction of the Borna – Großbothen railway line . The line first branched out at Neukirchen-Wyhra station, but the trains ran from and to Borna. After the end of the Second World War, the station experienced another increase in traffic, as there was hardly any foreign fuel available. Briquette production around Borna reached its peak in the 1960s, more than ten block trains with briquettes or raw lignite were driven off every day. With the electrification of the Leipzig – Borna section, the station also became a locomotive exchange station.

After 1989/90 the Borna train station began to decline rapidly, and all the briquette factories in the surrounding area closed in the first half of the 1990s, meaning that freight traffic almost completely collapsed. Today there is no longer any freight traffic, and the tracks have been severely dismantled. Only the reception building was renovated. The locomotive shed was demolished in 2017, and the goods floor followed in 2018. Deutsche Bahn is planning to build a system that will be used to clean the S-Bahn railcars at night.

The station already had five different names during its operation, in detail these were:

• until September 30, 1901: Borna
• until June 30, 1911: Borna near Leipzig
• until December 21, 1933: Borna b Leipzig
• since December 22, 1933: Borna (b Leipzig)

DB Station & Service has been running the station as Borna (Leipzig) station since May 28, 2000 , although the railway office has not been renamed. Both the house platform and the island platform with a total of three traffic edges do not currently offer barrier-free access to the trains. In 2019, construction work for a new access tunnel with a lift or ramp to the island platform is to begin.

Petergrube ⊙

The Petergrube stop was opened on December 1, 1950. The station was created primarily for rush hour traffic in the lignite mining area. There is no eponymous village, but Plateka (today part of Borna) is located directly northeast of the stop. The platform on the remote side is 320 millimeters high and only 99 meters long, so that no double units of the Talent 2 S-Bahn multiple units can stop. Especially during the operation by the S3 line, the trains from Leipzig therefore had to be divided in Borna or reunited in the opposite direction.

Neukirchen-Wyhra ⊙

The station was opened on May 1, 1902 as the Neukirchen-Wyhra stop ; This was preceded by long-term efforts by the affected communities. The station gained some importance in 1937 when the Borna – Großbothen railway branching off here was opened. The breakpoint was raised to the level of a train station and received two mechanical signal boxes of the "unit" design as well as two outer platforms, but the trains to and from Großbothen already began in Borna. In this context, the Borna – Neukirchen-Wyhra section has been expanded to two tracks. After only nine years of operation, the second track with the "cross line" was dismantled in 1946. When lignite mining south of Leipzig also affected the area south of Borna, a dense industrial railway network was created. Several factory railways branched off from this at Neukirchen-Wyhra station. Today the station is a stop again. The station building from the 1930s, which replaced the first station building from the early days, is still there, but is used for other purposes. The guard signal box remained in operation for a few years as a barrier post for the Schönauer Strasse crossing. During the new construction, the platform was moved north towards the old briquette factory. It is 140 meters long and 550 millimeters high and is completely barrier-free .

Entrance building of the Frohburg train station

Frohburg ⊙

→ Main article : Frohburg train station

Until the opening of the Frohburg – Kohren railway in 1906, the Frohburg station was pretty insignificant. A new section of the station was built south of the existing facilities for the line to Kohren. The station building consists of a central building, which is joined by two two-and-a-half-storey side wings, a goods shed, locomotive handling systems, two signal boxes and a farm building were also built. In 1980 the two mechanical signal boxes were replaced by a GS II Sp64b track plan signal box . As part of the expansion work, Frohburg station received an L90 electronic interlocking in 2004. The reception building has been owned by the city since 2012.

After traffic on the route to Kohren-Sahlis was stopped in 1967, the importance of the station declined again. To date, the station has been gradually reduced to two tracks, a short remnant of the branch line to Kohren-Sahlis is still used as a siding. The main platform was made barrier-free and has since been 145 meters long and 550 millimeters high . The intermediate platform that is still in place is not required for regular operations and has no regular access.

Reception building of Frauendorf train station, 2012

Frauendorf (Sachs) ⊙

When the route was opened, there was no other station between Frohburg and Geithain, but the surrounding towns soon applied for a train station. The Frauendorf stop was therefore opened on June 1, 1876, and in 1878 the station was converted into a stop. From then on, freight traffic was also possible. On May 1, 1905, the station was elevated to a train station, at that time Frauendorf already consisted of two main tracks with two platforms as well as two additional tracks with the corresponding freight transport systems with loading lane, goods shed and a combined head / side loading ramp. In addition, Frauendorf also served as a crossing station in order to achieve a higher level of passage between Frohburg and Geithain, which was necessary after increased traffic.

After 1990, the station was initially dismantled as a stop and abandoned entirely in 2004.

Geithain station reception building, 2011

Geithain ⊙

→ Main article : Geithain train station

Initially only a through station, Geithain station was completely rebuilt before the Leipzig – Geithain line opened in 1887 . In addition, a locomotive station was built. Geithain was also more important in freight transport, as large quantities of building materials from the nearby brickworks and quarries had been loaded into the station since the end of the 19th century. In Geithain station there were two mechanical signal boxes of the unit design. With the renovation in 2003, the station received an L90 electronic interlocking. The operator station has been located here from the start. The signal box controls the Leipzig – Geithain routes from Liebertwolkwitz and Neukieritzsch – Chemnitz between Frohburg and Wittgensdorf ob Bf. Since it was expanded with a second dispatcher workstation in 2005, the signal box, which has since been called “EStw Muldental”, is also responsible for the Borsdorf – Coswig line between Beucha and Leisnig .

The station area was given its current appearance from 2002, when large parts of the station were dismantled with the expansion of the Leipzig – Chemnitz line. The passenger traffic systems were completely rebuilt and made barrier-free. The main platform, the outer platform of the S-Bahn and the island platform are 550 millimeters high and at least 170 meters long.

Narsdorf train station

Narsdorf ⊙

→ Main article : Narsdorf train station

Initially a station was to be built on the Obergräfenhainer Flur, but the population prevented this. In Narsdorf, too, there was a rather negative attitude towards railway construction. The Narsdorf station , which opened on April 8, 1872, was therefore on the corridor border between Narsdorf and Dölitzsch . Since the branch line to Rochlitz or Penig branched off here, Narsdorf was of greater operational importance from the start. The trains on the Altenburg – Langenleuba-Oberhain railway line, which opened in 1901, were also continued to Narsdorf.

After the economic changes caused by the fall of 1989/90, the importance of the station decreased enormously. All traffic on the branch lines originating from Narsdorf was suspended by 2000. Almost all of the tracks were completely dismantled, so that Narsdorf is now just a stopping point. The two-track encounter section of Geithain, which was set up in 2004, ends in the former station area, the new platform is already in the single-track section. There is an eStw-A for the transfer point. The station building, the former boiler house and other buildings for freight traffic are empty today and are increasingly falling into disrepair. The new platform has a height of 550 millimeters and a length of 170 meters.

About a thousand meters south of the Nardsorf train station was the Nardsorf triangle with a mechanical signal box. Although the arched triangle enabled journeys to and from Obergräfenhain in the directions of Chemnit and Geithain, only the Narsdorf point could be remotely controlled from a mechanical signal box. The Obergräfenhain – Burgstädt leg, which is rarely used for diversions, has long been used as a siding for freight wagons. Shortly after the line in the direction of Langenleuba-Oberhain was closed, the switches were removed and the signal box was demolished.

Cossen train station

Cossen ⊙

The Cossen station was equipped with a reception building, a farm building, a free access, a tool shed, a residential building and two mechanical signal boxes of the unit design. There was no goods shed, although the station was primarily important for goods traffic. Instead there was a loading ramp and a loading lane. Several sand pits from the area loaded sand onto the railroad here, which was transported by light rail and cable car . At times, the Chemnitz railway maintenance office also had a branch, and the vehicle was a small car .

In the 1980s, the interlockings were gradually converted into just a track diagram interlocking with light signals, starting with the entry signals. The guard signal box on the south head could be abandoned. With the reconstruction of the line, the Cossen station also received an L90 EStw-A in 2004.

Today there are only two tracks left in the station, which are used by freight trains to and from Küchwald to cross passenger trains. The station was closed to passenger traffic on April 4, 2005. The buildings, if they still exist, are mostly empty today.

Burgstädt ⊙

The entrance building of the Burgstädt train station was initially identical to the one in Cossen and Frohburg, and Limbach train station was also given a similar building. In 1910 the building received an extension, the shape of which was even the subject of legal proceedings. The station was one of the most important intermediate stations on the railway line from the start. Around 1900, for example, around half a million people were processed annually. Since 1912 Burgstädt was also an express train stop. The station was also of considerable importance in freight traffic; in addition to several connections, the existing facilities included a goods shed, two signal boxes, two loading streets and two ramps (one head ramp and one side ramp). A small locomotive had been available for shunting tasks since the 1930s, and it also served the stations of Cossen and Wittgensdorf ob Bf with transfer runs. The vehicle was withdrawn from the station in the summer of 1991.

A bus station on the station forecourt was built in 2003 after the reception building from the early days had been demolished. The track systems have also been significantly reduced; of the original eight tracks, three of which are main tracks, only the continuous main track and a butt track connected to Chemnitz remain. There is a 550 millimeter high and 170 meter long platform on the continuous main track, and an equally high, 80 meter long platform on the stump track of the City-Bahn ending in Burgstädt. Both can be reached without steps.

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  Burgstädt railway station

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  Burgstädt train and bus station (2016)

Wittgensdorf ob Bf ⊙

Wittgensdorf ob Bf was opened on April 8, 1872 as Wittgensdorf station. Since the branch line to Limbach has branched off here since the station opened , Wittgensdorf Oberer Bahnhof was one of the most important operating points from the start. Freight traffic was also important in the early days, as this station was the closest train stop to numerous factories in the Chemnitz Valley. After the Wechselburg – Küchwald railway was opened in 1902 , freight traffic declined considerably, as the community of Wittgensdorf now received a second station, Unterwittgensdorf, on the route, which was much cheaper for the factories. In 1927 these two stations were renamed from Wittgensdorf to Wittgensdorf ob Bf and Unterwittgensdorf to Wittgensdorf und Bf . From Wittgensdorf ob Bf, the line is double-tracked again. Up until 2004 there were two electromechanical interlockings with light signals, they were replaced by an EStw-A of the L90 design.

Traffic on the route to Limbach-Oberfrohna was stopped in 2001. The station is still of operational importance, as a short section to a tank farm in Hartmannsdorf (near Chemnitz) is regularly serviced. It is also used to transport transformers to the substation of the network operator 50Hertz . This connection has been a side track of the station since 2005 . The goods shed was demolished in November 2012. The station building on the right has been empty for many years.

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  Wittgensdorf ob Bf (2015)

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  Wittgensdorf ob Bf, Former reception building at the old location (2019)

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  Wittgensdorf ob Bf, new stopping point since 2017 (2019)

The former 30 centimeter high island platform between the two continuous main tracks was originally accessible via an underpass, which, however, was filled in in 2010 due to considerable renovation needs. As a replacement, a level access was created, which had to be monitored and blocked by a local supervisor. That is why DB Station & Service intended to relocate the Wittgensdorf traffic station above Bf. In autumn 2017, construction work began on two 550 millimeter high external platforms in precast concrete construction, which are located closer to the town and can be reached from Oberen Hauptstrasse via stairs next to the railway overpass. Barrier-free access by means of ramps or elevators was not set up by DB Station & Service due to insufficient passenger numbers. The new platforms were put into operation on December 15, 2017, the dismantling of the previous central platform began shortly before.

Wittgensdorf Central Station (2016)

Wittgensdorf center ⊙

The Wittgensdorf Mitte stop consists of two outer platforms that are only 300 millimeters high . On the platform in the direction of Chemnitz there is a small, massive reception building with an attached wooden waiting hall, in the opposite direction there is just a wooden waiting hall. The breakpoint already had three different names during its operation, in detail these were:

• until April 30, 1898: Bahrmühle stop
• until October 1, 1927: Mittelwittgensdorf stop
• since October 2, 1927: Wittgensdorf Mitte stop

Chemnitz-Borna stop

Chemnitz-Borna Hp ⊙

The stop was opened on July 15, 1901, today only the Chemnitz City Railway stops here . The two 320 millimeter high outer platforms can be reached via Sandstrasse in Chemnitz-Borna. Between 1903 and 2004 a few hundred meters south-west was the breakpoint Chemnitz-Borna in the road evening Leite who used to freight station Chemnitz-Borna Ldst at the railway Küchwald-Obergrüna . The breakpoint already had four different names during its operating time, in detail these were:

• until June 30, 1911: Borna near Chemnitz stop
• until July 25, 1913: Borna b Chemnitz Hp
• until May 9, 1953: Chemnitz-Borna Hp
• until May 29, 1990: Karl-Marx-Stadt-Borna Hp
• since May 30, 1990: Chemnitz-Borna Hp

Küchwald station

Küchwald ⊙

→ Main article : Küchwald train station

In the 1880s, the existing train stations in Chemnitz were no longer sufficient for the greatly increased freight traffic. In addition to an urgently needed rail link for the numerous industrial companies in the north of the city, there was also no efficient marshalling yard. First a marshalling yard was planned roughly on the site of today's Küchwald station . Sufficient building land was available there, but the station would have been away from the main traffic direction Dresden – Zwickau – Reichenbach. The rising area south of the workshop station was therefore chosen as the new location . The Kieritzsch – Chemnitz line, like the Riesa – Chemnitz line, received a direct connection to the Hilbersdorf station, which is to be built . At the end of this connecting line, Küchwald branch was set up, in 1902 the station was opened together with the marshalling yard and the connecting railway. The trains on the Wechselburg – Küchwald railway line, which opened in 1902, also used the tracks on the Kieritzsch-Chemnitz line to the main station from here.

The station was soon expanded, as the Küchwald – Obergrüna industrial line had its starting point here in 1903 and other factories were set up in the area. In some cases, Küchwald also took on train formation tasks .

Traffic has decreased significantly since 1990. The route in the Chemnitz valley was closed in 2002, the route to Grüna in 2004, only the Chemnitz-Nord thermal power station is still served from here.

Chemnitz Central Station (2009)

On December 5, 2018, a 550 mm high and 90 m long outer platform on the right-hand track was put into operation for passenger traffic.

Chemnitz central station ⊙

→ Main article : Chemnitz Hauptbahnhof

Chemnitz Hbf train station from platform 5 to the north. In the center of the picture is track 28 for the RE to and from Leipzig, to the left of it are transition tracks 30 and 32 to the tram network

Today's Chemnitz Central Station was built in 1852 as the end of the Riesa – Chemnitz railway line . With the construction of the Chemnitz – Zwickau (1858), Chemnitz – Annaberg (1866), Borna – Chemnitz and Chemnitz – Adorf (1875) routes , it became one of the most important Saxon railway nodes. In addition to its validity in passenger traffic, the station was also important for goods traffic for a long time, until the end of the 1870s the station was the only one in all of Chemnitz with goods traffic. Since the 1990s, its importance has decreased significantly due to the general decline in traffic, the loss of long-distance traffic and some line closures. Freight traffic no longer takes place. The large Chemnitz Hbf train depot, which was later merged with the Chemnitz-Hilbersdorf depot, still exists today as the Chemnitz depot. To the north of the platforms, a connecting track branches off to the right into the Chemnitz tram network , which was built as part of the successive implementation of the Chemnitz model and enables the C13 trains coming from Burgstädt to transition into the tram network. These trains use the transition tracks 30 and 32 in the platform hall with platforms 3 and 4. The regional express trains turn on platform 28 at platform 5, which is 161 meters long and 550 millimeters high . Since the renovation of the Chemnitz Hbf train station, this track is the only one that is no longer spanned with catenary.

Civil engineering

Wyhratal Viaduct

Niedergräfenhainer Viaduct

All major bridges were prepared from the outset for double-track expansion.

Wyhratal Viaduct ⊙

The 198 meter long Wyhratal Viaduct at distance kilometers 10.48 bridges the river of the same name . It was built from September 1869 to August 1870, the construction costs of the eight-meter-high, twelve-arch viaduct amounted to around 70,000 thalers.

Niedergräfenhainer Viaduct ⊙

Just like the Geithainer Viadukt, the Niedergräfenhainer Viaduct would not have been necessary without the route relocation forced by the Geithain citizens. The structure, which cost around 150,000 thalers, was built from July 1869 to November 1871. The 200 meter long structure with twelve openings crosses a valley basin.

Geithainer Viaduct ⊙

The Geithainer Viaduct was built from July 1869 to September 1871. During the construction of the bridge, which cost around 75,000 thalers, the wet subsoil in particular turned out to be a problem, which is why the bridge piers were given extra-deep foundations . The maximum height of the structure is 17 meters, it is 110 meters long.

Göhrener Viaduct over the Zwickauer Mulde

Göhrener Viaduct ⊙

→ Main article : Göhrener Viaduct

The 412 m long Göhrener Viaduct was built from granite by around 5,000 workers between 1869 and 1871. The 68 meter high, 1.2 million taler expensive structure bridges the Zwickauer Mulde , the Cossen – Wechselburg road and the Glauchau – Wurzen railway . In addition to the large bridge openings crossing the deep Muldental, there were nine other, smaller openings in the direction of Chemnitz. The latter became so damaged in the 1980s that they were filled in in the mid-1980s, since then the viaduct is only 263 meters long. The remaining viaduct was completely renovated from 1997 to 2001 for around 20 million marks.

Cossener Viaduct ⊙

The 162 m long Cossener Viaduct had six arches with a clear width of 17 meters. The building, which cost around 69,000 thalers, had become so dilapidated in the 1960s that in 1968 five of the six openings were bricked up and then filled. Since a farm road led through the sixth opening, it was only considerably reduced in size.

Burgstädt city viaduct ⊙

The 427 meter long Burgstädt city viaduct is the longest engineering structure on the route. It was built in 1869/70 for around 90,000 thalers to avoid the filling of a railway embankment. With 34 openings with a span of 9.9 meters, a depression is crossed here, the maximum height of the viaduct is 7.5 meters. The viaduct had to be fundamentally repaired since the 1960s, but it did not come about due to financial difficulties. Similar to the Cossen Viaduct, all openings except for the necessary road crossings should be filled. In the meantime this bridge has also been renovated.

The renovated viaduct over the Bahrebach in 2010

Bahrebachtal viaduct ⊙

→ Main article : Bahrebachmühlenviadukt

The Bahrebach valley viaduct cost around 310,000 thalers. With the 230-meter-long bridge lying in a curve, not only the Bahrebach has been crossed since the 1930s but also today's federal motorway 4 . Since there was not enough space between the bridge piers to expand the originally four-lane motorway, the viaduct was extensively rebuilt from 1999 to 2003.

Chemnitz Valley Viaduct

Chemnitz Valley Viaduct ⊙

→ Main article : Chemnitz Valley Viaduct

The Chemnitz Valley Viaduct, which costs around 160,000 talers , was built between July 1869 and June 1871. It consists of a 180-meter-long multi-part steel girder, followed by a 118-meter-long brick bridge, the total length is 308 meters. The river Chemnitz is crossed on six steel lattice girders, each 25.5 meters long . The nine-arch masonry bridge section bridges the federal highway 107 with an opening of 11.7 meters , the remaining eight openings have a clear width of just 9.8 meters. This part lies in a slight curve.

Because of the noises made by the steel part when the train is running, it was also popularly known as the “rattle bridge”. This part of the bridge was renovated in 2003 for 1.5 million euros.

literature

• Erich Preuß , Reiner Preuß : Saxon State Railways , transpress Verlagsgesellschaft mbH, Berlin 1991, ISBN 3-344-70700-0
• 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

Web links

Commons : Neukieritzsch – Chemnitz railway line  - collection of images, videos and audio files

• Construction project Leipzig-Chemnitz in the BauInfoPortal of Deutsche Bahn
• Construction project Borna Bahnhof under the Deutsche Bahn's BauInfoPortal

Individual evidence

1. ↑ Route data on www.sachsenschiene.de
2. ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 7 f.
3. ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - the Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 8
4. ↑ ^{a b} Free State of Saxony and Deutsche Bahn initiate planning agreement for electrification and expansion of the Leipzig – Chemnitz line. (No longer available online.) DB Mobility Logistics AG, July 16, 2013, archived from the original on January 11, 2014 ; Retrieved July 19, 2013 . 
5. ↑ Dirk Bräuer: Timetable considerations for the electrification of the Leipzig - Chemnitz line. (PDF) Institute for Regional and Long-Distance Transport Planning, May 8, 2014, p. 5 , accessed on April 13, 2018 . 
6. ^ Deutsche Bahn, course book 2007
7. ↑ Jan Bartelsen: Tilting technology temporarily switched off in the VT 611 and VT 612. In: bahninfo.de. October 22, 2009. Retrieved April 13, 2018 . 
8. ^ Deutsche Bahn, Kursbuch 2015
9. ↑ Inge Engelhardt: Borna – Geithain line is being made fit for S-Bahn traffic. In: Leipziger Volkszeitung . June 21, 2010. Retrieved July 19, 2013 . 
10. ^ Jan-Dirk Franke: Train route to Leipzig: operator wants to replace Reichsbahnwagen. In: Free Press. March 31, 2018, accessed April 13, 2018 . 
11. ↑ Jan-Dirk Franke: Trains to Leipzig are not air-conditioned. In: Free Press. December 1, 2018, accessed January 8, 2019 . 
12. ↑ Chemnitz is to be linked to fast long-distance traffic again. In: Saxon newspaper. November 24, 2008, accessed February 12, 2012 . 
13. ↑ Samira Sachse: No fast long-distance traffic for Chemnitz. Saxony's Transport Minister Sven Morlok: Direct connection Chemnitz-Leipzig is currently not an issue. (No longer available online.) In: Freie Presse . April 26, 2010, archived from the original on January 1, 2017 ; Retrieved February 12, 2012 . 
14. ↑ Saxony is investing in the Chemnitz-Leipzig route ( memento of April 9, 2012 in the Internet Archive ). In: Mitteldeutscher Rundfunk , January 28, 2012. Retrieved January 29, 2012.
15. ↑ Contract signed for the preliminary selection of variants for the expansion and electrification of the Chemnitz – Leipzig route. Deutsche Bahn AG, January 4, 2013, archived from the original on February 15, 2013 ; Retrieved January 4, 2013 . 
16. ↑ Free State of Saxony and Deutsche Bahn initiate planning agreement for electrification and expansion of the Leipzig – Chemnitz line. Saxon State Ministry for Economic Affairs, Labor and Transport, July 16, 2013, accessed on August 21, 2014 . 
17. ↑ ^{a b c} Electrification and expansion of the Leipzig - Chemnitz route: preliminary planning completed. Saxon State Ministry for Economic Affairs, Labor and Transport, August 19, 2014, accessed on August 20, 2014 . 
18. ↑ Key results of the preliminary planning. (PDF; 220 KiB) Saxon State Ministry for Economic Affairs, Labor and Transport, August 19, 2014, accessed on August 20, 2014 . 
19. ↑ Jan-Dirk Franke: ICE connection for the region will come in eight years at the earliest. The preliminary planning for the expansion of the railway line from Chemnitz to Leipzig has been completed. The project will devour around 250 million euros. Freie Presse , August 19, 2014, accessed on August 21, 2014 . 
20. ↑ Mitteldeutscher Rundfunk (Ed.): Expansion of the Chemnitz-Leipzig railway line one step further . ( mdr.de [accessed November 15, 2018]).
21. ↑ Green light for electrification of the Chemnitz-Leipzig line . In: Free Press . ( Freiepresse.de [accessed on November 15, 2018]).
22. ^ Leipzig - Chemnitz. In: BauInfoPortal. Deutsche Bahn AG, accessed on January 25, 2020 . 
23. ↑ The new long-distance transport of the DB. Deutsche Bahn AG, accessed on November 15, 2018 . 
24. ^ Deutsche Bahn is modernizing the railway viaduct over Blankenauer Strasse in Chemnitz. Deutsche Bahn, February 27, 2019, accessed on March 15, 2019 . 
25. ↑ VMS press release from September 27, 2019
26. ↑ Kurt Kaiß, Matthias Hengst: Railway node Chemnitz - rail network of an industrial region , Alba, Düsseldorf 1996, ISBN 3-87094-231-2 , p. 72 f.
27. ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 84 ff.
28. ↑ Neukieritzsch. DB Station & Service, accessed on October 2, 2019 . 
29. ^ DB Netz AG: Citizen Information Neukieritzsch. (PDF; 2.3 MB) Construction work of the 2nd expansion stage Gaschwitz – Crimmitschau - section Böhlen-Werke – Neukieritzsch. (No longer available online.) In: bauprojekte.deutschebahn.com. April 5, 2017, p. 18 , archived from the original on June 25, 2018 ; accessed on June 25, 2018 . 
30. ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 89 f.
31. ↑ Lobstädt. (No longer available online.) DB Station & Service, archived from the original on June 25, 2018 ; accessed on June 25, 2018 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
32. ↑ DB Netze - Infrastructure Register
33. ^ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 91 ff.
34. ^ Borna (near Leipzig). (No longer available online.) DB Station & Service, archived from the original on June 25, 2018 ; accessed on June 25, 2018 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
35. ↑ Julia Tonne: Barrier-free train station and beer garden in Borna are picking up speed. In: Leipziger Volkszeitung. April 28, 2018. Retrieved June 25, 2018 . 
36. ↑ ^{a b} Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 96
37. ↑ Petergrube. (No longer available online.) DB Station & Service, archived from the original on June 25, 2018 ; accessed on June 25, 2018 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
38. ↑ Neukirchen-Wyhra. (No longer available online.) DB Station & Service, archived from the original on June 25, 2018 ; accessed on June 25, 2018 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
39. ^ Thomas Lang: Frohburg buys the town's train station. In: Leipziger Volkszeitung. June 28, 2012, Retrieved June 25, 2018 . 
40. ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 97 f.
41. ↑ Tracks in service facilities (LFB) , DB Netz AG (PDF; 80 kB; accessed on April 2, 2013)
42. ↑ Frohburg. DB Station & Service, accessed on October 2, 2019 . 
43. ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 99
44. ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 100 ff
45. ↑ Geithain. DB Station & Service, accessed on October 2, 2019 . 
46. ^ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 105 ff.
47. ↑ Narsdorf. DB Station & Service, accessed on October 2, 2019 . 
48. ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 97
49. ↑ ^{a b} Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 113 ff.
50. ^ Rainer Heinrich: Kleinlokomotiven in der Rbd Dresden - Use and home from 1930 to 1995 , EK-Verlag, Freiburg, ISBN 3-88255-437-1 , p. 59
51. ↑ Burgstädt. (No longer available online.) DB Station & Service, archived from the original on August 8, 2018 ; accessed on August 7, 2018 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
52. ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 117 ff.
53. ^ Disused routes in Saxony. List of federally closed lines in the state of Saxony that have been closed since 1994 In: eba.bund.de. Federal Railway Office, September 11, 2017, accessed on April 13, 2018 . 
54. ^ Wittgensdorf ob Bf. (No longer available online.) DB Station & Service, archived from the original on August 7, 2018 ; accessed on August 7, 2018 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
55. ↑ Deutsche Bahn continues modernization course in Saxony in 2017. (No longer available online.) Deutsche Bahn AG, March 9, 2017, archived from the original on November 7, 2017 ; Retrieved November 4, 2017 . 
56. ^ Sandra Häfner: Upper Wittgensdorf station soon only accessible via stairs. Freie Presse , November 3, 2017, accessed November 4, 2017 . 
57. ↑ MBC: Between Chemnitz and Burgstädt: Part VI "Wittgensdorf upper station" (updated: 12/2017). In: eisenbahnseite.de. December 22, 2017. Retrieved November 20, 2018 . 
58. ^ Wittgensdorf center. DB Station & Service, accessed on August 7, 2018 . 
59. ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 118 f.
60. ↑ www.sachsenschiene.net Wittgensdorf Mitte (accessed on April 2, 2013)
61. ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - the Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 121
62. ↑ Chemnitz-Borna Hp. (No longer available online.) DB Station & Service, archived from the original on August 7, 2018 ; accessed on August 7, 2018 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
63. ↑ Kurt Kaiß, Matthias Hengst: Railway node Chemnitz - rail network of an industrial region , Alba, Düsseldorf 1996, ISBN 3-87094-231-2 , p. 45 f.
64. ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 120 f.
65. ↑ Michael Brandenburg: The new Küchwald stop goes into operation on time. In: Free Press. December 6, 2018, accessed December 6, 2018 . 
66. ^ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 74 ff.
67. ↑ Chemnitz Hbf. (No longer available online.) DB Stations & Service, archived from the original on August 7, 2018 ; accessed on August 7, 2018 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
68. ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - the Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 59 ff.
69. ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 59
70. ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 59 f.
71. ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 60 f.
72. ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 61 ff.
73. ^ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 65 f.
74. ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 66 ff.
75. ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 68 ff.
76. ↑ Steffen Kluttig: Rail connections between Chemnitz and Leipzig - The Kieritzsch – Chemnitz and Leipzig – Geithain railway lines , p. 70 ff.
77. ↑ Dipl.-Ing. Sandro Zimmermann, DB Netz AG: Framework conditions for project implementation using the example of “NeiTech Leipzig – Chemnitz”. (PDF; 7.8 MB) June 22, 2007, accessed April 6, 2013 .