Bus traffic in Dresden

Daily bus transport in Dresden is mainly carried out by Dresdner Verkehrsbetriebe AG (DVB) and its subcontractors. The bus transport services of the regional bus companies are primarily attributable to it. These are primarily the city traffic from the neighboring cities of Freital and Heidenau , the latter as lines of the city traffic of Pirna . Thus, the (current) bus line A is since 1974 Plauenschen basic (original replacement for the Plauensche subway ), B since the 2000s, initially from Freital-Burgk coming to Coschuetz and F from the station Dobritz from overKreischa , Possendorf Freital and Kesselsdorf , i.e. from Lockwitz outside Dresden, and then back to Dresden ( Gompitz , Gompitzer Höhe) of the Freitaler city traffic as well as the bus line H / S (the two letters stand for the original endpoints Sonnenstein in Pirna, still today, and Heidenau), to Prohlis , track loop, operated in Dresden city traffic within the framework of the Upper Elbe Transport Association (VVO). In addition to daily bus traffic, there are numerous regional bus routes, especially the Saxon Switzerland-Eastern Ore Mountains regional bus service , which, after the VVO was founded in 1994, has been increasingly integrated into city traffic, especially in recent years.

Since the bus market was liberalized in 2013, Dresden has been served by numerous long-distance bus routes both nationally and internationally.

The forerunners of today's bus traffic can be traced back to 1705, the founding of the still existing Ratschaisträger zu Dresden , on horse-drawn bus lines from 1838, a first (motorized) "overland line" in 1912 and finally in 1914 the first urban bus line. The history also includes the operation of the trackless “ Haide Railway ” from 1903/04, the trolleybus operation from 1947 to 1975, the events of the two world wars and the upheavals after 1990. The association “Historische Kraftfahrzeuge des Dresdner Nahverkehr e. V. ", a summary or overall presentation of bus traffic in Dresden is not available as of 2019.

Bus line 61 with the highest capacity is the bus line 61 from Löbtau , which transports large parts of the students of the Technical University of Dresden during the semester and, especially during this time, has more passengers per day than all three Dresden S-Bahn lines combined.

Bus traffic in Dresden 2019

Dresden transport company

Hybrid articulated bus on line 62 at Pirnaischer Platz

The Dresdner Verkehrsbetriebe carry the bulk of the inner-city bus traffic. According to their own information, they operated a total of 29 bus routes with a total length of 315 kilometers and 461 stops (107 of which together with the tram ) with an average distance of 459 meters between the stops in their catchment area together with the contracted subcontractors . The longest bus line (63) is 24.8 kilometers long, the shortest (79) 2.6 kilometers. The DVB stated that the average travel speed for the bus network was 21.2 km / h as of December 31, 2018.

As of the reporting date, a total of 141 vehicles of the following types were available to operate this network:

As of September 29, 2019, the following lines were in operation, with the 60 lines running at 10-minute intervals (or shorter) on the trunk section according to the line concept of 2009, the lines from line number 71 upwards sometimes have significantly lower cycle times (exception: Bus route 75 in the section Leubnitz - city center also every 10 minutes) on:

line	Line course	Length in km	Driving time (HVZ) in minutes *
61	Weißig / TV tower - Bühlau - Loschwitz ( mountain railways ) - Schillerplatz ( Blue Wonder ) - Zwinglistraße - Strehlen - Technical University - Löbtau	20.2 / 19.6	63/60
62	Dölzschen - Altnaußlitz - ( Löbtau Süd -) - Plauen Town Hall- Prager Strasse - Pirnaischer Platz - Johannstadt	10.6	37
63	Löbtau - Zschertnitz - Mockritz - Strehlen - Schillerplatz - Loschwitz (mountain railways) - Pillnitz , castle	24.8	71
64	Reick - Gruna - Striesen - University Hospital - Waldschlößchen - Neustadt - Pieschen - Mickten - Kaditz	19th	60
65	Blasewitz , Schillerplatz - Seidnitz - Reick - Dobritz - Leuben - Heidenau / Luga	13.5	42
66	Freital-Deuben (as line B) - Coschütz / Mockritz - Central Station - Prohlis - Nickern / Lockwitz	19.1	52
70	Gompitz - Cotta - Trachau - Hellerau - Klotzsche - industrial area north	26.3	73
72	Elbepark - Altkaditz - Kaditz - Radebeul - Boxdorf - Hellerau - Klotzsche, Infineon	17.4	45
73	Wilder Mann - Döbelner Strasse - Pieschen S-Bahn station - Wurzener Strasse	3	11
74	Jägerpark - Waldschlößchen - Marienallee	2.7	9
75	Niederwartha - Cossebaude - Cotta - Friedrichstadt - Bahnhof Mitte - Postplatz - Prager Straße - Strehlen - Leubnitz - Goppeln	22.3	66
76	S-Bahn station Pieschen - Trachenberger Platz - correctional facility	3.2	8th
77	Airport - Karl-Marx-Strasse - Klotzsche, Infineon	2.7	8th
79	Mickten - Übigau	2.6	8th
80	Klotzsche train station - airport - Boxdorf - Trachau - Cotta - Omsewitz	23.9	65
81	Neustadt station - Liststraße - Wilschdorf	9.4	22nd
83	Pillnitz , Leonardo-da-Vinci-Strasse - Oberpoyritz - Graupa - Bonnewitz	7.2	17th
84	Schillerplatz - Loschwitz (mountain railways) - Steglichstraße - Oberloschwitz ( suspension railway ) - Rochwitz - Bühlau	9.5	25th
85	Striesen, Niederwaldplatz - Gruna - Strehlen - Plauen - Löbtau Süd	11.1	35
86	Heidenau - Kleinzschachwitz - Laubegast - Dobritz - Prohlis - Lockwitz - Kreischa	20.4	48
87	Striesen , Altenberger Strasse - Tolkewitz - Reick - Leubnitz - Mockritz	8.7	27
88	Kleinzschachwitz, ferry - Niedersedlitz - Prohlis - Kauscha	8.3	22nd
89	Niedersedlitz - Lockwitz - Röhrsdorf	5.2	13
90	Löbtau , Ebertplatz - Naußlitz - Old Franconia - Gompitz	8.7	26th
92	Cotta - ocher joke	3.2	8th
alita ** 95	Cossebaude train station - Gohlis - Cossebaude train station	5.3	9
alita 97	Zschonergrund - Leutewitz	2.2	5
99	Postplatz ( Zwinger ) - Congress Center ***	3.3	9

* Travel times during rush hour (HVZ)
** alita = call
line taxi *** Line 99 only runs after prior notice at events

The central bus depot in Gruna , which also has maintenance and refueling facilities, is primarily intended for parking the buses . 116 of the 141 buses can be parked in open and closed parking halls. The Gruna depot replaced the old Blasewitz depot on Heinrich-Schütz-Straße and the parking facilities on Ferdinand-Avenarius-Straße and Albertbrücke. Furthermore, buses are currently parked in the open spaces of the Trachenberge tram station and in Gorbitz . In the Trachenberge depot, the Association of Historic Motor Vehicles of Dresdner Nahverkehr e. V. also historical buses and work vehicles.

Müller bus tours

The company Müller Busreisen operates the three bus routes 98A, 98B and 98C in the Schönfeld highlands , the existence of which was guaranteed to the community of Schönfeld-Weißig when it was incorporated in the 1998 incorporation agreement. The bus routes, which were previously numberless , were added to the last possible free route number in a two-digit system and given additional letters to differentiate between the individual routes. However, this break in the line system in the Dresden city area is not new.

Regional bus transport

At the end of September 2019, the following lines operated by regional transport companies operated in Dresden, which also perform inner-city transport tasks (starting from the northeast in a clockwise direction):

309: Schillerplatz - Rochwitz - Bühlau - Ullersdorf - Radeberg - Pulsnitz
226: Bühlau - Gönnsdorf - Schönfeld - Eschdorf - Dürrröhrsdorf - Pirna
228: Bühlau - Gönnsdorf - Rockau - Schönfeld - Malschendorf - Borsberg - Schullwitz - Eschdorf / Rossendorf , research center
229: Bühlau - Weißig - Rossendorf, research center
307: Radeberg - Rossendorf, research center
P: (Pirna city traffic) Pillnitz, Castle - Söbrigen - Pirna
H / S: (Pirna city traffic) Prohlis, Gleisschleife - Luga - Heidenau - Pirna-Sonnenstein
386: S-Bahn station Dobritz - Prohlis - Altlockwitz - Lockwitz - Kreischa - Glashütte
F: (Stadtverkehr Freital) S-Bahn station Dobritz - Prohlis - Lockwitz - Kreischa - Possendorf - Freital
353: Prohlis, track loop - Kauscha - Goppeln - Bannewitz - Possendorf
261: Central Station - Pirnaischer Platz - Albertplatz - Waldschlößchen - Bühlau - Weißig - Stolpen - Neustadt in Saxony - Sebnitz
333: (Pirnaischer Platz -) Central Station - Nürnberger Platz - Löbtau - Wölfnitz - Gompitz - Wilsdruff - Mohorn
352: Central Station - Südhöhe - Bannewitz
360: (Pirnaischer Platz -) Central Station - Südhöhe - Bannewitz - Dippoldiswalde - Altenberg (Ore Mountains) (further than 398 to Teplice )
366: Central Station - Südhöhe - Coschütz - Freital-Burgk (- Possendorf) - Kleinnaundorf - Bannewitz
424: Hauptbahnhof - Südhöhe - (Autobahn) - Nossen
B: (Stadtverkehr Freital) Coschütz - Freital-Burgk - Freital-Deuben, bus station. (Joint operation with line 66 of DVB)
A: (Freital city traffic) Löbtau - Plauen - Freital - Rabenau / Somsdorf
F: (Stadtverkehr Freital) Gompitz - Pennrich - Kesselsdorf - Freital (and on to Dobritz S-Bahn station)
404: Cossebaude - Niederwartha - Meißen
423: Cossebaude - Niederwartha - Wilsdruff
476: Trachau - Trachau - Radebeul S-Bahn station
477: Neustadt station - Wilder Mann - Boxdorf - Moritzburg - Großenhain
478: Neustadt station - (same as DVB line 81) - Wilschdorf - Berbisdorf - Radeburg
308: Radeburg / Hermsdorf / Marsdorf - Weixdorf - Klotzsche station - Langebrück - Schönborn - Radeberg
321: Klotzsche station - Weixdorf - Ottendorf-Okrilla
305: Striesen, Augsburger Straße - Johannstadt - Waldschlößchen - Heidemühle - Radeberg

Long-distance bus lines

Dresden is very well developed nationally and internationally by numerous long-distance bus routes. The main point is on Bayrische Strasse, south of Dresden Central Station.

prehistory

18th and 19th centuries

Sedan chair of the Ratschaisträger in the Dresden Transport Museum

On June 15, 1705, the first public transport was decreed by the government in Dresden: It was a company that Johann Friedrich Landsberger, as head of the alms office, had suggested and whose surpluses should benefit the poor. This company, which operated only a low traffic demand was still profitable, the Council of the city of Dresden that this 1730 as "Ratschaisenträger" ( "chaise" = " litter took") in its own supervision. Similar undertakings were founded in 1719 in the then independent Neustadt and in 1720 as a “castle and court chaise carrier” as an electoral enterprise. All of these competing companies ended with the Seven Years' War, but the "Ratschaisträgergilde" survived to the present day, survived the socialist era of Dresden with its name "Ratschaisträger" as a specialist in furniture and heavy transport and is now (2019) under the name " Ratschaisträger zu Dresden eK “the oldest continuously privately operated company in the city of Dresden.

In 1766 - as an inexpensive alternative - the council set up a faker operation, which was discontinued in the same year due to lack of demand. It was not until 1819 that a Fiaker business was resumed as a "voluntary Fiakeranstalt", which was now actively used. Even if this was subject to the regulations of the city and z. B. in 1843 received the request to give up the two-horse carriage and to transform it into a cab operation (one-horse carriage), which he also introduced for cost reasons, this was no longer appropriate to the growing transport needs despite its great popularity.

The (one-horse) cab operation was retained until it was finally replaced by passenger cars.

Horse buses in Dresden

Beginnings and first lines

Almost at the same time as the construction and commissioning of the first German long-distance railway, the "Dresdner Omnibusverein" (a loose amalgamation of various private haulage companies and, through various intermediate stages, predecessors of today's Dresden "Taxi Cooperative") opened one of the first with the Schloßplatz - Waldschlösschen line in October 1838 regular bus routes in Germany at all. This connected the up-and-coming "Cultivation on the Sand", the developing Antonstadt , with the center on the other side of the Elbe. However, the train station, which was on the Neustadt side, was initially ignored. The Schloßplatz was later to form the heart of Dresden bus transport until the horse-drawn tram was introduced.

Over the years, up to the opening of the first Dresden tram line in 1872, more than 15 horse-drawn bus routes were built, some of which were only short-lived, the horse-drawn bus did not become a real means of mass transport.

It went:

1838 Schloßplatz - Waldschlösschen (later Altmarkt - Waldschlösschen, Dresdner Omnibusverein)
1847 Pillnitzer Schlag (Pillnitzer Straße) - Blasewitz (later Neumarkt - Blasewitz, until 1876, haulier G. Thamm and C. Dietze)
1855 Dresden (exact point unknown) - Large Garden (until 1856, Dresden Omnisbusverein)
1856 Neumarkt - Großer Garten (until 1868, Dresden Omnibus Association)
1856 Postplatz - Large Garden (until 1862, Dresden Omnibus Association)
1858 Dresden (exact point unknown) - Moritzburg (first overland line of a bus in Dresden)
1860 Dresden (exact point unknown) - Strehlen (carrier G. Thamm)
1862 Palaisplatz - Weintraube (Radebeul) (only for a short time)
1863 Schloßplatz - Plauen (until 1874, Dresden Omnibus Association)
1863 Böhmischer Bahnhof - Bischofsweg (Dresden Omnibus Association)
1864 Pillnitzer Schlag (Pillnitzer Straße) - Löbtauer Schlag (briefly also to Briesnitzer Schlag, Dresden Omnibus Association)
1865 Schloßplatz - Neustädter Railway Stations (Dresden Omnibus Association)
1866 Schloßplatz - Neudorf (later to Pieschen, Dresden Omnibus Association)
1866 Waldschlößchen - Weißer Hirsch (short-term summer traffic, Dresden Omnibus Association)
1869 Palaisplatz - Postplatz - Reisewitz (only this year, Dresden Omnisbusverein)

Further lines of the tram companies

Even after the first (horse) tram line went into operation, there was still the horse bus in Dresden (the lines to Blasewitz and Plauen continued to exist), on the contrary: the “Deutsche Straßenbahn-Gesellschaft” (the “Red”) judged three immediately after its foundation Horse bus lines:

Lennéstrasse - Gruna
Bohemian Railway Station - New Town Railway Stations
Friedrichstrasse - Lennéstrasse

which were later replaced by corresponding tram lines.

The rival company "Dresdner Straßenbahn" (the "Yellow") again operated the horse bus route Striesen - Gruna - Seidnitz from 1895 to 1899 and from 1895 to 1899 the horse bus route Waldschlößchen - Weißer Hirsch was privately operated again. From 1882 onwards, a horse-drawn bus ran from Postplatz via Mickten to the “Vier Jahreszeiten” inn in Radebeul.

"5-Pfennig-Omnibus"

"Five-Pfennig-Omnibus" on Reichsstrasse / intersection Strehlener Strasse (1907)

Ultimately, the “Fünf-Pfennig-Omnibus” (vernacular name 5-Pfennig-Omnibus ), operated by the “Dresdner Fuhrwesengesellschaft” (a successor to the “Dresdner Omnibusverein”), was really successful : As the narrow street widths for the establishment of tram lines by the council were banned from the city of Dresden, this company successfully applied for the concession and from December 12, 1899 set up the line Schloßplatz - Schloßstraße - Altmarkt - Seestraße - Prager Straße - Hauptbahnhof and extended it on February 5, 1900 via Reichsstraße to Reichenbachstrasse: The cars ran every eight minutes, at peak times every four minutes.

The operator had set up an inexpensive payment system . The route was divided into two sections, each costing five pfennigs (hence the popular name). A further five pfennigs were levied when crossing the section boundary at Victoriahaus (junction Seestraße / Friedrichsring). The five pfennigs were thrown into a machine, which issued the ticket after turning the crank. There was no conductor, at the beginning of the journey and at the Victoria House a supervisory officer took care of the controls, and the supervisors appointed at the beginning of each journey also issued tickets for ten pfennigs. 13 buses and 40 horses were used in front of white-green painted single-horse horses. The highest transport performance was in 1904 and amounted to 1,212,684 people. Operations ceased on January 31, 1913, also a consequence of the inflation that began before the First World War.

additional

The one-week operation of a steam power bus with 16 seats between Waldschlösschen and Weißer Hirsch (1886) and the regular service of the trackless electric Dresdner Haide-Bahn (1901-03) are the first attempts at regular service on roads without a track and without the use of horses.

History 1914 to 1945

Urban tram and its successor 1914 to 1933

Bus in front of the skyscraper on Albertplatz

Büssing No. 57, built in 1928, in front of Dresden Central Station (approx. 1930)

On April 1, 1914, the municipal tram opened the first Dresden bus route between Neustädter Bahnhof - Altmarkt - Hauptbahnhof - Nürnberger Straße. This date is considered to be the beginning of urban bus traffic in Dresden by the Dresden public transport company. All twelve buses procured were confiscated by the army administration on August 4, 1914 and did not return to Dresden; regular bus operations were again inactive for a good ten years.

The years 1919 and 1920 were a special section of bus traffic: Due to strikes and a lack of coal, horse bus routes were set up to replace tram routes that were not operated in this way. For example, the haulier Weigang from Dresden-Neustadt set up a horse-drawn bus route Postplatz - Mickten - Goldene Weintraube (in Radebeul) on February 24, 1919, which always ran two trips a day when the Lößnitzbahn was out of service. The replacement of electric trams by horse-drawn buses also applies to several urban tram lines.

On March 1, 1925, the tram resumed regular bus service on the Neustädter Bahnhof - Hauptbahnhof (via Neustädter Markt - Schloßstraße and thus again in the course of the 5-Pfennig bus ), which on August 9, 1925 to Kronprinzenplatz (Rudolf- Renner-Platz) and on August 21, 1926 to Blumenthalstrasse (Arthur-Weineck-Strasse, in Cotta). A second branch of this line was set up on August 30, 1925 after Obergorbitz. Also in 1925 bus operations were started on the Coschütz - Nürnberger Straße (later extended to Arsenal) and Central Station - Gruna - Loschwitz lines.

The urban tram proved to be keen to experiment: Bus routes were put into operation, only to be shut down for a few weeks due to a lack of passengers or to be re-established in other urban areas under the same name. The following lineage tables from 1927 and 1929 show snapshots of these permanent changes.

Bus routes on March 31, 1927
Line no.	Starting station	final destination	comment
A.	Neustädter Bahnhof	Cotta / Obergorbitz	via Altmarkt - Hauptbahnhof - Nossener Bridge
B.	Theater square	Coschütz	Express line via Annenstraße - Chemnitzer Straße
C.	Central Station	Loschwitz	Via Wasaplatz - Gruna - Blasewitz
D.	Räcknitz	Kaitz
E.	Central Station	White Eagle	Express line via Schloßstraße - Albertplatz

Bus routes on March 31, 1929
Line no.	Starting station	final destination	comment
A.	Neustädter Bahnhof	Cotta / Obergorbitz	via Altmarkt - Hauptbahnhof - Nossener Bridge
B.	Coschütz	Grid lake
C.	Central Station	Loschwitz	Via Wasaplatz - Gruna - Blasewitz
D.	Pecked	Kaditz
E.	Kaitz	White Eagle	via Räcknitz - Hauptbahnhof - Schloßstraße - Albertplatz
F.	Old market	Hepkestrasse	via Stübelplatz - Pohlandplatz
G	Leuben	Kleinzschachwitz	via Königsallee (from November 22, 1928)
H	Central Station	Bird meadow	Event line: only temporarily
J	Neustädter Bahnhof	Blumenthalstrasse	Blumenthalstrasse (today Artur-Weineck-Strasse in Cotta)

It can be seen that the bus routes served sections of the Dresden road network that were uneconomical for the tram (example: Nossener Bridge before 1945), took on tasks that the tram could not take on (express services to the Weißen Hirsch, the tariff considerably higher than the normal tram tariff and were geared towards “paying passengers”, so there were no parallel traffic) or the operation of routes for which the tram was uneconomical.

The global economic crisis did not result in the establishment of new lines: In order to gain passengers, in 1929 bus lines that operated after tram lines were merged with the adjacent tram line and given the line number . This affected bus line D, which was renamed "17", and bus line G, which was run as "15". The F bus line, which was shortened to the Hepkestrasse - Pohlandplatz section, failed and was shut down shortly afterwards.

The current bus line "17" is also an example of the connection of incorporated surrounding areas, here the municipality of Kaditz : In the 1902 incorporation contract, the city of Dresden promised to implement a transport connection to Dresden city center, which meant nothing more than a tram connection. Kaditz wanted to be put on an equal footing with the other suburbs, also incorporated on January 1, 1903, which, like Plauen and Löbtau, already had one. For decades, this promise was not fulfilled: The bus service (and the tariff changeover) was supposed to replace the (contractually promised) tram line in this way as early as 1929. The fact that the commitment from the incorporation contract with the approval of tram traffic by Mayor Ingolf Roßberg was fulfilled more than a century later on November 27, 2004 with the line extension to Riegelplatz in Kaditz, is also due to the fact that Roßberg was in favor of it in the early 1990s ensured that the freeway overpass over Kötzschenbrodaer Strasse when the A 4 federal freeway was rebuilt was given the width required for a central tramway on its own track.

After the end of the economic crisis in the 1930s, the network was expanded, the fleet of vehicles increased to 75 buses and 10 trailers (1935), the former Neugruna tram station was converted into the Blasewitz bus station (1936–1939) and the new Naußlitz bus station was built (1939).

On November 13, 1932, with the discontinuation of the Dresden suburban railway, line V Leuben - Niedersedlitz was opened as an intermediate line of line G, which in turn began on December 12, 1936 with the opening of the tram across Königsallee (today: Berthold-Haupt- Straße) to Kleinzschachwitz was discontinued.

Urban tram and its successor 1933 to 1945

On July 12, 1933, the Dresden tram opened the bus route D Postplatz - Lockwitz. It ran through the main train station and Schnorrstrasse - here it replaced the tram line that had been discontinued in 1923 - and initially ended at the Unteren Gasthof (corner of Dohnaer Strasse / Lockwitztalstrasse) in Lockwitz, but from October 30, 1934, it ran through Altlockwitz to Lockwitz, Am Plan . After a serious accident, a slip-wire signaling system was installed in this bottleneck between the Lockwitztalbahn and a bus. Then the pantograph connected the contact wire with the contact wire, so three yellow lamps shone at the beginning and at the end of the street Altlockwitz to warn the bus about the entrance.

Also on July 12, 1933, the E (Waldschlößchen - Mockritz) bus line that opened on the day replaced tram traffic in Bergstrasse between the main train station and Räcknitz.

New developments followed in 1934 with line F (Neustädter Bahnhof - Naußlitz) and in 1935 bus line 7 from Schänkhübel to the airport, whereby these "numbered lines", as before 1933, formed a tariff unit with the subsequent tram line (unlike the "letter lines “, With the bus fare that was higher than that of the tram). In 1936 line A in Obergorbitz was extended to the city limits, in 1938 line C was extended from Loschwitz to Rochwitz and bus line 9 from Leubnitz-Neuostra to Leubnitzer Höhe was set up. In 1939 bus routes G opened from Postplatz to Gostritzer- / Boderitzer Straße and L as a shuttle service from the main train station to the airport.

Before the outbreak of the Second World War, the following bus network existed in Dresden:

Bus routes August 1939
Line no.	Starting station	final destination	comment
A.	Neustädter Bahnhof	Cotta / Obergorbitz	via Altmarkt - Hauptbahnhof - Nossener Bridge
B.	Coschütz	Grid lake
C.	Central Station	Rochwitz	Via Wasaplatz - Gruna - Blasewitz - Loschwitz
D.	Postplatz	Lockwitz
E.	Mockritz	Waldschlösschen	via Räcknitz - Hauptbahnhof - Schloßstraße - Albertplatz
F.	Neustädter Bahnhof	Naußlitz
G	Postplatz	Boderitzer Strasse
J	Neustädter Bahnhof	Omsewitz
L.	Central Station	Airport
7th	Schänkhübel	Airport
9	Leubnitz-Neuostra	Leubnitzer Höhe
17th	Pecked	Kaditz

Bus routes at the end of 1941
Line no.	Starting station	final destination	comment
A.	Wolfnitz	Obergorbitz	Propane operation
B.	Coschütz	Grid lake	Propane operation
C.	Suspension railway (mountain station)	Rochwitz	Town gas operation
D.	Leubnitz-Neuostra	Lockwitz	Town gas operation
E.	Mockritz	Central Station	Propane operation
F.	Schillingplatz	Naußlitz	Town gas operation
J	Gottfried-Keller-Strasse	Omsewitz	Town gas operation
7th	Klotzsche	Airport	Propane operation
13	Leubnitz-Neuostra	Leubnitzer Höhe	Propane operation
17th	Pecked	Kaditz (Riegelplatz)	Town gas operation

The confiscation of half of all buses and the air raids on Dresden in 1945 brought traffic to a standstill.

Motor transport of the Free State of Saxony in and from Dresden

The first overland and long-distance journeys were started in 1912 by the "State Motor Vehicle Administration" and also discontinued in 1914. In 1919 these were resumed by the "Kraftverkehrsgesellschaft Freistaat Sachsen" (KVG, also known as "Kraftverkehr Freistaat Sachsen"). At the same time, the Reichspost set up its regular service.

Outstanding events of this time were the opening of the KVG line Dresden - Moritzburg in 1925 with 5000 passengers on the opening day as well as the deployment of five powerful Büssing three-axle vehicles of the "Fichtelberg" type on the newly opened KVG line Dresden - Oberwiesenthal.

After the end of the economic crisis in 1930, the company "Kraftverkehr Freistaat Sachsen" set up more and more lines from Dresden. Lucrative were those from Dresden via Lockwitz - Heidenau to Saxon Switzerland and the Eastern Ore Mountains, which they operated until 1939. From the outbreak of war in 1939, it was subject to extensive war restrictions, so that long-distance and overland traffic came to a standstill. For these reasons, the Reichspost also had to cease its line operations in and from Dresden, so that from 1940 only the "Dresdner Straßenbahn AG" (with drastic line cuts and only with the help of the means available at the time, such as city gas operation) maintained a bus service in Dresden .

History 1945 to 1990

General

After the destruction of Dresden, motor traffic with buses could not be resumed, as all the buses of the Dresdner Straßenbahn AG that were still in existence were used as trucks. Eight of them even got an open loading area after a renovation. After the Red Army marched in , they also confiscated the main bus workshop in the Blasewitz bus station and only returned it to Dresdner Straßenbahn AG on April 3, 1946. When it became known that chassis and electrical equipment for trolleybuses were still available in Werdau , the board of the Dresdner Straßenbahn AG, Alfred Bockemühl , campaigned for some vehicles and contact line material to be delivered to Dresden. In 1946 and 1947, the first real post-war bus line was set up as a trolleybus (O-Bus) and put into operation in 1947. On February 20, 1949, the first bus line with diesel-powered vehicles, the replacement for the Bühlauer Außenbahn Bühlau - Weißig as line 11, went into operation and operated until October 31, 1949, followed by the trolleybus on this from November 1, 1949 Route.

The Saxon KVG in turn was converted into the "VEB Kraftverkehr Dresden" and took over the remaining Reichspostlinien until 1952, until it was further split up with the formation of the districts instead of the states of the GDR. In 1990 the company "Regionalverkehr Dresden GmbH" became the legal successor to VEB Kraftverkehr Dresden.

Bus routes operated by Dresdner Verkehrsbetriebe AG and its predecessors

1949 to 1964

Bus traffic after 1945 initially began with the replacement of the route on line 11 between Bühlau and Weißig, also under the line designation "11", as was already practiced on the connecting lines before 1945. It was also the last time that bus and tram routes were given the same number.

On October 24, 1949, line A (Wölfnitz - Gompitz) became the first "real" bus line, and on November 1, 1949, line B from Mickten to Kaditz was opened with the vacated vehicles from (former) line 11 from Bühlau to Weißig. Difficulties with the outdated and fragmented vehicle fleet, spare parts and tire shortages prevented further routes from opening quickly. On May 15, 1950, line D (Wasaplatz - Lockwitz) and on September 13, 1950, line E (Leuben - Großzschachwitz) opened, and on October 13, 1950, line D was extended from Wasaplatz to the main station and on to Mockritz. These line openings were only carried out with great difficulty and a fragmented vehicle fleet.

Only after further rebuilding in the main workshop in Blasewitz in 1951/52 was the extension of line E to Heidenau on March 22, 1952 and the opening of bus line F (Altcotta - TuR Übigau ) on May 1, 1952 . From 1954 onwards, IKARUS buses were delivered, which were initially used to stabilize the existing line network and, above all, replaced the older bus types, so that a noticeable increase in the number of lines was only possible from 1956

The following opening dates are therefore also to be seen in connection with this, from now on, continuous delivery of Ikarus buses to Dresden:

December 9, 1954: Line G (Leubnitz - Leubnitzer Höhe)
January 2, 1956: Line H (Lockwitz - Hauptbahnhof - Mockritz)
February 27, 1956: Platz der Einheit - Klotzsche
June 9, 1956: Excursion line Platz der Einheit - Heidemühle
January 13, 1957: Line N (Löbtau - Altnaußlitz)
April 30, 1957: Line R (Oberloschwitz - Rochwitz)
June 10, 1958: Line P (Pillnitz - Graupa)
August 31, 1958: Bühlau - Ullersdorf excursion line

From 1958 onwards there was again a notable bus network in Dresden, which was expanded and expanded in the following years.

IKARUS buses were supplied: In 1954 the transport companies received the first five buses from the Hungarian manufacturer Ikarus (type 601). 1956 followed five Ikarus 30, 1955/1956 25 Ikarus 60 and from 1958 (until 1967) a total of 63 Ikarus 66 .

On October 8, 1958, a city tour by bus was again carried out for the first time as a supplement to that by tram, which was carried out regularly from October 15, 1958. Finally, on February 16, 1959, line W (Lockwitz - Borthen) was opened and on January 4, 1960 the express line Platz der Einheit (today: Albertplatz) - Airport was established. Also in 1959, on November 2, the N bus route from Altnaußlitz to Dölzschen was extended.

The following lines operated at the end of 1961 (second column: line number from June 28, 1964):

Line designation	Line no. from 1964	Starting station	final destination	comment
A.	70	Wolfnitz	Gompitz
B.	71	Kaditz	Klotzsche
D.	72	Central Station	Luga
E.	73	Leuben	Heidenau
F.	74	Riegelplatz	Omsewitz
G	75	Leubnitz	Goppeln
H	76	Lockwitz	Mockritz
J	77	Klotzsche	Aircraft yard	(- Klotzsche)
K	78	Unity place	Klotzsche
L.	80	Wild man	Wilschdorf	According to the source, the terminus is Boxdorf
N	82	Schillingplatz	Altnaußlitz	according to the source, it actually ran to Dölzschen since 1959
P	83	Pillnitz	Graupa
R.	84	Oberloschwitz	Rochwitz
W.	87	Lockwitz	Borthen
Z	(-)	Schillingplatz	Feldschlößchenstrasse	re-employed until 1964

Then there were the special and excursion lines

Unity Square - Heidemühle
Bühlau - Ullersdorf
Central station - airport

The openings followed until the line numbers were introduced

January 2, 1962: Line U (later 86, Heideparkstraße - Hammerweg),
April 30, 1963: Line T (later 85, Schillerplatz - Lockwitz) as well
January 2, 1964: Lines M (later 81, Pestalozziplatz - Wilschdorf) and X (later 88, Niedersedlitz - Luga).

Line numbering 1964

After 1947 to 1964, the bus routes were marked with letters and the procedure last used on the Bühlau - Weißig route of providing bus routes from tram terminus with the same number as the (ending) tram line was finally abandoned. The letter assignment for the line numbers was partially "speaking", and topping up not systematically (line N served N außlitz, line P of P illnitz starting or line R to R ochwitz leader), but this was not operate consistently.

Since June 28, 1964, the bus routes have had two-digit line numbers. In accordance with the system at that time, the tram lines were traditionally designated with the line numbers from 1 to 20 (and further up to 29), in 1942 the only meter-gauge section of the Lockwitztalbahn was given the 30 line number 31, the 40 lines remained in-house, after 1950 the commuter lines with 50 Numbers occupied. As a result, the trolleybus lines were assigned the 60 system, all other bus lines were designated from line 70 upwards. Only the special transport lines remained numberless until the early 1970s.

It stayed that way until the timetable change in 1972/73. With the abolition of the 50 commuter traffic lines with the (tram) line reform on May 4, 1969, the 50 numbers became free and were reassigned from this point in time. Additional (newly established) bus routes filled in the gaps above the 80s numbers from 1964.

1964 to 1990

Line 89 (Altcoschütz - Freital-Burgk) was put into operation on June 30, 1967, followed by lines 90 as a branch line to Pesterwitz as part of the extension of line 82 to Dölzschen, line 91 as the new line designation for the alternating route of the Line 71 via Trachenberger Platz and finally on November 1, 1967 the commissioning of line 92 (Cotta - Ockerwitz). Line 92 is thus the oldest unchanged existing bus line in Dresden, which has not been extended, relocated, shortened or renumbered until today (status: 2019). For the opening of the Dresden TV tower on October 7, 1969, line 93 (Bühlau - TV tower) was finally opened (extended to Weißig from September 4, 1971 as a replacement for the trolleybus).

In the same period, in addition to the express line from the main train station to the airport, two other express lines were set up, namely Leuben ( State Operetta ) to the Neustadt train station (only in this direction and only at the end of a theater performance, short-lived) and the main train station - Seidnitz racecourse at the start and end of one Horse racing. From the 1972/73 timetable, these previously unmarked special transport lines were assigned numbers for the first time, the excursion lines with the numbers 50 (Platz der Einheit - Heidemühle) and 51 (Bühlau - Ullersdorf). The line from Leuben was assigned the line number 53, the line to the racecourse with the number 54, the airport line received the 99.

The first Ikarus 180 articulated buses were delivered from 1969 to 1973, followed by 32 Ikarus 556s from 1970 to 1972, 104 Ikarus 260s from 1972 to 1988, and 115 Ikarus 280 articulated buses from 1974 to 1988. For the transport of tour groups, city tours and the like, from 1962 to In 1988 a total of 30 Ikarus buses of types 55 , 630 , 250 , 255, 256 , 211 and 425 were used.

May 1, 1970: Line 94 (Pirnaischer Platz - Johannstadt)
October 29, 1973: Line 95 (Pillnitz - Söbrigen)
December 15, 1974: Line 94 extended from Pirnaischer Platz to Leubnitz (discontinuation of the Hugo-Bürkner-Straße - Leubnitz tram line)
November 28, 1975: Line 61 (formerly trolleybus) was completely driven by KOM
May 15, 1976: Line 89 extended from Coschütz via Zschertnitz - Mockritz to Strehlen (opening of the new tram line Parkstraße - Zschertnitz), shortening of line 72 (only main station - Luga)
December 18, 1977: Line 96 (Niedersedlitz - Kreischa, replacement for line 31)
February 5, 1979: Rail replacement service line 10 Schlachthof - Maxstraße, from November 1, 1985 line 74
October 1, 1983: Extension of line 96 from Niedersedlitz to Leuben
April 9, 1985: Extension of line 85 from Schillerplatz to Pillnitz (Blue Wonder is closed and the tram to Pillnitz is closed)
January 5, 1987: Extension of line 72: Hauptbahnhof - Südhöhe - Coschütz

Trolleybus in Dresden

The Bielatalbahn was opened in 1901, thus providing practical evidence that a “trackless railway” can solve traffic problems. Such an operation was opened in Dresden on March 23, 1903: The 5.3 kilometer long Haidebahn ran from the end point at the time at Arsenal (today: Olbrichtplatz) to the suburb of Klotzsche, to the Gasthaus Deutsche Eiche (today: Käthe-Kollwitz-Platz) . But the plant was shut down again on July 16, 1904, the Dresden wagon construction company Carl Stoll declared bankruptcy and the company was auctioned off.

In 1946, Alfred Bockemühl and the Dresden city administration presented the concept of an O-bus ring on a new outer ring with branches to some suburbs in the exhibition "Dresden builds up" . In the same year, the realization of a first section - which, however, should remain - was tackled.

The course of this section corresponded between Blasewitz and Strehlen of the bus line C, which was operated until 1944. This ran from Strehlen through the now completely destroyed area to the main station, so that this section was no longer used, but from Strehlen the connection to the Technical University, today's Technical University Dresden was persecuted. Since it was not possible to turn around at Schillerplatz, the line was led over the Blue Wonder to Körnerplatz, where it was possible to turn over Dammstrasse and Friedrich-Wieck-Strasse. Münchner Platz was planned as the western end point. In spite of the enormous difficulties and the constant need to improvise, 19.8 kilometers of two-pole catenary, one kilometer of feeder cable and eight crossings with the tram catenary were installed within a very short time. There were no air switches; these were only installed in the 1950s. A 20-minute cycle with three vehicles was planned.

In April 1947, the first Henschel NG II trolleybus was delivered to the Blasewitz depot by the Werzeit vehicle factory Schumann , which had to be towed with a tractor for the first test drives. Scheduled operations on the C line began on November 8, 1947, but had to struggle with considerable difficulties from the start: From November 27, 1947, operations had to be withdrawn to Fritz-Foerster-Platz : the Soviet occupying forces used the prison of the former regional court on Münchner Platz as a military prison and no longer tolerated turning on the square in front of it. Frequent pole derailments were an annoying evil because curve radii were chosen too tight. With the relocation of the stretch from the extension of Dornblüthstraße via Junghans- and Haenel-Clauss-Straße to Zwinglistraße into the stretch of Augsburger-, Schlüter- and Schneebergstraße, which is still used today, the worst spots were eliminated.

On May 1, 1949, the extension from Körnerplatz to Steglichstrasse was put into operation, although it went out of service just three months later due to lack of tires, and on November 1, 1949 the Bühlau - Weißig section went into operation. From May 16, 1950, the route from Fritz-Foerster-Platz to Weißig was now 14.5 kilometers long, and the number of trolleybuses had grown to 13 railcars and 7 trailers.

Between 1953 and 1956, 11 W602 railcars from the Werzeit LOWA factory were used, which with their powerful engines proved their worth , especially on the steep, steep road; In the Henschel trolleybuses, the electropneumatic contactor control was replaced by equipment from VEB LEW Hennigsdorf . In this way, vehicle use was stabilized, but the frequent overcrowding did not change, despite the 7.5-minute cycle that has now been offered. In 1957, due to a lack of staff, from October 28, 1957, the car was driven without a conductor and the first Škoda 8Tr came to Dresden for trial operation. Since this type was not designed for trailer operation, it was given to Weimar in a ring exchange in 1962 and a LOWA railcar from Potsdam was used in Dresden. On January 2, 1958, the extension from Fritz-Foerster-Platz to the “ Nürnberger Ei ” was finally put into operation.

From 1962 the Škoda 9Tr , which was now also designed for trailer operation, were delivered, which together with the W701 sidecars increasingly replaced the older vehicles. In 1964, the Dresden trolleybus operation reached its greatest expansion: with the commissioning of the "Brücke der Jugend" traffic train (now Nossener Brücke ) between F.-C.-Weiskopf-Strasse (now Chemnitzer Strasse) and Willi-Ermer-Platz ( today Ebertplatz) on June 28, 1964, the trolleybus service had reached its maximum length of 16.8 kilometers. The contact line length reached a total of 73.8 kilometers, 23 air switches were installed. The division of the line into two sections - Willi-Ermer-Platz - Falkensteinplatz as line 61 and Technical University (Fritz-Foerster-Platz) - Weißig as line C (from January 1, 1965, line 62) was only two years operated in this way and taken back on May 1, 1966. It was driven between Willi-Ermer-Platz and Bühlau every 5 minutes (with additional vehicles as required by the TU Dresden) and between Bühlau and Weißig generally every 15 minutes.

By 1969, all of the older trolleybuses had been replaced by a total of 30 Škoda 9Tr vehicles , plus 17 Werzeit type W 701 trailers and later 13 replicas of a Škoda trailer by the Polish company Jelcz .

However, those responsible were faced with difficult decisions: the trolleybus operation had to struggle with signs of wear and tear due to the sidecar operation on the steep road, and decisions in the Council for Mutual Economic Aid made further renewal of the rolling stock unthinkable. In addition, the expansion of the Zellescher Weg as part of the outer city ring was planned. Catenary material was difficult to obtain due to the sharp rise in copper prices and was primarily reserved for trams. So the decision was made to discontinue the trolleybus operation in four steps, despite its ecological advantages: From September 4, 1971, the Bühlau - Weißig section was converted to bus operation, followed by the Willi-Ermer section on August 15, 1974 -Platz to Winterbergstrasse, from July 1, 1975, only between Schillerplatz and Bühlau and on November 28, 1975 at 12:05 p.m. the last Dresden trolleybus to Schillerplatz and moved to the Blasewitz depot.

Selected performance figures of the trolleybus and omnibus traffic of the Dresdner Verkehrsbetriebe between 1949 and 1989

The following traffic figures were given:

Traffic figures	1949	1961	1971	1981	1988
Length of bus line in km	5.5	144.6	259.8	299.5	263.2
Number of buses	20th	104	130	221	205
Line length of the trolleybus in km	11.1	15.1	16.8	-	-
Number of trolleybuses (as railcars)	13	24	28	-	-
Number of trolleybus trailers	10	23	30th	-	-
Usable kilometers by bus (in thousands of Nkm)	133.1	6,526.6	7,785.0	12,791.2	12,939.5
Usable kilometers trolleybus (only railcars, in thousands of Nkm)	332.4	1,699.8	1,606.1	-	-
Passengers carried by bus (in thousands)	1,228.3	43,644.1	46,463.4	66,213.2	72,499.6
Passengers transported by trolleybus (in thousands)	5,481.4	21,210.8	12,792.0	-	-

Bus traffic from 1990

Dresden transport company

Starting point for the Dresden transport company

At the time of German unification (October 3, 1990) the following bus network existed (the color is based on the timetable booklet of that time):

Line no.	Route ^* , comments on the route in round brackets, today's street and square names in square brackets	length	Travel time HVZ (NVZ) ^**	Travel speed ^*	Remarks
61	Löbtau , Willi-Ermer- [Ebert-] Platz - Bridge of Youth [Nossener Bridge] - Nürnberger Straße - Zellescher Weg - Wasaplatz - Reicker Straße - Karcherallee - Winterbergstraße - Zwinglistraße - Ermelstraße - Augsburger Straße - Dornblüthstraße - Kretschmerstraße - Schillerplatz - Körnerplatz - Grundstrasse - Bautzner Landstrasse - Bühlau, Siegfried-Rädel- [Ullersdorfer] Platz - Bautzner Landstrasse - Dresdner Strasse - Hauptstrasse - Weißig (village square)	16.9 km	47 (42) min	21.6 (24.2) km / h
70	Wölfnitz - Kesselsdorfer Straße - Obergorbitz - Altnossener Straße - Gompitz - Pennrich (back via Oskar-Maune-Straße - Kesselsdorfer Straße)	4.6 km	12 (10) min	23.0 (27.6) km / h
71	( Radebeul-Serkowitz - Kötzschenbrodaer Straße -) Kaditz , Am Vorwerksfeld - Kötzschenbroder Straße - Lommatzscher Straße - Wurzener Straße - Rehefelder Straße - Hubertusstraße (towards Klotzsche, opposite direction via Boxdorfer and Volkersdorfer Straße) - Maxim-Gorki-Straße - Hechtstraße - Buchenstraße - Dr .-Kurt-Fischer-Allee [Stauffenbergallee] - Otto-Buchwitz-Strasse [Königsbrücker Strasse] - Karl-Marx-Strasse - Airport - Strasse 11 (Hermann-Reichelt-Strasse) - Klotzsche , Grenzstrasse	16.2 km	40 min	24.3 km / h	to and from Serkowitz, seven trips Mon. – Fri.
72	Coschütz , Gleisschleife - Karlsruher Strasse - Kohlenstrasse - Bergstrasse - Juri-Gagarin- [Fritz-Löffler-] Strasse - Strehlener Strasse - Teplitzer Strasse - Dohnaer Strasse - Krebser Strasse - Peter-Vischer-Strasse - Kleinlugaer Strasse - Luga (return directly to Dohnaer Street)	16.2 km	40 min	24.3 km / h
73	Leuben (on the way back via Kastanien- and Berthold-Haupt-Strasse) - Pirnaer Landstrasse - Struppener Strasse - Tronitzer Strasse - Zschierener Strasse - Siegfried-Rädel-Strasse - Heidenau , train station (Platz der Freiheit) (single trips Mon. – Fri. directly from and to Heidenau via Pirnaer Landstraße without detour via Tronitzer Straße)	5.1 km	13 (11) min	23.5 (24.8) km / h
74	Schlachthof - Schlachthofring - Devrientstraße - Am Zwingerteich - Julian-Grimau-Allee (Ostraallee) - Maxstraße - Weißeritzstraße - Pieschener Allee - Schlachthofring - Schlachthof	4.9 km	15 (12) min	19.6 (24.5) km / h
75	Goppeln , Hauptstrasse - Leubnitzer Strasse - Goppelner Strasse - Wilhelm-Franke-Strasse - Zschertnitzer Strasse - Altleubnitz - Neuostra - Zschertnitzer Strasse - Wilhelm-Franke-Strasse - Teplitzer Strasse - Lockwitzer Strasse - Prof.-Dieckmann-Strasse [Wasastrasse] - Franz- Liszt Street - Tiergarten Street - Park Street - Leningrad Street [St. Petersburger Strasse] - Pillnitzer Strasse - Striesener Strasse - Hans-Grundig-Strasse [partly Elisenstrasse] - Pfotenhauerstrasse - Johannstadt , tram station	13.5 km	39 (33) min	20.8 (24.6) km / h
76	Mockritz , Münzteichweg - Boderitzer Straße - Possendorfer Straße - Innsbrucker Straße - Bergstraße - (continue as Line 72 via Dohnaer Straße) - Am Galgenberg - Tögelstraße - Lockwitz , Am Plan	13.8 km	36 (30) min	23.0 (27.6) km / h
77	Grenzstraße (Klotzsche) - Grenzstraße - Straße 11 (Hermann-Reichelt-Straße) - Airport - Karl-Marx-Straße - Königsbrücker Landstraße - To the new bridge - Klotzsche station - Königsbrücker Landstraße - aircraft yard	8.1 km	19 min	25.6 km / h
78	Unity Square [Albertplatz] - Otto-Buchwitz-Strasse [Königsbrücker Strasse] - Königsbrücker Landstrasse - Karl-Marx-Strasse - airport , road station	8.0 km	17 min	28.2 km / h	Special traffic line
80	Omsewitz (block bypass in the direction of Altomsewitz - Ziegeleistraße - Freiheit) - Gompitzer Straße - Steinbacher Straße - Grillparzerstraße - Altcotta - Rudolf-Renner Bridge [Flügelwegbrücke] - Washingtonstraße - Kötzschenbroder Straße - Riegelplatz - Lommatzscher Straße - Bunsenstraße - Leipziger Straße - Am Trachauer Bahnhof - Kopernikusstraße - Aachener Straße - Platanenstraße (return via Edmund-Fink-Straße [Burgsdorffstraße]) - Großenhainer Straße - Moritzburger Landstraße - Dresdner Straße - Schulstraße - Hauptstraße - Mühlweg - Ludwig-Kossuth-Straße - Wilhelm-Külz-Straße [Boltenhagener Straße] - Main street [Boltenhagener Straße] - Boltenhagener Straße - Gertrud-Caspari-Straße - Königsbrücker Landstraße - To the new bridge - Klotzsche station - Königsbrücker Landstraße - Grenzstraße - Klotzsche , Grenzstraße	24.1 km	62 (47) min	23.3 (30.8) km / h
81	Liststrasse - Großenhainer Strasse - Weinböhlaer Strasse - Radeburger Strasse - Saßnitzer Strasse - Keulenbergstrasse - Wilschdorf	6.1 km	13 (12) min	28.7 (30.5) km / h
82	Löbtau , Schillingplatz - Otto-Franke-Straße [Bünaustraße] (opposite direction via Poststraße) - Dölzschener Straße - Wiesbadener Straße - Kölner Straße (only towards Dölzschen) - Altnaußlitz - Burgwartstraße - Am Dölzschgraben - Dölzschen , Altdölzschen	3.7 km	11 (9) min	20.2 (24.7) km / h
83	Pillnitz , Loop - Pillnitzer Landstrasse - John-Scheer-Strasse [Orangeriestrasse] - Lohmener Strasse - Dresdner Strasse [Kastanienallee] - Borsbergstrasse - Richard-Wagner-Strasse - Graupa , Tschaikowsky-Platz (- Bonnewitzer Strasse - Graupa-Bonnewitz )	7.7 km	16 (14) min	28.9 (33.0) km / h	to and from Graupa-Bonnewitz four journeys Mon. – Fri.
84	Blasewitz , Schillerplatz - Loschwitzer Strasse (entry, opposite direction via Tolkewitzer Strasse (exit), Kretschmerstrasse and Berggartenstrasse) - Loschwitzer Brücke - Körnerplatz - Grundstrasse - Tännichtstrasse - Valtenbergstrasse - Roseggerstrasse - Krügerstrasse - Oeserstrasse - Schwebebahn - Krügerstrasse - Hutbergstrasse - Hutbergstrasse - Hutbergstrasse - Gönnsdorfer Straße - Bühlauer Straße - Rochwitz , Altrochwitz (return directly to Krügerstraße)	7.3 km	20 (17) min	22.0 (25.6) km / h
85	Pillnitz , Loop - Pillnitzer Landstraße - Körnerplatz - Loschwitzer Bridge - Schillerplatz - Tolkewitzer Straße - Oehmestraße (opposite direction via Berggartenstraße - Loschwitzer Straße) - Niederwaldplatz - Altenberger Straße - Enderstraße - Oskar-Röder-Straße - Lohrmannstraße - Reicker Straße - Altreick - Mügelner Straße - Long way - Dohnaer Straße - Am Galgenberg - Tögelstraße - Lockwitz , Am Plan	17.1 km	45 (38) min	22.8 (27.0) km / h
86	Hammerweg - Dr.-Kurt-Fischer-Allee [Stauffenbergallee] - Radeberger Straße - Charlottenstraße - Heideparkstraße (opposite direction via Fischhausstraße - Bautzner Straße - Klarastraße to Charlottenstraße)	4.7 km	10 min	28.2 km / h	six trips Mon. – Sat.
87	Lockwitz , Am Plan - Maxener Straße - Lockwitzer Straße - Dorfplatz Borthen - Neuborthener Straße - Röhrsdorfer Straße - Röhrsdorf , Hauptstraße	2.8 km	8 min	21.0 km / h
88	Dobritz , Wilhelm-Liebknecht-Straße - Breitscheidstraße - Ernst-Schneller-Straße [Moränenende] - Mügelner Straße - Edgar-André-Straße [Bismarckstraße] - Bahnhofstraße - Heidenauer Straße - Prof.-Billrothstraße (opposite direction from Prof.-Billroth-Straße to Edgar-André-Straße) - Lugaer Straße - Kleinlugaer Straße - Luga (return via Dohnaer Straße - Krebser Straße - Peter-Vischer-Straße to Lugaer Straße)	4.5 km	14 min	19.3 km / h
89	Gruna , Grunaer Weg - Tiergartenstraße - Oskarstraße - Lockwitzer Straße - Heinrich-Zille-Straße - Teplitzer Straße (opposite direction via Lenbachstraße) - Gostritzer Straße - Boderitzer Straße - Babisnauer Straße - Altmockritz - Münzmeisterstraße - Südhöhe - Kohlenstraße - Karlsruher Straße - Kleinnanundorfer Straße - Kleinnaundorf , Measuring path	11.2 km	29 (24) min	23.2 (28.0) km / h
90	Löbtau , Schillingplatz - Otto-Franke-Straße [Bünaustraße] (opposite direction via Poststraße) - Dölzschener Straße - Wiesbadener Straße - Kölner Straße (only towards Pesterwitz) - Altnaußlitz - Saalhausener Straße - Dresdner Straße [Elbtalblick] - Gorbitzer Straße - Wurgwitzer Straße [Zum Weingarten] - Schulstraße [Am Pfarrgarten] - Pesterwitz , Zauckeroder Straße [village square]	5.2 km	15 (12) min	20.8 (28.0) km / h
91	( Radebeul-Serkowitz - Kötzschenbrodaer Straße -) Kaditz , Am Vorwerksfeld - like line 71 - from Rehefelder Straße: Wurzener Straße - Leisniger Straße - Trachenberger Straße - Maxim-Gorki-Straße - like line 71 - Klotzsche , Grenzstraße	15.8 km	40 (32) min	23.7 (27.8) km / h
92	Cotta , Roquettestraße - Gottfried-Keller-Straße (opposite direction via Warthaer Straße) - Meißner Landstraße - Am Lehmberg - Warthaer Straße - Ockerwitzer Straße [Ockerwitzer Allee] - Ockerwitz , Dorfplatz [Ockerwitzer Dorfplatz]	3.3 km	8 min	24.8 km / h
93	Löbtau , Willi-Ermer-Platz [Ebertplatz] - like line 61 - Bühlau, Siegfried-Rädel- [Ullersdorfer] Platz - Quohrener Straße - Bühlauer Straße - Pappritzer Straße - Fernsehturmstraße - TV tower	18.4 km	51 (45) min	21.7 (24.5) km / h
95	Pillnitz , Loop - Pillnitzer Landstrasse - John-Scheer-Strasse [Orangeriestrasse] - Lohmener Strasse - Dampfschiffstrasse - Söbrigener Strasse - Oberpoyritzer Strasse - Söbrigen , Altsöbrigen	3.6 km	8 min	27.0 km / h	eight trips Mon-Fri, no trip on Sat, two trips on Sun and public holidays
96	Leuben (on the way back via Kastanienstrasse and Berthold Hauptstrasse) - Pirnaer Landstrasse - Bahnhofstrasse - Lockwitztalstrasse - Altlockwitz - Am Plan - Tögelstrasse - Am Galgenberg - Lockwitzgrund - Hummelmühle - Lockwitzgrund - Lockwitzer Strasse - Kreischa , Haußmannplatz	11.4 km	25 (22) min	27.4 (31.1) km / h
97	Ring traffic Klotzsche : Klotzsche , Bahnhof - Zur neue Brücke - Königsbrücker Landstrasse - Karl-Marx-Strasse - Airport - Strasse 11 (Hermann-Reichelt-Strasse) - Grenzstrasse - Königsbrücker Landstrasse - Wolgaster Strasse - Klotzsche , Bahnhof	6.6 km	15 minutes	26.4 km / h
99	Central Station , Hans-Dankner-Strasse - Leningrader Strasse [St. Petersburger Strasse] - Dr.-Rudolf-Friedrichs-Brücke [Carolabrücke] - Strasse der Einheit [Albertstrasse] - Platz der Einheit [Albertplatz] - Antonstrasse - Dr.-Friedrich-Wolf-Platz [Schlesischer Platz] - Antonstrasse - Hansastrasse - Radeburger Street - Ludwig-Kossuth-Strasse - Wilhelm-Külz-Strasse [Boltenhagener Strasse] - Hauptstrasse [Boltenhagener Strasse] - Boltenhagener Strasse - Karl-Marx-Strasse - airport	13.0 km	30 min	26.0 km / h	Airport feeder
50	Pirnaischer Platz - Leningrad Street [St. Petersburger Strasse] - Dr.-Rudolf-Friedrichs-Brücke [Carolabrücke] - Strasse der Einheit [Albertstrasse] - Platz der Einheit [Albertplatz] - Bautzner Strasse - Fischhausstrasse - Radeberger Strasse - Heidemühle	10.0 km	19 min	31.6 km / h	Excursion line only Sat., Sun. and public holidays
51	Bühlau , Siegfried-Rädel- [Ullersdorfer] Platz - Ullersdorfer Strasse - Ullersdorfer Landstrasse - Hauptstrasse [Ullersdorfer Hauptstrasse] - Ullersdorf	4.8 km	9 min	32.0 km / h	Excursion line only Sat., Sun. and public holidays

For 1996, Dresdner Verkehrsbetriebe AG gave the following key figures for the bus services it operated:

26 city lines with a length of 235 km (longest line (80): Omsewitz – Klotzsche, 24.3 km; shortest line (74): Postplatz – Schlachthof, 2.7 km),
365 stops, average distance between stops 532 meters, average travel speed 21.5 km / h,
327 bus drivers
Vehicles: 50 Ikarus 280s; 59 Mercedes-Benz O405 / O405 N; 19 Mercedes-Benz O405 GN; 27 MAN NG 272
978.1 million square kilometers / year; 161.4 million passenger kilometers; 11.2 million commercial vehicle kilometers.

Line network 2000 of the Dresdner Verkehrsbetriebe

After several minor adjustments and after intensive preparatory work, the Dresdner Linien 2000 network of Dresdner Verkehrsbetriebe AG was introduced with effect from May 28, 2000 . In the process, 12 tram lines, i.e. almost all lines, were changed or were no longer available. Of the 32 bus routes in operation at the time, 17 routes were changed.

The route network of the Dresdner Linien 2000 was operated as follows from May 28, 2000:

Line no.	Drives away	Cycle sequence			Working time	Remarks
Line no.	Drives away	HVZ Mon.– Fri.	NVZ Mon.– Fri.	Sat./Sun.	Working time	Remarks
61	Löbtau - Südvorstadt - Striesen - Bühlau	10	10	15th	5–1 a.m.
70	( Pennrich -) Gompitz - Wölfnitz (- Cotta - Übigau - Trachau - Trachenberge depot )	20th	20th	30th	5–1 a.m.	in the high season Gompitz - Wölfnitz 10-minute intervals, 9:00 am - 12:00 pm and 9:00 pm - 1:00 pm only Gompitz - Wölfnitz
71	Coschütz, Saarstrasse - Gittersee - Kleinnaundorf	30th	30th	30th	5 am to 11 pm	11–5 pm as alita
72	Coschütz - Südhöhe - Central Station - Prohlis - Luga	10	10	15th	5–1 a.m.	1–5 pm alita: Prohlis - Luga
73	Reick - Leuben - Großzschachwitz - Heidenau	10	10	15th	5–1 a.m.
74	Johannstadt - Fetscherplatz - Comeniusplatz	10	10	15th	5–1 a.m.	combined with line 83
75	Johannstadt - Pirnaischer Platz - Lennéplatz - Strehlen - Leubnitzer Höhe - Goppeln	7.5	10	15th	5–1 a.m.	1–5 am only Johannstadt - Postplatz and alita: Wasaplatz - Leubnitzer Höhe
76	Mockritz - Kaitz - Südhöhe - Central Station - Prohlis - Lockwitz	20th	20th	30th	5 a.m. - 9 p.m.	9–1 pm alita: Südhöhe - Zschertnitzer Straße
77	Airport - Karl-Marx-Strasse - Klotzsche , Infineon	10	10	15th	5–1 a.m.	1–5 am alita Karl-Marx-Straße - Airport
78	Postplatz - Könneritzstraße - Waltherstraße - New Fair	-	-	-	-	Only at trade fair events, as required
80	Omsewitz - Cotta - Übigau - Trachau - Wilder Mann - Boxdorf - Klotzsche (Infineon)	20th	20th	30th	5–1 a.m.
81	Liststrasse - Wilschdorf (AMD)	20th	30th	30th	5 am to 11 pm	11–5 pm as alita
82	New fair - Postplatz - Plauen (- Löbtau Süd ) - Naußlitz - Dölzschen	20th	20th	30th	Midnight	Increased cycle rate Postplatz - Löbtau Süd, in night traffic Postplatz - Dölzschen
83	( Bonnewitz -) Graupa - Pillnitz - Loschwitz - Blasewitz - Striesen - Comeniusplatz	10	10	15th	5–1 a.m.	combined with line 74 , Pillnitz - Graupa every 30 minutes, 11pm - 1am alita: Pillnitz - Graupa, 1am - 5am alita Schillerplatz - Pillnitzer Platz
84	Steglichstrasse - Oberloschwitz - Rochwitz	20th	30th	30th	5 am to 11 pm	11–5 pm alita: Schillerplatz - Rochwitz
85	Loschwitz - Blasewitz - Seidnitz - Reick - Prohlis - Lockwitz (- Röhrsdorf )	10	10	15th	5–1 a.m.	Prohlis - Lockwitz every 30 minutes, Lockwitz - Röhrsdorf every hour, 9–5 pm alita: Prohlis - Lockwitz
86	Striesen - Seidnitz - Laubegast - Kleinzschachwitz - Sporbitz - Heidenau	20th	20th	30th	5 a.m. - 9 p.m.
87	Wilschdorf (AMD) - Hellerau - Klotzsche - aircraft yard	20th	60	30th	5 a.m. - 9 p.m.	on weekends only station Klotzsche - Wilschdorf (AMD)
88	Luga - Niedersedlitz - Prohlis - Nickern	20th	20th	30th	5 a.m. - 9 p.m.
89	Löbtau - Plauen - Coschütz - Südhöhe (- Zschertnitz Ost) - Strehlen - Gruna depot	10	10	15th	5–1 a.m.	1–5 am alita: Wasaplatz - Mockritz, Münzteichweg
90	Löbtau - Naußlitz - Pesterwitz - Old Franconia	20th	20th	30th	5–1 a.m.
91	Waldschlößchen - Albertstadt - Pieschen - Mickten (- Altkaditz ) - Kaditz (- Altserkowitz )	10	10	15th	5–1 a.m.	1–5 pm alita: Prohlis - Luga
92	Cotta - ocher joke	20th	20th	30th	5 a.m. - 9 p.m.	9–5 pm as alita
93	Weißig - Bühlau - Gönnsdorf - TV tower	10	20th	15th	5–1 a.m.	0–5 am alita: Bühlau - TV tower, 1–5 am alita: Bühlau - Weißig
94	Postplatz - Friedrichstadt - Cotta - Cossebaude (- Niederwartha )	15th	20th	20th	Midnight
96	Kleinzschachwitz (ferry) - Niedersedlitz - Lockwitz - Kreischa	30th	30th	30th	5–1 a.m.	Monday - Friday 15-minute intervals between Kleinzschachwitz and Lockwitz
97	Hellerau (workshops) - Hellerau (market) - Klotzsche - Königswald - airport	20th	20th	30th	5 a.m. - 9 p.m.

For 2006, Dresdner Verkehrsbetriebe AG gave the following key figures for the bus services it operates:

28 city lines with a length of 295.7 km (longest line 89; shortest line 79 - no further details),
425 stops (98 together with the tram), average distance between stops 460 meters, average travel speed 21.5 km / h,
253 bus drivers (permanent staff)
Vehicles: 13 Mercedes-Benz low-floor standard buses; 43 Mercedes-Benz low-floor articulated bus; 14 MAN low-floor standard bus; 42 MAN low-floor articulated bus; 16 Solaris low-floor standard bus; 34 Solaris low-floor articulated bus; 1 Solaris hybrid articulated bus (without further type specification)
1135.8 million square kilometers / year; 195.0 million passenger-kilometers (including alita); 13.6 million train kilometers (corresponds to the previously used term of useful kilometers).

Line reform 2009 of the Dresdner Verkehrsbetriebe AG

The last (major) line reform of DVB took place in 2009 with the changeover to the 60 lines , which run at least every 10 minutes during the day. All other line numbers have longer cycle times. Additional areas of Dresden not previously served by bus were newly developed.

Line no.	Drives away	most important bars in the trunk section				Working time	Remarks
Line no.	Drives away	Mon - Fri	Sat	So.	Eve	Working time	Remarks
60 bus routes
61	Löbtau - Südvorstadt - Striesen - Bühlau - Weißig / TV tower	10	10	15th	15th	5–1 a.m.	Night traffic: Bühlau - Weißig, Bühlau - TV tower as alita
62	Dölzschen / Löbtau Süd - Prager Straße - Johannstadt / University Clinic	10	10	15th	15th	24 hours	Night traffic: from Johannstadt on to Schillerplatz, on as line 63 to Pillnitz
63	Löbtau - Südhöhe - Striesen - Pillnitz - Graupa - Bonnewitz	10	15th	15th	15th	5–1 a.m.	Night traffic: Pillnitz - Schillerplatz, continue as line 62 towards Johannstadt, Zschertnitz - Wasaplatz as alita
64	Waldschlößchen - Neustadt - Pieschen - Kaditz , Am Vorwerkfeld	10	10	15th	15th	5–1 a.m.
65	Blasewitz - Seidnitz - Reick - Dobritz - Leuben - Heidenau / Luga	10	15th	15th	15th	5–1 a.m.	Night traffic: Altleuben - Luga as alita
66	Coschütz / Mockritz - Central Station - Prohlis - Nickern / Lockwitz	10	10	15th	15th	5–1 a.m.	Night traffic: Prohlis - Leuben as alita
Other bus routes
70	Gompitz - Cotta - Prohlis - Klotzsche, train station (- industrial area north )	20th	30th	30th	30th	5–1 a.m.	Night traffic: Wölfnitz - Altfrankener Park as alita
71	Coschütz, Saarstrasse - Gittersee - Kleinnaundorf	30th	30th	30th	30th	5–1 a.m.	Night traffic: as alita
72	ElbePark - Radebeul - Boxdorf - Hellerau - Klotzsche, train station (- Klotzsche ZMD )	30th	60	60	30th	5 a.m. - 9 p.m.
74	Johannstadt - Striesen - Gruna - Reick, Hülße-Gymnasium	20th	30th	30th	30th	5–1 a.m.
75	Messe Dresden / Pirnaischer Platz - Strehlen - Leubnitz - Leubnitzer Höhe - Goppeln	10	15th	15th	15th	5–1 a.m.	Night traffic: Wasaplatz - as alita
alita 76	Hp. Pieschen - Trachenberge, JVA	30th	30th	30th	-	5 a.m. - 7 p.m.	only as alita
77	Klotzsche Infineon - Airport	20th	20th	30th	30th	5–1 a.m.	Night traffic: as alita
78	Hellerau - Boxdorf, industrial area	20th	-	-	-	5:00 am to 8:00 pm and 3:00 pm to 7:00 pm
79	Mickten - Übigau	20th	20th	30th	30th	5 a.m. - 9 p.m.	Night traffic: as alita
80	Omsewitz - Cotta - Pieschen - Boxdorf - Airport - Klotzsche, train station	20th	30th	30th	30th	5–1 a.m.	Night traffic: as alita
81	Neustadt - Hellerberge - Wilschdorf train station , industrial area	20th	30th	30th	30th	24 hours	shared with line 328; Night traffic: Liststraße - Wilschdorf as alita
84	Blasewitz - Rochwitz - Bühlau	30th	30th	30th	30th	24 hours	shared with line 309; Night traffic: Schillerplatz - Rochwitz as alita
85	Striesen, Niederwaldplatz - Gruna - Strehlen - Löbtau Süd	20th	30th	30th	30th	5 a.m. - 9 p.m.
86	Heidenau - Laubegast - Dobritz - Prohlis - Lockwitz - Kreischa	20th	30th	30th	30th	5–1 a.m.	together with bus F (Pirna city traffic and line 386), from 9 p.m. only Dobritz - Kreischa
87	Striesen, Altenberger Strasse - Tolkewitz - Reick - Leubnitz - Mockritz, Otto-Pilz-Strasse	20th	30th	30th	30th	5 a.m. - 9 p.m.
88	Kleinzschachwitz, ferry - Niedersedlitz - Prohlis	15th	30th	30th	30th	5 a.m. - 9 p.m.
89	Niedersedlitz - Lockwitz - Röhrsdorf	30th	30th	30th	30th	5–1 a.m.	Night traffic: from 9 p.m. as alita
90	Löbtau - Naußlitz - Pesterwitz - Gompitz	20th	30th	30th	30th	5–1 a.m.
91	Cotta - Briesnitz - Rennersdorf - Gompitz	various				5 a.m. - 9 p.m.	Operation by Satra Eberhardt GmbH
92	Cotta - ocher joke	20th	30th	30th	30th	5 a.m. - 9 p.m.	Night traffic: as alita
93	Cotta - Briesnitz - Mobschatz - Cossebaude - Oberwartha	different				5 a.m. - 9 p.m.	Operation by Satra Eberhardt GmbH
94	Postplatz - Cotta - Cossebaude / Niederwartha	20th	30th	30th	30th	24 hours
alita 95	Cossebaude - Niedergohlis	40	-	-	-	6 a.m. - 6 p.m.
alita 97	Leutewitz - Zschonergrundmühle	120	-	-	-	6 a.m. - 8 p.m.
98A	Weißig - Pappritz - Gönnsdorf - Niederpoyritz	60	-	-	-	6 a.m. - 8 p.m.	Operation by Hochlandexpress road transport company Christoph Wessel e. K.
98B	Weißig - Schönfeld - Rockau - Cunnersdorf - Niederpoyritz	60	120	120	-	6 a.m. - 8 p.m.	Operation by Hochlandexpress road transport company Christoph Wessel e. K.
98C	(Weißig -) Schönfeld - Borsberg	60	120	120	-	6 a.m. - 8 p.m.	Operation by Hochlandexpress road transport company Christoph Wessel e. K.

Regional lines

After the turnaround and in the first years of German unification, the individual regional VEBs that were subordinate to it were converted from the individual operations of the VEB Kraftverkehrskombinates Dresden, which had gone into the Treuhand, into independent companies and these were essentially communalized. For example, the Oberelbische Verkehrsgesellschaft Pirna-Sebnitz was founded on February 10, 1992 as the successor to “VEB Kraftverkehr Pirna”. The same applies to the " Regionalverkehr Dresden ", which was founded on December 6, 1991. This company sold its main shares to DB Regio : Paradoxically , this is how the Reichsbahn-Kraftomnibus-Linien from before 1945 came, which after 1945 became the VEB Kraftverkehr Dresden " were assigned ”, returned to the railroad.

Despite these corporate developments, the regional bus transport with its lines has remained unchanged. Since the city of Dresden published a joint timetable for the region during the GDR era and made the decision in 1990/91 to continue doing so, the regional companies were more or less obliged to cooperate. Although this was seen reluctantly by the district administrators as current shareholders (in part opposed to it), the pragmatic effect led to the establishment of the Upper Elbe Transport Association (VVO) in January 1994, as the first transport association in the East German federal states at all.

The following companies with regional bus services or special transports are represented in Dresden via this transport association (as of 2019): The following companies are partners in the association area:

Müller Busreisen , Stolpen (in addition to the city traffic lines 98A, 98B and 98C)
Regional traffic Saxon Switzerland-Eastern Ore Mountains (RVSOE)
Transport company Meißen (VGM)
Regional bus Upper Lusatia (RBO)
Transport company Hoyerswerda (VGH)
Satra Eberhardt (SATRA), Kesselsdorf

Vehicles used

List of all vehicles used 1914–2007

One of the first Ikarus 30 at Platz der Einheit (today: Albertplatz) (1952)

Škoda 706 RO of the Dresdner Verkehrsbetriebe in front of the ruins of the Kurländer Palais and the skyscraper on Pirnaischer Platz (with inscription, 1969)

The list contains all buses that were used by the Dresden City Tramway and its successors between 1914 and 2007 and that were in use in 2007. For the list of trolleybuses and their trailers used between 1947 and 1975, see Dresden trolleybus . Comparable lists of regional bus companies are currently not known.

Urban tram to Dresden and its successor
Make	Type	Construction year	Number from 1914	Number from 1949	Number from 1971	Whereabouts, remarks
NAG *		1914	6th			Separated in 1914, at the Army Administration, whereabouts unknown
Daimler	DC3	1914	6th			Separated in 1914, at the Army Administration, whereabouts unknown
Büssing	IV GL / VI GL	1925-1926	13	unknown		Separated from 1928–1956
Büssing	III GL	1926	2			Separated from 1942–1945, probably given to the Wehrmacht
Büssing	VI GL n	1928	4th	3		Separated from 1947–1960
Büssing	VI GL n	1930	15th	3		1939–1961 separated, remodeling 1933–1934
MAN **	NON	1928	2	unknown		1945–1962 segregated
NAG / Presto		1932	1			Segregated in 1933
MAN	N6	1931	1	1		Retired in 1961
Büssing	802N	1935	5	2		Separated from 1939–1962, partly in the Wehrmacht in 1939
Büssing / NAG	900 N	1937-1939	9	4th		Separated from 1945–1962, one example has been a historic vehicle since 1986
Opel Blitz	3,6-47 NO	1937-1938	6th	3		Separated from 1939–1958
Opel Blitz	75	1938	1			1945 lost in the war
Opel Blitz	75	1942	4th			two pieces lost in war in 1945, two pieces sold in 1947 (sold in 1947 for commissioning trolleybus)
Graf & Stift	D120L	1942	4th	1		1945–1960 segregated
Büssing	4500T	1944	3	3		Separated from 1961–1963
Mercedes	O 3750			1		Retired in 1959
Chevrolet				1		Retired in 1958
MAN	E2			1		Retired in 1962
Icarus	601	1954		6th		Separated from 1966–1973
Icarus	602	1954		1		Retired in 1967
Icarus	60	1955-1956		25th	5	Separated from 1967–1974
Crossley / DAF ***	PT421	1947 (1955)		7th		Separated from 1964–1969
IFA ****	H6B / S	1954-1956		23	22nd	1971–1974 segregated
IFA	H6B / L	1955-1957		12	12	1971–1973 eliminated
Icarus	30th	1952 (1956)		3		Separated from 1963–1968
Škoda	706 RO	1956		5	2	Separated from 1970–1972
Icarus	66	1958-1971		60	61	Retired from 1969–1976
Icarus	55	1962-1971		3	8th	1973–1977 segregated
Icarus	630	1964		3	3	Retired in 1975
Icarus	180.02	1968-1973		20th	52	Separated from 1979–1987
Icarus	180.03	1969		2	2	1983–1984 eliminated
Icarus	556	1971		4th	32	1980–1987 eliminated
Icarus	250	1971-1990			9	Separated from 1988-1992
Icarus	255	1974-1976			6th	4 pieces 1989–1991 separated (EDP No. 473 ...), 2 pieces 1988–1990 separated (EDP No. 474 ...)
Icarus	256	1978-1990			6th	1991-1993 retired
Icarus	260.02	1973-1989			15th	1978–1993 eliminated
Icarus	280.02	1974-1990			139	eliminated from 1989
Icarus	280.03	1975-1990			9	eliminated from 1989
Icarus	211	1978-1979			2	Retired in 1991
Mercedes	305				14th	Separated from 1993–1994
Mercedes	405	1990			10
Mercedes	O 405 N	1990-1993			49
Mercedes	O 405 GN	1992-1994			19th
Mercedes	O 405 GN	1997-2001			21st
MAN	NG 272	1993-1994			28
MAN	NG 312	1997-1998			17th
MAN	313	2001-2003			15th
Icarus	417	1998			1
MAN	NL 263	1999			1
MAN	NL 283	2002-2003			10
Mercedes	O 530 Citaro	2000-2003			7th
Solaris	Urbino 18	2003-2006			34
Mercedes	O 530 G Citaro	2003– (unknown)			≥3
Solaris	Urbino 12	2006– (unknown)			≥16

*: Nationale Automobil-Gesellschaft, Berlin
**: Maschinenfabrik Augsburg-Nürnberg
***: van Doorne Automobilfabrik
****: VEB motor vehicle plant "Ernst Grube" Werdau in the industrial association vehicle construction

The modernization of the bus stock took just a few years: between 1990, when the first buses were given as a gift from Dresdner Bank (used vehicles) and the last Ikarus bus was decommissioned in 2001, only ten years passed. Today DVB uses buses from the manufacturers EvoBus (only Mercedes-Benz ), MAN and Solaris . The double articulated bus from the Belgian manufacturer Van Hool ( AGG 300 ) for bus routes with particularly high demand was tested by the transport companies in 2004, but it did not go into regular use. Furthermore, at the end of March and the end of September 2007 (as well as 2013) a four-axle articulated bus of the type EvoBus MB O 530 GL (CapaCity) was tested for its operational capability in Dresden: After further tests and adjustments, the four-axle successor Capacity L has been part of the portfolio since 2017 . This type is in use on lines with high demand.

Depots and parking facilities

The list contains all bus depots (Bhf.) And bus parking facilities (Abst.) That have existed or are still in operation by the Dresden City Tramway and its successors since 1925. The buses that existed in 1914 were housed in a specially built hall in the Trachenberge tram station , which was then used again from 1925.

Urban tram to Dresden and its successor
Surname	Type	place	Installation	Conversions	Conveyance	Remarks
Albert garages	Station	Schandauer Strasse	1929		1939	Rented for ten years in 1929, from 1930 it belonged to the KVG Saxony as "Ostgaragen", after WK II the headquarters of VEB Güterkraftverkehr Dresden, halls demolished in 2017, today residential development
Avenariusstrasse	Dist.	Ferdinand-Avenarius-Strasse	1966		1994	Often called "Affengasse" due to the difficult-to-pronounce name by the staff, today residential area
Blowjoke	Station	Tolkewitzer Strasse	1936		1997	1947–1975 also trolleybus, today a shopping market
Böcklinstrasse	Dist.	Böcklinstrasse	unknown		1985	Relocation to Trachenberge (also free parking)
Gruna	Station	Tiergartenstrasse	1992		in operation
Johannstadt	Dist.	Käthe-Kollwitz-Ufer	1975		1993	Near Albertbrücke
Klotzsche	Station	unknown	1903		1904	O-bus (Haide-Bahn)
Marschnerstrasse	Dist.	Marschnerstrasse	unknown		1975	relocated, new as "Johannstadt"
Naußlitz	Station	Kesselsdorfer Strasse	1939	1946-1951	1991	today shopping market
Sarrasani	Dist.	Near Carolaplatz	unknown		unknown	Free parking spaces around the Sarrasani circus building in the 1930s
Striesen	Station	Geisingstrasse	1930		1936	then use of the garage, today a car dealership
Trachenberg	Station	Trachenberger Strasse	1914 1925 1985		1914 1929 in operation
Wiener Platz	Dist.		unknown		unknown	Free parking spaces on and near Wiener Platz in the 1930s

Development since 2007

A hybrid-drive bus has been tested since March 2007 . The manufacturer Solaris bought the combined drive technology consisting of a diesel engine , two electric motors and storage units in the United States and used it in the Urbino 18 Hybrid . By observing a normal bus that is then driven by the same driver, experts from the Fraunhofer Institute for Transportation and Infrastructure Systems were able to make comparative statements on the fuel consumption of the hybrid drive. The comparison was necessary to confirm the assumptions about the amortization of the higher acquisition costs (around 380,000 euros additional costs) through the fuel savings, the aim was to reduce the diesel consumption from 55 to 44 l / 100 km.

For the expansion of the hybrid bus fleet , funding was applied for in 2009 together with the Leipziger Verkehrsbetriebe as part of the Electromobility Model Regions project of the Federal Ministry of Transport, Building and Urban Development . Six Hess BGH-N2C Vossloh-Kiepe hybrid buses, eight Mercedes-Benz Citaro G BlueTec Hybrid buses and three MAN Lion's City Hybrid vehicles have been in service in Dresden since 2011 : a total of 18 hybrid buses were in service in mid-2012. In addition, a Solaris Urbino 12 electric bus was purchased in 2015 .

In 2016, a Citaro CapaCity L was used on lines 61 and 62 for testing. The DVB then decided to purchase a further ten vehicles of the four-door variant. You have been traveling on Dresden's bus routes with the highest demand since January 2017, particularly route 62.

On July 6, 2019, bus route 75 was tied through Dresden city center to Cossebaude : bus route 94 was no longer available.

Association “Historic Motor Vehicles of Dresden Local Transport” V. "

The club's own Ikarus city bus of the 66.62 series from 1972 in Loschwitz (2013)

The association "Historic Motor Vehicles of Dresden Local Transport e. V. ”with its 40 or so association members has been committed to the preservation of historic buses and historic commercial vehicles from Dresdner Verkehrsbetriebe AG since 2002. This includes the maintenance and care of the vehicles and repair and restoration work. The vehicles are presented at classic car meetings and public events and are also available for exclusive special trips.

The following buses are in the association's portfolio as of the end of 2019:

City bus Büssing NAG 900 N, built in 1938
City bus IFA H6B / S, built in 1956
City bus Ikarus 66.62, built in 1972
City bus Ikarus 260.02, built in 1988
City line standard bus II Mercedes-Benz O 405, built in 1990
LOWA W701 bus trailer, built in the 1950s.

literature

Dresdner Verkehrsbetriebe (Ed.): From coachmen and conductors. The 135-year history of the Dresden tram. 3rd, extended and additional edition. Junius, Dresden 2007, ISBN 978-3-88506-018-5 .

Web links

Commons : Bus traffic in Dresden - collection of pictures, videos and audio files

Individual evidence

↑ https://www.dvb.de/-/media/files/die-dvb/zahlen%20daten%202019_web.pdf

↑ [1] , accessed on October 6, 2019.

↑ ^a ^b Dresdner Verkehrsbetriebe (ed.): From coachmen and conductors. The 135-year history of the Dresden tram. 3rd, extended and additional edition. Junius, Dresden 2007, p. 10.

↑ From sedan chair to heavy transport on www.ratschaisentraeger.de , accessed on November 14, 2019.

↑ ^a ^b Dresdner Verkehrsbetriebe (ed.): From coachmen and conductors. The 135-year history of the Dresden tram. 3rd, extended and additional edition. Junius, Dresden 2007, p. 11.

↑ ^a ^b ^c ^d Dresdner Verkehrsbetriebe (Ed.): From coachmen and conductors. The 135-year history of the Dresden tram. 3rd, extended and additional edition. Junius, Dresden 2007, p. 12.

^ Mario Schatz: Meter gauge trams in Dresden. Kenning, Nordhorn 2007, ISBN 978-3-933613-76-9 , p. 7.

↑ ^a ^b Folke Stimmel et al .: Stadtlexikon Dresden . Verlag der Kunst, Basel 1994, ISBN 3-364-00300-9 , p. 231.

^ Mario Schatz: Meter gauge trams in Dresden. Kenning, Nordhorn 2007, ISBN 978-3-933613-76-9 , p. 21.

↑ Werner Kreschnak: History of Dresden tram 2nd edition, tribune, Berlin 1981, no ISBN, S. 69th

↑ ^a ^b Dresdner Verkehrsbetriebe (ed.): From coachmen and conductors. The 135-year history of the Dresden tram. 3rd, extended and additional edition. Junius, Dresden 2007, p. 104.

^ ^A ^b Mario Schatz: Meter-gauge trams in Dresden. Kenning, Nordhorn 2007, ISBN 978-3-933613-76-9 , p. 49.

↑ Dresdner Verkehrsbetriebe (Ed.): From coachmen and conductors. The 135-year history of the Dresden tram. 3rd, extended and additional edition. Junius, Dresden 2007, p. 108.

^ ^A ^b Mario Schatz: Meter-gauge trams in Dresden. Kenning, Nordhorn 2007, ISBN 978-3-933613-76-9 , p. 80.

↑ Dresdner Verkehrsbetriebe (Ed.): From coachmen and conductors. The 135-year history of the Dresden tram. 3rd, extended and additional edition. Junius, Dresden 2007, p. 123.

↑ Dresdner Verkehrsbetriebe (Ed.): From coachmen and conductors. The 135-year history of the Dresden tram. 3rd, extended and additional edition. Junius, Dresden 2007, p. 124.

↑ Dresdner Verkehrsbetriebe (Ed.): From coachmen and conductors. The 135-year history of the Dresden tram. 3rd, extended and additional edition. Junius, Dresden 2007, p. 139.

↑ ^a ^b ^c ^d Hans-Joachim Hentschel u. a .: Four decades of socialist development of the VEB Verkehrsbetriebe of the City of Dresden . Brochure published on the 40th anniversary of the GDR, VEB Verkehrsbetriebe Dresden, Dresden 1989, p. 24

↑ Eva Kölln Berger, Horst Richter: High above the city - from the history of the district Dölzschen . In: Stadtmuseum Dresden (ed.): Dresdner Geschichtsbuch , Volume 9, Druckerei zu Altenburg, 2003, pp. 125–163, here p. 156

↑ Dresdner Verkehrsbetriebe (Ed.): From coachmen and conductors. The 135-year history of the Dresden tram. 3rd, extended and additional edition. Junius, Dresden 2007, p. 194.

^ VEB (K) Verkehrsbetriebe der Stadt Dresden (Hrsg.): Timetable and information. Valid 1972/73. Pp. 13-14.

↑ Hans-Joachim Hentschel: 40 years of the GDR - four decades of socialist development of the VEB transport company of the city of Dresden. History commission of the business party organization of the VEB Verkehrsbetriebe der Stadt Dresden (ed.), Without publisher, Dresden 1989, without ISBN, p. 54.

↑ Dresdner Verkehrsbetriebe (Ed.): From coachmen and conductors. The 125-year history of the Dresden tram. Junius, Dresden 1997, ISBN 3-88506-008-6 , p. 328.

↑ Dresdner Verkehrsbetriebe (Ed.): From coachmen and conductors. The 135-year history of the Dresden tram. 3rd, extended and additional edition. Junius, Dresden 2007, pp. 343-344.

↑ Transport company in the Upper Elbe Transport Association. Verkehrsverbund Oberelbe GmbH, accessed on December 14, 2019 .

↑ Dresdner Verkehrsbetriebe (Ed.): From coachmen and conductors. The 135-year history of the Dresden tram. 3rd, extended and additional edition. Junius, Dresden 2007, pp. 359-361.

↑ Hentschel gives 1956 and was also so in Dresdner Verkehrsbetriebe (Ed.): From coachmen and conductors. The 135-year history of the Dresden tram. 3rd, extended and additional edition. Junius, Dresden 2007, p. 195, taken over: The archive photo from the Federal Archives shows 1952.

↑ Dresdner Verkehrsbetriebe (Ed.): From coachmen and conductors. The 135-year history of the Dresden tram. 3rd, extended and additional edition. Junius, Dresden 2007, pp. 330–331.

↑ Dresdner Verkehrsbetriebe (Ed.): From coachmen and conductors. The 135-year history of the Dresden tram. 3rd, extended and additional edition. Junius, Dresden 2007, pp. 76-77.

↑ Lars Kühl: The East Garages . In Sächsische Zeitung of April 3, 2016, also online , accessed on December 13, 2019.

↑ Line deployment analysis of hybrid buses. Fraunhofer Institute for Transportation and Infrastructure Systems IVI, accessed on November 10, 2019 .

↑ Model Regions Electromobility ( Memento from February 10, 2013 in the web archive archive.today ), Federal Ministry for Transport, Building and Urban Development.

↑ Environmentally friendly bus fleet. Dresdner Verkehrsbetriebe AG, accessed on November 10, 2019 .

↑ http://www.historische-kfz-ddvb.de/index.php?id=17

[1] ttps://www.dvb.de/-/media/files/die-dvb/zahlen%20daten%202019_web.pdf

[2] [1] , accessed on October 6, 2019.

[DVB10-3] Dresdner Verkehrsbetriebe (ed.): From coachmen and conductors. The 135-year history of the Dresden tram. 3rd, extended and additional edition. Junius, Dresden 2007, p. 10.