Chemnitz Central Station
| Chemnitz central station | |
|---|---|
|
|
| Data | |
| Operating point type | railway station |
| Location in the network | Separation station |
| Design | Terminal and through station |
| Platform tracks | 14th |
| abbreviation | DC |
| IBNR | 8010184 |
| Price range | 2 |
| opening | September 1, 1852 |
| Profile on Bahnhof.de | Chemnitz_Hbf |
| Architectural data | |
| Architectural style |
Neo-Renaissance (reception building) Modern (platform hall) |
| location | |
| country | Saxony |
| Country | Germany |
| Coordinates | 50 ° 50 '25 " N , 12 ° 55' 50" E |
| Height ( SO ) | 302.4 m |
| Railway lines | |
|
|
| Railway stations and stops in Saxony | |
Chemnitz Hauptbahnhof is the largest train station in the Saxon city of Chemnitz . It belongs to station category 2 of the Deutsche Bahn AG .
Every day around 11,000 travelers pass the station, where around 350 local trains stop.
The first Chemnitz railway station was opened in 1852, after which the railway station soon developed into an important national railway junction. 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, the importance has decreased sharply due to the general decline in traffic, loss of long-distance traffic and some line closures. Freight traffic no longer takes place.
Construction of the station
.jpg)
Station building
The reception building of Chemnitz main station is a typical building of historicism and was built in 1872. In this, the railway operates several facilities. There are also some shops in the light hall. The entrance hall (also called the light hall) of Chemnitz main station is 125 m long. Since he moved from the cross platform, the waiting room has also been in the entrance hall.
The first platform hall was added to the station building in 1910 - in the style of industrial architecture, as it is e.g. B. Peter Behrens developed. This hall was demolished in the GDR era and rebuilt in the years 1973-76 in the style of international modernism. This hall is also directly connected to or includes the reception building.
The part of the platform hall facing the city was rebuilt in 2002–2016 as part of the redesign of the station according to the Chemnitz model . Grüntuch Ernst Architekten created the design - they opened the ground floor to the city side for trams and pedestrians. They designed the façade as a deep steel frame, which on the outside forms a kind of framework that is filled with semi-transparent pneumatic cushions. These pillows are permanently refilled with air. The steel frame towards the interior of the hall is braced with semi-transparent fabric so that daylight penetrates through the construction, illuminates the room and makes the steel frame behind it visible. On the outside - together with the newly designed forecourt - the impression of a city pavilion was created - in contrast to the previously closed platform hall. The converted hall has received several awards: the award of the best architects 17 for public buildings, it was on the shortlist of the Prize for Architecture in Germany 2018, received the World Architecture Festival Awards 2017 in the field of transport and the German Civil Engineering Prize 2018.
The facade of the platform hall is partly a media facade equipped with LEDs , on the corner of Georgstrasse and Wallerstrasse. Until November 2017, this was performed by the artist group random international with the installation Swarm Study / IX from 2016. Since November 2, 2018, the installation 13 million states by Antje Meichsner, Simon Hillme and Deborah Geppert, students of Carsten Nicolais ( HfBK Dresden ), has been running as part of the Chemnitz Media Art Biennale Pochen .
The cross platform connects platforms 5 to 10 at the same level and platforms 1 to 4 of the Chemnitz model by means of stairs, escalators and lifts.
Railway lines and operations
The station is a terminus and a through station, platforms 5 to 9 are head platforms. These serve in particular for traffic to and from Leipzig, Burgstädt, Riesa, Annaberg and Olbernhau. The continuous platform tracks 1 to 4 have been part of the tram network since the renovation from 2011 to 2014 as part of the turning loop extended by the platform hall . Tracks 1 and 2 are used by the tram trains of the CVAG and the City-Bahn Chemnitz in the direction of Stollberg (Sachs), while tracks 3 and 4 allow the City-Bahn trains to transition into the railway network. The continuous platform tracks 10 to 14 are part of the Dresden – Werdau railway or the Chemnitz – Adorf railway and connect Chemnitz to the east with Freiberg and Dresden and to the west with Aue, Thalheim, Zwickau and Hof. Platforms 11 to 14 can be reached through an underpass, connected to the station hall and also accessible via elevators. The former platform 15/16, where the Erzgebirgsbahn trains to Thalheim / Erzgeb. and Aue , which operated to Stollberg until the introduction of the Chemnitz model , was located outside the platform hall. It was decommissioned in October 2011 (see below) and then canceled.
history
Station name
The station already had four different names during its operation, in detail these were:
- until April 30, 1904: Chemnitz station
- until June 30, 1911: Chemnitz main station
- until May 9, 1953: Chemnitz Hbf
- until May 29, 1990: Karl-Marx-Stadt Hbf
- since May 30, 1990: Chemnitz Hbf
The industrial city receives a railway connection
The Erzgebirge Railway Company was founded in Chemnitz in 1836 to build a railway line from Riesa to Zwickau , which was opened to Chemnitz in 1852. The Mittweida – Chemnitz section had been completed since 1848, but one section was still missing between Waldheim and Mittweida (the so-called bankruptcy mile). The Chemnitz-Riesa Railway was opened on September 1st, 1852 by King Friedrich August II , who traveled from Riesa on the new route. A specially organized trade show also took place on the opening day. The railway line gave Chemnitz a connection to the first German long-distance railway line Leipzig – Dresden .
The train station was laid out outside the building northeast of the city on the so-called city fields. The opened terminus station was still modest, there was only one freight shed southeast of the track system. The goods shed also had a "waiting room" with only two windows because no reception building had been built.
A real reception building was built two years later, the two-storey building, built in the Norman style , was around 55 m long. In addition, there was a front building of 177 m towards the platform. As a precaution, it was erected on its side to facilitate further construction in the direction of Zwickau. A platform roof, held by 19 cast iron columns, was also built.
An expanding railway network allows the station to grow
On November 15, 1858, with the extension of the railway line to Zwickau, the Nikolaibahnhof (today Chemnitz-Mitte station) was opened as the second Chemnitz station and the first station was named "Centralbahnhof" . Before that, the station facilities had been significantly expanded between 1854 and 1858. During the same period, the city slowly grew around the train station. While numerous villas and some parks were built to the northwest along Königstrasse (today's Strasse der Nations ), simple tenements for workers were built on the Sonnenberg southeast of the tracks in the 1860s . The Chemnitz train station thus formed a division in terms of social and urban development. The first Chemnitz factory with its own siding - a share spinning mill - was also built on Königsstrasse.
Between 1858 and 1866, the freight transport facilities were expanded. However, this only solved the problems to a limited extent, as numerous companies had settled in Chemnitz in the south-western region. Even at this time, numerous industrialists criticized the station's unfavorable location. An attempt was made with a petition, which Richard Hartmann also joined, to move the government to build a second train station in the southwest. The government refused. After the line to Annaberg was opened in 1866, the station had to be expanded again, as the line construction towards Freiberg was about to be completed. In 1868 construction work to increase passenger transport capacity began. A turntable was created on the butt-ended platform tracks in order to be able to move the locomotives. A completely new entrance building with a large main hall was also built; this new building was completed in 1872. The goods facilities were also enlarged accordingly, most of them were still on the southeast side. In the far north was the coal station , which was separated from the following product station by the Wettinerstrasse underpass. In the far south were the goods sheds and a ramp with cranes for heavy machine parts. The cattle loading was arranged separately on the northwest side. Even before the end of the renovation, new routes had been opened, in 1869 the routes to Dresden and Hainichen and in 1872 to Leipzig and Limbach . This was followed by the opening of the railway lines to Adorf in 1875 and in 1875 to Marienberg / Reitzenhain . Only the confluence of the Chemnitz – Adorf railway line of the private Chemnitz-Aue-Adorfer Eisenbahn-Gesellschaft , which was taken over by the Saxon state, caused a small change in the station facilities, otherwise the passenger transport sector remained essentially unchanged until around 1900.
Since there was a strong increase in transport especially in goods traffic after the establishment of the Reich in 1871, the Chemnitz coal station was opened on the Dresden – Werdau railway line in 1880 at the urging of the factory owners , thus relieving the burden on the first Chemnitz station considerably. After a brief recession at the end of the 1870s , transport services continued to increase. A new expansion in the freight section was therefore necessary. In 1885 the state railroad bought an area of around 4 hectares southeast of the tracks, because this was the last free area on which the station could be expanded. Construction began the following year and was completed in 1888.
Since the station had now reached an enormous length, it represented a major traffic obstacle for the city. Apart from a level crossing at Dresdner Platz and the underpass of Wettinerstrasse, there was no connection between the two sides of the station for more than a kilometer. An initially planned overpass was quickly discarded for safety reasons, and a new underpass was soon agreed. Since the city did not raise sufficient capital, the project was postponed for years. The project was only resumed with the expansion of the freight facilities, on the one hand the state railroad contributed 80,000 marks , on the other hand the construction work made the occasion suitable. The remaining costs of around 155,000 marks were borne entirely by the city. Construction work began in November 1887, the 217 m long tunnel led almost at right angles to the tracks under the platforms. The clearance height of the 5 m wide tunnel was 3.50 m. The vaulted ceiling was about one meter below the tracks, so changes to the 30 operating tracks were possible without any problems. To save costs, 13 skylights were installed, as the tunnel tube was not constantly illuminated. The underpass was only open to people, an expansion for vehicle traffic was not possible for financial and technical reasons. On January 2, 1889, the underpass was opened, as the road was busy, the six-hour night closing time was soon abolished. The tunnel was popularly known as the “bacillus tube”. The video for the song Shots in the Air by the Chemnitz band Kraftklub was filmed entirely in the bacilli tube.
Renovation of the station in the 1900s
Since the traffic continued to increase even after the expansion, it was decided before the turn of the century to make extensive changes to the railway systems. The level crossing at Dresdner Platz also became a problem, as a railway employee with a warning flag and bell had to run in front of the train. The Hilbersdorf marshalling yard was built south of the workshop station to relieve freight traffic in the main station. The marshalling yard was opened in 1902. From 1903 the eastern head of the station was lowered, as the Dresden – Werdau line between the main station and Kappel was fundamentally rebuilt . The level crossing at Dresdner Platz was also omitted. The facilities for passenger traffic were also enlarged, as with the railway line to Stollberg, which opened in 1895 (which unthreaded in Chemnitz Süd station) and the line to Wechselburg which opened in 1902 (began in Küchwald station ), passenger traffic in the main station had increased further. In 1907 the new platforms were opened, five tracks were now available for through traffic, two more (platforms 15/16) were used for traffic in the direction of Aue / Adorf and Stollberg. In addition, the turntable at the butt tracks was expanded, there were now nine platforms. The reception building was only slightly enlarged, only the so-called textile hall - the small atrium on the northeast side - was built, but the room arrangement within the building was significantly changed. The most noticeable change was the construction of the 174 m long platform hall from October 1906 to September 1909. The 14 m high and 150 m wide structure spanned 20 tracks, only platform 15/16 received its own roof. The hall was supported by four rows of supports, lighting was not necessary, as 18 skylights were installed on the walls in addition to the glass fronts. In total, the renovation of the Chemnitz railway junction with ongoing operations cost around 33 million marks, of which the city had to pay around 10.5%.
Between the wars and the Second World War
On August 8, 1919, the Chemnitz bloodbath broke out on the premises of the main train station . The army's brutal crackdown on demonstrating workers claimed 38 lives and numerous demonstrators were injured, some seriously.
In the 1920s, traffic conditions stabilized again after the turmoil at the end of the First World War and the first years after the war. With that one dealt again with operational optimization. At that time, the Chemnitz main station had a higher occupancy than the Leipzig main station . A particular operational obstacle was the lack of a level crossing for freight trains to and from Leipzig or Riesa. In order to get to the east side, these had to cross the three main passenger routes. In addition, there was no parking station, as only around 10% of all passenger trains did not end or start at the station. From 1926 onwards, the main station was expanded and rebuilt for 8 million Reichsmarks . In Chemnitz-Furth, an urgently needed parking station was built, and the routes were also fundamentally changed. Some signal boxes were also rebuilt, but the construction work ended with the beginning of the Second World War . Existing building material was instead transported to the conquered areas.
During the Second World War, the station was repeatedly the target of Allied air raids, which, unlike the rest of the city, caused hardly any damage until the end of February 1945. For example, on February 6, 1945, a residential area south of the main station was bombed because the previously dropped target markers missed the main station due to strong winds. As early as October 1944, a crashed German plane had damaged the southern part of the reception building. During the attack on March 5, 1945, the main train station was also badly hit, parts of the reception building burned down and numerous panes of the station hall were destroyed.
After the Second World War
After the Second World War, the damage was repaired only slowly due to the lack of material, money and labor. The missing panes were replaced by wooden covers. The two atriums of the reception building were not repaired until the mid-1950s, but the platform hall was not repaired despite complaints from the population.
Also in the 1950s, for the Chemnitz main station - as for other large train stations in the GDR - drafts for a complete redesign of the building and the surrounding area were made. However, this project was not implemented.
Locomotive smoke and climatic influences worsened the structural condition of the station hall, which was only temporarily repaired, in the following decades. After an appraisal finally revealed serious structural damage, the hall was demolished between January and December 1972. This resulted in 1,700 t of scrap.
The new building began in 1973, but the original completion date of the two main halls on October 7, 1974 - the 25th anniversary of the GDR - could not be met. The construction was not completed until 1976. The two-aisled hall was cantilevered, both approximately 13 m high hall parts were 148 m long, one 72 m, the other 66 m wide. A third hall section, 69 m long and 52 m wide, was connected to the southwest and covered the continuous tracks. On the northwest side there was a narrow roof over the first platform. The hall covered a total of more than 25,000 m², but the two main parts of the hall on the northeast side were about 78 m shorter than planned. Further, low platform roofs connected to the hall could not be dispensed with on this side. Platform 15/16 also retained its single platform roof. With the winter timetable of 1974/1975, almost 300 passenger trains reached or left the main station in Karl-Marx-Stadt every day.
Between 1976 and 1993 the Karl-Marx-Städter Hauptbahnhof was part of the so-called Stadt- und Vorortbahnverkehr , an S-Bahn -like system for the urban conurbation on the route between Flöha and Hohenstein-Ernstthal . From 1984 to 1992/1993 the city express train pair 172/175 Fichtelberg also ran to Berlin-Lichtenberg .
Furthermore, in 1978/79 the track vacancy detection bridge extending to the outer platforms was completed. Construction work on the modern-looking three-storey transverse platform extension, also in the style of the platform hall, lasted until the 1980s. The main part of the reception building was also to be extended, rebuilt and modernized. This was not the case, as was the construction of an entrance from the southeast side with its own entrance building.
Decline in importance and development towards a regional train station
The platform hall was renovated from 1992 to 1994.
In addition to its importance as a regional transport hub, Chemnitz also had supra-regional connections at times: the pair of city express trains 172/175 "Fichtelberg" with Berlin, after the fall of the Berlin IR lines via Berlin to Rostock (occasionally to Magdeburg / Stralsund / Binz / Barth), Oberstdorf ( via Nuremberg and Munich), Karlsruhe (via Stuttgart), Aachen (via Kassel), partly to Cologne as well as with the ICE line (ICE-TD) and finally the IC line Dresden – Chemnitz – Nuremberg. Sometimes there were also IC daytime border trains to and from Cologne or Flensburg via Hamburg.
Since 2006, Chemnitz has no longer been served by DB long-distance trains, only regional trains stop. The Chemnitz-Zwickau agglomeration (1.2 million inhabitants) is thus the most populous region in Germany without long-distance rail transport.
The Vogtlandbahn operational from 2005 to 2012 with the Vogtland-Express remote connection between Plauen upper Bf and Berlin Ostbf . This connection was discontinued on February 15, 2009, but resumed on April 8, 2009. The high costs, due to which the connection was to be deleted from the offer, could not be compensated by the € 2 increase in fares, but the Vogtlandbahn decided to resume the line. In 2012 it was discontinued and initially replaced by the Vogtland long-distance bus, which is operated independently . This was also discontinued at the end of 2015.
Current traffic connections
Rail passenger transport
The city of Chemnitz and municipal interest groups criticize the lack of direct connections to the German long-distance network, as you usually have to change trains in Leipzig or Dresden. Chemnitz Hauptbahnhof is thus the largest German train station without a long-distance rail connection. In March 2015, Deutsche Bahn announced that it would include Chemnitz back into the Intercity network with two lines in 2022 and around 2032, one Dresden – Hof – Regensburg – Munich and one Chemnitz – Gera – Eisenach – Düsseldorf. As a prerequisite, Deutsche Bahn named the electrification of the Regensburg – Hof lines (with its sections Regensburg – Weiden , Weiden – Oberkotzau and Oberkotzau – Hof ), Weimar – Gera and Gera – Gößnitz
As of December 10, 2017
| line | Train run | Cycle (min) | EVU |
|---|---|---|---|
| RE3 | Dresden Hbf - Tharandt - Freiberg (Sachs) - Flöha - Chemnitz Hbf - Hohenstein-Ernstthal - Glauchau (Sachs) - Zwickau (Sachs) Hbf - Reichenbach (Vogtl) ob Bf - Plauen (Vogtl) ob Bf - Hof Hbf | 60 | BOB |
| RE6 | Chemnitz main station - Burgstädt - Narsdorf - Geithain - Bad Lausick - Leipzig main station | 60 | Transdev Regio East |
| RB30 | Dresden Hbf - Tharandt - Edle Krone - Freiberg (Sachs) - Oederan - Flöha - Niederwiesa - Chemnitz Hbf - Wüstenbrand - Hohenstein-Ernstthal - Glauchau (Sachs) - Zwickau (Sachs) Hbf | 60 ( HVZ 30 Chemnitz – Zwickau) | BOB |
| RB45 | Chemnitz Hbf - Mittweida - Waldheim - Döbeln Hbf - Riesa (- Elsterwerda ) | 60 | BOB |
| RB80 | Chemnitz central station - Flöha - Erdmannsdorf-Augustusburg - Hennersdorf - Wolkenstein - Annaberg-Buchholz (- Cranzahl ) | 60 | Erzgebirgsbahn |
| RB81 | Chemnitz Hbf - Flöha - Falkenau - Pockau-Lengefeld - Olbernhau | 60 | Erzgebirgsbahn |
| RB89 | Chemnitz main station - Thalheim - Zwönitz - Aue | 60 | Erzgebirgsbahn |
| C11 | Chemnitz Hbf - Chemnitz central stop - Neukirchen-Klaffenbach - Stollberg | 30th | City-Bahn Chemnitz |
| C13 | Chemnitz Technopark - Chemnitz central stop - Chemnitz Hbf - Burgstädt | 60 | City-Bahn Chemnitz |
| C14 | Chemnitz Technopark - Chemnitz central stop - Chemnitz main station - Oberlichtenau - Mittweida | 60 | City-Bahn Chemnitz |
| C15 | Chemnitz Technopark - Chemnitz central stop - Chemnitz main station - Niederwiesa - Frankenberg - Hainichen | 60 | City-Bahn Chemnitz |
Urban transport
Bus lines 23 (Heinersdorf – Neefepark), 32 (Dresdner Straße – Rabenstein, Tierpark), 526 ( replacement service to Limbach-Oberfrohna ), tram lines 3 (Hauptbahnhof – Technopark) and 4 (Hauptbahnhof – Hutholz) as well as the city railway lines Chemnitz C11, C13, C14 and C15 connect the main train station with the central bus stop in the center of Chemnitz. At night, the N11 night bus runs via the main train station and connects it with the central stop, where you can change to other night buses.
The bus station is located near the main train station . From here buses connect the city with the surrounding area. Some of these lines also stop at the main train station.
Private transport
There are two parking spaces at the train station: a paid short-term parking space (two hours) with around 60 spaces opposite the main entrance and the multi-storey car park on Mauerstrasse with 403 spaces, which can be reached via the night entrance.
Next to the main entrance on the station forecourt there are around 60 uncovered parking spaces for bicycles.
Plaque
November 9th, 2015 marked the 77th anniversary of the so-called Reichskristallnacht. On this occasion, the citizens' association “FUER Chemnitz” hung a memorial plaque in the station hall commemorating the deportation of Chemnitz's Jewish citizens from 1938 to February 1945.
Station renovation
With the creation of the Central Saxony Transport Association with Chemnitz as the central hub, the Chemnitz main station will also take on the function of the hub. Already with the construction work in the station apron between 2003 and 2005, the interface between tram and city train as well as the stop of the buses operating in the network area were redesigned. The next step was the track-side connection of the tram route in the main train station (tracks 1–4). With this, the last traces of the serious shunting accident of June 14, 1983, in which the monument locomotive 75 515 was badly damaged, disappeared. Between February 18, 2013 and June 16, 2014 tram line 2 ran on platform 1 and lines 6 and CB 522 on platform 2 in the station concourse. Since June 16, 2014, line 4 has been operating on track 1 instead of line 2.
Link point of the Chemnitz model
Chemnitz main station has undergone a series of renovations since 2009. As a result, trams and light rail vehicles can enter the station concourse on the area of tracks 1-4 in order to ensure a better connection between urban and regional traffic. By 2013, the track systems of the Chemnitz tram were linked with the track network of Deutsche Bahn AG. A total of 250 meters of rail siding and 900 meters of double-track tram were built. As part of the Chemnitz model, the infrastructural prerequisites for continuous light rail lines between Chemnitz city center and the surrounding areas to the north and east were created. This renovation work was combined with the urgently needed renovation of the north side of Chemnitz main station.
Construction work
Chemnitz main station was modernized from 2009 to 2014. In the process, 19 km of tracks and tracks were relocated, 41 points and 7 railway overpasses were renewed, ten old signal boxes were dismantled and 21 km of overhead contact lines and 171 signals were installed. An electronic signal box was also built, which is controlled from Leipzig. In the station itself, the platforms, lighting and public address systems have been modernized. In the immediate vicinity of the train station, the city renewed the 'Dresdner Platz' bridge. The work of the Zweckverband Verkehrsverbund Mittelachsen (ZVMS) on relocating the tram tracks in the main train station ( Chemnitz model ) has been going on since October 2011 . Overall construction costs of 110 million euros were planned. ZVMS invested 20 million euros. One goal of the renovation was to enable faster entry to the main station. With the Chemnitz model, trains from the surrounding area can pass through to Chemnitz city center.
preparation
From autumn 2008 preparations were made for the renovation of the Chemnitz main station. The catenary systems in the Chemnitz Hbf – Chemnitz Süd section were renewed. New signals and signs have been set up on the track of the Erzgebirge Railway to Aue. New cable routes were also laid between Chemnitz Hbf and Chemnitz Süd. On April 14, 2009, important construction work began on the main station. As a result, many lines only operated to a limited extent: there were thinning out of the intervals and rail replacement services. Due to construction delays, some measures could be temporarily reversed - according to the SEV of the reinforcement trips to Mittweida.
First construction phase
Due to a lack of approvals from the Federal Railway Authority , construction work did not begin until July 2009. Despite the delay in the start of construction, the first construction phase was completed on schedule in September 2011. The track systems and the drainage to the platforms were renewed, the track ballast was changed and examined for pollutants. During the entire time, platform tracks 3 to 11 could not be approached. The trains that used to run on these tracks stopped at platforms 1/2 and 12 to 16.
In mid-January 2010, preparations began for the reconstruction of the Dresdner Platz bridge. In order to maintain road traffic until completion in 2013, a temporary bridge was built before the old bridge from 1909 was demolished.
The VMS work in the main station (between platform tracks 2 and 5) began in summer 2010. The entire platform 3/4 was removed and a retaining wall was erected at a depth of 2.5 meters.
Total closure
From October 25 to 31, 2011, Chemnitz main station was partially or completely closed. During this time, the newly built signal systems were connected to the electronic interlocking . Since then, the switches and signals on the Dresden – Werdau line have been controlled by the Leipzig operations center. 12 km of new tracks, 28 points, 91 signals and the associated new overhead lines went into operation.
Since October 31, 2011, platform tracks 5-11 have been back in operation. At the same time, platform tracks 1/2 and 12-16 went out of service.
The electronic signal box replaces ten old signal boxes.
Second construction phase
At the end of October 2011, the 2nd construction phase began with the clearance of the renewed platform tracks 5–11 and the closure of the previously used platform tracks 1/2 and 12–16. After the work of the VMS had already begun, the platform tracks 1/2 and 15/16 could then also be demolished. On August 22nd, the demolition of part of the cross platform for the Chemnitz model began.
Since August 27, 2012, platforms 12 and 13 have been reopened for train traffic to and from Zwickau / Aue. However, at this point in time it was not yet possible to drive north (Flöha / Riesa / Leipzig), as the track connection had not yet been established.
Furthermore, since November 4, 2012, both tracks in the direction of Chemnitz-Süd can be used again. Due to the construction work on the Dresdner Platz bridge, there were closures in the direction of Zwickau / Aue in a few nights. However, the non-electrified track in the direction of the Aue was not yet passable.
As part of an infrastructure acceleration program for train stations, the passenger information systems were renewed in December 2012 and the drop-leaf displays were replaced by modern LCD displays.
From November 13 to 22, 2013, the Chemnitz-Siegmar – Chemnitz Hbf – Niederwiesa section was fully or partially closed. The trains on the RB 30 line were replaced by buses between Niederwiesa and Chemnitz-Siegmar. Trains on line IRE 1 / RE 3 were canceled between Niederwiesa and Chemnitz Hbf.
From Thursday, November 21, 2013, 4:00 a.m. to Friday, November 22, 2013 00:00 a.m., there was a total closure around the entire Chemnitz node. Trains only went to Burgstädt (RE6), Mittweida (RB 45), Niederwiesa (CBC 516, RB 30, IRE 1, RE 3), Chemnitz-Siegmar (RB 30), Wüstenbrandt (IRE 1, RE 3), Flöha (RB 80, RB 81) and Chemnitz-Süd (RB89).
Third construction phase
From November 22, 2013 00:00, platform tracks 12 and 13/14 in the direction of Flöha / Mittweida and Leipzig as well as the freight train tracks outside the platform hall went back into operation. At the same time, platform tracks 10 and 11 and the central track were taken out of service in order to carry out construction work. From this point on, only one track was available in the direction of Zwickau. This construction work generally consisted of redesigning the provisional track guides from the construction phase to create the final track plan. The middle track, which had previously been a stump track from the direction of Zwickau, was now also connected to the north, and the three arches at the northern end of track 10, which had been used to bypass the now demolished signal box, were straightened.
All construction work was completed in 2014. Since then, all of the tracks have been accessible again without exception. Only the transition tracks 3 and 4 for the trains of the Chemnitz model remained unused until 2016 because the necessary Citylink vehicles were not available earlier. In addition to the track systems, the side facade of the main building facing the Technical University was also renewed in 2014. There is still a contact wire gap between the DC and AC voltage networks, system separation points have not been set up. However, they can be retrofitted if necessary.
See also
literature
- Kurt Kaiß, Matthias Hengst: Chemnitz railway junction. Rail network of an industrial region. Alba, Düsseldorf 1996, ISBN 3-87094-231-2 .
Web links
- Representation of the railway facilities on the OpenRailwayMap.
- Album of the Chemnitz central station with photos of signal boxes from 2008 to 2012
- The Royal State Railways in Chemnitz
- Pictures of the main train station ( Memento from February 11, 2013 in the web archive archive.today )
Individual evidence
- ↑ Jana Peters: Hope for the main station - almost all shops rented out . In: Free Press . September 29, 2016, ZDB -ID 1085204-9 , p. 9 ( Freiepresse.de ).
- ^ Jan Friedrich, Jan Bitter: Chemnitz Hbf. (PDF) In: Bauwelt . November 1, 2017, accessed November 5, 2018 .
- ↑ Conversion of the main station in Chemnitz. In: competitionline. competitionline Verlags GmbH, July 1, 2016, accessed on November 5, 2018 .
- ^ Jan Friedrich, Jan Bitter: Chemnitz Hbf. (PDF) In: Bauwelt (magazine). Bauwelt, November 1, 2017, accessed on November 5, 2018 .
- ↑ random international: Swarm Study / IX, 2016. In: Künstlergruppe random international. random international, 2016, accessed November 5, 2018 .
- ^ Multimedia Biennale Pochen : Program. In: Website of the Multimedia Biennale Pochen . Spinnerei eV, accessed on November 5, 2018 .
- ↑ Matthias Zwarg: Multimedia underground - With "Pochen" a cross-genre festival is supposed to enrich the Chemnitz culture. At the beginning it digs deep into the history of bismuth. Freie Presse, November 5, 2018, accessed on November 5, 2018 .
- ↑ Kurt Kaiß, Matthias Hengst: Chemnitz railway junction - rail network of an industrial region. P. 62 f.
- ↑ a b Kurt Kaiß, Matthias Hengst: Chemnitz railway node - rail network of an industrial region. P. 10.
- ↑ Kurt Kaiß, Matthias Hengst: Chemnitz railway junction - rail network of an industrial region. P. 86.
- ↑ Kurt Kaiß, Matthias Hengst: Chemnitz railway node . Rail network of an industrial region. P. 12.
- ↑ Kurt Kaiß, Matthias Hengst: Chemnitz railway node . Rail network of an industrial region. P. 12 f.
- ↑ Kurt Kaiß, Matthias Hengst: Chemnitz railway node . Rail network of an industrial region. P. 14 ff.
- ↑ Kurt Kaiß, Matthias Hengst: Chemnitz railway node . Rail network of an industrial region. P. 16.
- ↑ Kurt Kaiß, Matthias Hengst: Chemnitz railway node . Rail network of an industrial region. P. 16 f.
- ↑ New pedestrian tunnel to replace the bacilli tube in 2015. From www.freipresse.de , accessed on January 8, 2013.
- ↑ Kurt Kaiß, Matthias Hengst: Chemnitz railway junction - rail network of an industrial region. P. 17 ff.
- ↑ Kurt Kaiß, Matthias Hengst: Chemnitz railway node . Rail network of an industrial region. P. 22.
- ↑ Kurt Kaiß, Matthias Hengst: Chemnitz railway node . Rail network of an industrial region. P. 22 ff.
- ↑ Kurt Kaiß, Matthias Hengst: Chemnitz railway node . Rail network of an industrial region. P. 24 f.
- ↑ Kurt Kaiß, Matthias Hengst: Chemnitz railway junction - rail network of an industrial region. P. 25 f.
- ↑ Kurt Kaiß, Matthias Hengst: Chemnitz railway junction - rail network of an industrial region. P. 26.
- ↑ a b Kurt Kaiß, Matthias Hengst: Chemnitz railway node - rail network of an industrial region. P. 28.
- ↑ Kurt Kaiß, Matthias Hengst: Chemnitz railway junction - rail network of an industrial region. P. 30 f.
- ↑ Kurt Kaiß, Matthias Hengst: Chemnitz railway junction - rail network of an industrial region. P. 31.
- ↑ Press release More rail for metropolises and regions ( Memento from March 20, 2015 in the Internet Archive ) March 18, 2015, accessed on June 11, 2015.
- ^ Presentation of more rail for metropolises and regions ( Memento from April 4, 2015 in the Internet Archive ), p. 11, accessed on June 11, 2015.
- ↑ Citizens' Association FUER CHEMNITZ: Memorial plaque in Chemnitz main station, accessed on September 27, 2019
- ↑ Chemnitz model: We are in (from Friday) ... Verkehrsverbund Mittel Sachsen , February 12, 2013, accessed on November 22, 2017 .
- ↑ VMS mobil issue 35
- ↑ VMS.de April 28, 2009
- ↑ Freie Presse Chemnitz April 16, 2009 - page 11
- ↑ Freie Presse Chemnitz January 12, 2010 page 9
- ↑ Information from the traffic authority of the city of Chemnitz: On Friday (July 30th), 2 p.m., the roadway towards the city of the temporary bypass in the area of the bridge at Dresdner Platz is cleared. (No longer available online.) City of Chemnitz, July 29, 2010, archived from the original on January 10, 2014 ; Retrieved February 13, 2011 .
- ^ Eisenbahnseite.de: Conversion of the Chemnitz Central Station »Conversion of Dresdner Platz , September 5, 2010, accessed on February 13, 2011.
- ↑ Free press: Zero hour at Chemnitz main station , October 24, 2011.
- ^ DB ProjektBau GmbH (publisher): Extension of the Karlsruhe – Stuttgart – Nuremberg – Dresden / Leipzig (NBL) line: Modification of the Chemnitz main station railway junction. Eight-page leporello, Dresden, October 2008.
- ↑ New construction phase at Chemnitz main station. In: Saxon newspaper . August 23, 2011, accessed February 11, 2014 .