Dresden Central Station
| Dresden Central Station | |
|---|---|
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| Data | |
| Operating point type | Station part (Dresden station) |
| Location in the network | Separation station |
| Design | Island station |
| Platform tracks | 16 |
| abbreviation | DH |
| IBNR | 8010085 |
| Price range | 1 |
| opening | April 23, 1898 |
| Profile on Bahnhof.de | Dresden_Hbf |
| Architectural data | |
| Architectural style | Historicism and modernity |
| architect |
Giese & Weidner , Arwed Rossbach (1892–1898); Norman Foster (2000-2006) |
| location | |
| City / municipality | Dresden |
| country | Saxony |
| Country | Germany |
| Coordinates | 51 ° 2 '25 " N , 13 ° 43' 53" E |
| Railway lines | |
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| Railway stations and stops in Saxony | |
Dresden Hauptbahnhof ( Dresden Hbf for short ) is the largest passenger station in the Saxon state capital Dresden . In 1898 it replaced the Bohemian station of the former Saxon-Bohemian state railway and, with its representative design, was conceived as the central station of the city. The combination of island and terminal station on two different levels is unique . A special feature of the building are the halls covered with Teflon - coated glass fiber membranes . Since the extensive renovation of the station at the beginning of the 21st century, this translucent roof design has allowed more daylight to enter the station halls than before.
The main station linked in the railway junction Dresden the routes Dresden-Neustadt-Děčín hl. n. and Dresden – Werdau ( Sachsen-Franken-Magistrale ) with each other, which enable traffic to the south-east in the direction of Prague, Vienna or further to south-east Europe, or to the south-west in the direction of Chemnitz to Nuremberg . The connections to the north ( Berlin ), north-west ( Leipzig ) and east ( Görlitz ) are not made from the main train station.
The station counts 381 arrivals and departures as well as 60,000 travelers and visitors daily.
Location and surroundings
The main station is located south of the old town in Seevorstadt; on its southern side bordering Swiss district of Südvorstadt on. The University of Technology and Economics is located right next to the railway station . The federal road 170 crosses under the station area east of the reception building in a north-south direction.
To the north begins on the Wiener Platz , the Prague street , the downtown shopping area of the city. Traffic on Wiener Platz has been routed through a road tunnel with an underground car park since the 1990s, and the square has been a pedestrian zone ever since. Various larger office, commercial and residential buildings in a modern style were built in the vicinity.
history
prehistory
In 1839 the Leipzig-Dresdner Eisenbahn-Compagnie opened the first German long-distance railway from Leipzig to the Dresden terminus at the Leipziger Bahnhof . In the following decades, further railway lines supplemented the travel options from Dresden. Each private railway set up its own station as the end point of its route. The Silesian Railway Station , inaugurated in 1847, marks the starting point of the Dresden – Görlitz railway line, and in 1848 the Bohemian Railway Station opened the line towards Bohemia. The Albertbahnhof , which went into operation seven years later, served the line towards Chemnitz and in 1875 the Berlin station opened , where the line to Berlin began.
Between 1800 and 1900 the population of Dresden grew from 61,794 to 396,146. As a result, the need for traffic increased enormously. The previous railway systems proved to be inadequate to guarantee the expected spatial mobility and to cope with the increased traffic volume caused by population growth and industrialization. In particular, the track systems of the inadequately linked long-distance train stations were not designed for continuous traffic and many level crossings of railroad and road posed a major traffic problem.
At the end of the 1880s, after all of the railway systems in contact with the city were in the hands of the state, the Saxon government decided to fundamentally redesign the Dresden railway junction under the leadership of building officer Otto Klette. A new central station was to be built, but for a long time there was no agreement on the location. After the Elbe floods in March 1845 , the surveying inspector Karl Pressler suggested diverting the Weißeritz to Cotta and using the previous river bed for a central train station. The planners partially took up this idea and implemented a higher-level connection between the long-distance train stations in the former river bed. However, they envisaged the former Bohemian Railway Station as the new central station. On the one hand, it was the busiest, and on the other, it was in the immediate vicinity of Prager Strasse, which had developed into the city's most important shopping street in the last quarter of the 19th century.
Bohemian train station
On August 1, 1848, the Saxon-Bohemian State Railway put the Bohemian Railway Station into operation as the end point of its line, which initially only extended to Pirna . At first it consisted only of a barn-like half-timbered building that spanned four tracks, as well as provisional machine sheds, wagon sheds and workshops.
The official opening took place on April 6, 1851, at the same time as the line was extended to Bodenbach (today: Děčín). A good year later - Dresden was just becoming a big city - the completion of the Marienbrücke , which can be used for road and rail traffic, on April 19, 1852 , enabled through traffic through the Bohemian station to the Leipzig station and the Silesian station on the Neustadt side.
From 1861 to 1864, the passenger traffic facilities were relocated to the west to make room for a new building. On August 1, 1864, a solid new reception building replaced the previous temporary structure. Four wings divided the 184-meter-long building, designed by Karl Moritz Haenel and Carl Adolph Canzler in forms of the Italian Renaissance. Initially, only a 370-meter-long house platform was built , but this allowed two trains to be dispatched at the same time. An additional 360-meter-long island platform was built in 1871 and 1872. This expansion was necessary because the Bohemian Railway Station took over passenger traffic on the Dresden – Werdau railway line from the Albertbahnhof , just under two kilometers to the northwest , which from then on only served as a coal station . This means that the traffic in the direction of Chemnitz was already handled from the Bohemian train station before the main train station was built. In addition, the new main train station was supposed to accommodate the long-distance passenger traffic of the Berlin train station, which is also located on the old town side of the Elbe, just under three kilometers northwest .
Construction and opening
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The basic functional design of the main train station with the combination of a large low-level headway hall and two flanking through halls in high-level areas is considered the work of Finance Councilor Claus Koepcke and Otto Klette. These functional framework conditions formed the basis of the competition in 1892 for the architectural design of the new main train station. The Dresden building councilors Ernst Giese and Paul Weidner as well as Arwed Rossbach from Leipzig each won first prize. The implemented design contains elements of both designs. Construction work, led by Ernst Giese and Paul Weidner, began that same year. Railway operations continued in the Bohemian Railway Station while the south hall was built, which was opened to traffic on June 18, 1895. After that, the Bohemian Railway Station could be demolished and the construction of the central and northern halls started on its site. The south hall served as a provisional handling facility until the entire building was completed.
With six head tracks in the central hall, six continuous high tracks and further head tracks in the east building, the new building was given all the requirements for a significantly expanded passenger train service. Between the south hall and the back Bismarckstrasse (today's Bayrische Strasse), a roofed structure with two high-level tracks was added for freight train traffic. The reception building covered an area of around 4,500 square meters. The steel construction company August Klönne used around 17,000 tons of steel for the structure of the platform halls ; the masonry is made of Elbe sandstone . The construction costs amounted to 18 million marks ; this corresponds to an equivalent of around 320 million euros.
After a little more than five years of construction, the entire structure went into operation on April 16, 1898. At 2:08 a.m., the 101 was the first train coming from Leipzig to reach the newly opened Dresden Central Station.
In the course of the simultaneous redesign of the Dresden railway systems, the main station was given better connections with the previously inadequately connected routes to Leipzig , Berlin and Görlitz . For this purpose, a new, high-performance, continuous four-track inner-city connecting line was built over the new stop at Wettiner Strasse, the forerunner of today's Dresden Mitte station , via the newly built Marienbrücke , only intended for the railroad, to the Dresden-Neustadt station, which opened in 1901 . There was a connection to the other inner-city stations, in particular to the Dresden-Friedrichstadt train station, via connected triangular tracks .
Although it was built into the heyday of luxury trains, Dresden passed this time almost without a trace, only a branch of the Balkan train operated here from 1916 to 1918.
First conversions and extensions
The builders of the main station assumed that the new systems could provide sufficient capacity for several decades. In fact, the volume of traffic developed more rapidly than expected, of which the following table gives an impression.
| year | railway station | Beginning trains | Ending moves | Continuous trains | total |
|---|---|---|---|---|---|
| 1871 | Bohemian train station | 13 | 13 | 16 | 42 |
| 1898 | Bohemian train station | 208 | |||
| 1898 | Central Station | 304 | |||
| 1910 | Central Station | 199 | 191 | 14th | 404 |
| 1930 | Central Station | 174 | 178 | 63 | 415 |
Since the rapidly increasing volume of traffic could hardly be managed, the first expansion was planned before the beginning of the First World War. In 1914, the state parliament approved the funds for the expansion, but the start of the war prevented it from being realized. Expansion could not begin until the late 1920s.
Up until then, an obstacle in operation was the end of the east building, which was difficult to include in the process. As a remedy, a new through track was laid in the north hall between platforms 10 and 11 instead of a baggage platform . From then on, this could be used to pass through other trains that had already been cleared in the east building, as well as for locomotives and freight traffic. In order to use the two freight train tracks next to the south hall also for the strongly increased through-going passenger traffic, their covered side hall was demolished, the outer track was relocated to a new concrete construction above the sidewalk and an island platform was set up on the new space .
The signal box equipment was also modernized during this time. New electromechanical systems replaced the mechanical signal boxes and a new command signal box was built on the Hohe Brücke , which at that time spanned the western track apron as an extension of the Hohen Straße . The architecture of the main station was also redesigned. Numerous decorations and structures had to give way to modern smooth surfaces.
At the time of the Third Reich
In the 1930s, the Deutsche Reichsbahn-Gesellschaft began building a high-speed network. It introduced express railcar connections between Berlin and Hamburg, Berlin and Cologne, and Berlin and Frankfurt, among others. The connection between Dresden and Berlin, however, also took place in high-speed traffic with the Henschel-Wegmann train . From 1936 until the beginning of the war in 1939, he covered the route from Dresden Hauptbahnhof to the Anhalter Bahnhof in Berlin in about 100 minutes.
At the end of the 1930s, the National Socialists planned a redesign of the city, whereby the Third Reich's need for prestige and representation demanded enormous dimensions. A new central station was to replace the Wettiner Straße station with a length of 300 meters and a width of 200 meters. In addition, an oversized forecourt and spacious streets were planned to make room for rallies and parades. With the outbreak of World War II , however, these plans became obsolete.
During the Second World War, the station was of little importance for the loading of troops and prisoners, although Dresden was a garrison town. However, it bundled the Saxon railway network in the direction of Bohemia and therefore represented a bottleneck.
At the beginning of the war, Dresden seemed hardly endangered by air raids, so that initially only insufficient preparations were made, later this was no longer possible. The air raid shelters at the main train station offered space for around 2000 people, but there were no gas locks or ventilation systems. This had serious consequences: When the train station burned down during the great air raid on Dresden in the night of February 13-14, 1945, items of luggage stored in front of the entrances were set on fire, causing 100 people to be burned and another 500 to suffocate in the air raid shelters.
The tracks were largely destroyed by subsequent air strikes. Permanently inoperable the main station through the eighth and final air attack on the city on April 17, 1945 580 was bomber of the USAAF .
The long reconstruction
Despite its severe war damage, the main train station was one of the striking buildings in downtown Dresden. However, the restoration of the railway connections had priority over the restoration of the historical structure. Passenger traffic to Bad Schandau could already be resumed on May 17, 1945 .
A makeshift reconstruction began after the end of the war in the same year. Some parts of the building, such as the station halls and the dome, were initially not repaired and fell into disrepair. At the same time, a far-reaching redesign of the railway system was considered, which appeared possible due to the large-scale destruction of the city. Drafts from 1946 show a turning loop south of the main station, which would have enabled east-west traffic on the Chemnitz-Görlitz connection to stop without changing locomotives. In 1946 and 1947, several drafts were again drawn up for a new, generously dimensioned main train station in place of the Wettiner Straße train station. The previous main station was to be renamed Dresden Prager Strasse station and passenger traffic was only to be handled via the north hall and the east side. A post station was initially planned for the remaining area. This was rejected again in drafts of 1947; now the south hall should also serve passenger traffic, while the middle hall was not intended to be used.
Why these plans ultimately did not come to fruition cannot be said with absolute certainty. Financial difficulties, material shortages, labor shortages and general planning uncertainty in socio-political change are named as possible reasons. A planned new reception building on Wiener Platz with an attached new administration building for the Reichsbahndirektion was also not implemented.
The further development took place from 1950 in a similar, but simpler form due to the economic situation and the shortage of skilled workers. The roof, which was previously partially covered with glass, was temporarily closed with wood , cardboard and slate . The station building itself was only partially restored. In particular, the buildings south of the counter hall remained a hollow ruin, with only the outer walls simulating a complete reconstruction. The undamaged steel structure of the dome above the counter hall was also covered with wood and slate on the outside and a coffered ceiling on the inside . The construction work was largely completed in the early 1960s. As one of the last measures, the clock towers on both sides of the entrance portal were adapted to the discrete facade.
In the next few decades, temporary parking spaces and traffic routes as well as supply lines shaped the picture all around.
At the time of the GDR
From the 1960s, the main station developed again into an important hub in long-distance traffic from Western Europe and Scandinavia to Southeast Europe. Well-known trains of this time were the Vindobona (Berlin – Vienna), the Hungaria (Berlin – Budapest) and the Meridian (Malmö – Bar).
As part of the change in traction , trains from Freiberg, hauled by electric locomotives, reached Dresden for the first time in September 1966 . A good ten years later - on September 24, 1977 - the last express train to be driven by a steam locomotive left Dresden for Berlin. In contrast, steam locomotives could be seen in front of the passenger trains in the direction of Upper Lusatia until the end of the 1980s. Since the passage height was insufficient, the high bridge in the western track apron had to be demolished in the course of the electrification of the railroad tracks. From May 1977 the city express Elbflorenz operated to Berlin ; in June 1985 the Berlin Express was added in the opposite direction .
Within the city and in the immediate vicinity, the Dresden S-Bahn has been handling most of the local traffic since 1973 with the main station as the central point. In 1978 Dresden Central Station was placed under monument protection.
On the night of September 30th to October 1st, 1989, six so-called refugee trains passed through Dresden Central Station, which were directed from Prague via the territory of the German Democratic Republic to the Federal Republic of Germany . Two hours before the West German media spread the news about these journeys and a few quickly determined citizens managed to jump on a train while it was passing through. It was known that there were other GDR citizens in the Prague embassy and that there were more trains to pass through. Therefore, more and more dissatisfied citizens came together at the main station on the following days, according to police, around 20,000 people on the night of October 4th to 5th. While most of the demonstrators and the security forces faced each other on Lenin Square (today Wiener Platz) that night, three of the expected trains from Prague passed the main train station on the southern tracks, hardly noticed. Due to the critical situation in Dresden, five more special trains were diverted to Plauen via Vojtanov and Bad Brambach . Most of the demonstrators were peaceful, but there were also violent clashes between around 3,000 demonstrators and the People's Police, as well as property damage at the train station. In the following days, Lenin Square and the neighboring Prager Strasse were the scene of peaceful demonstrations in the evening, which on October 8 led to the beginning of a dialogue with the state power at the local level through the establishment of the Group of 20 .
With a total of 156 arrivals and departures of regular long-distance trains per day, the main train station was the third most important node in the network of the Deutsche Reichsbahn in the 1989 summer timetable, after the Berlin node and the Leipzig central train station.
After the political change in the GDR
After 1990, Dresden was gradually added to the Intercity network. Individual InterCity trains ran in 1991 via Leipzig and the Thuringian Railway to Frankfurt am Main, from 1992 every two hours. From June 2, 1991, the first pair of EuroCity trains ran on the same route from Dresden to Paris-Est . In the same year, Interregio trains served Dresden for the first time . The train pairs 2048/2049 and 2044/2143 ran between Cologne and Dresden. Further connections were added later. In 1993, a north-south connection via Dresden was added to the EuroCity network and the eight EC trains to Prague, Vienna and Budapest, some of which still run today, were introduced.
On September 25, 1994 ICE trains served the main station as scheduled for the first time. The ICE Elbkurier covered the distance from Zoo station in Berlin to Dresden in 1:58 hours. In the morning a train ran in the opposite direction. The ICE introduction was preceded by necessary construction work in the main station.
Until the timetable change on May 28, 2000, a pair of ICE trains ran daily via Berlin to Dresden, then the ICE line 50, which has existed up to the present day, via Leipzig to Frankfurt was introduced every hour and the connection via Berlin was discontinued. The Dresden main station thus became the starting point of the middle east-west relation in the German ICE network.
This change caused changes in long-distance haulage hauled by locomotives, so since then Dresden has almost only been served by IC / EC trains in the north-south direction. There were also other changes in the IC / EC network. As early as 1994, the later EC / IC line 27 (Prague – Dresden – Berlin) was connected to Hamburg and in 2003 two pairs of trains went to Vienna for the first time and one pair to Aarhus, Denmark .
From June 10, 2001, multiple units of the class 605 (ICE-TD) operated on the Saxony-Franconian main line to Nuremberg . They replaced the interregional traffic that had been discontinued a year earlier. After the Elbe flood in 2002 and the resulting interruption of the route between Chemnitz and Dresden as well as problems with the tilting technology , Deutsche Bahn stopped using the multiple units from summer 2003. Instead, intercity trains ran until long-distance traffic was discontinued in 2006.
On June 6, 2003, an explosives sniffer dog discovered a suitcase bomb in the main train station . After the entire building had been evacuated , the police destroyed the suitcase in a controlled manner. The bomb consisted of a commercially available trolley case that contained an alarm clock, pressure cooker, explosives and stones, and an ignition device with a fuse. According to experts, this bomb was ignitable.
The fundamental renewal after 2000
The first renovation work took place as early as the 1990s. The bridges over the federal road 170 were renewed and the east building received a new facade facing the street and a new staircase.
A design by Gerkan, Marg and Partner in the mid-1990s envisaged modernizing the station, converting part of the central hall into a market and building an office and hotel tower. This design was not implemented.
At the end of December 2000, the board of directors of Deutsche Bahn approved the award of the contract for the modernization project. The planned construction costs were around 100 million DM, which were financed from federal funds (remediation of contaminated sites), DB's own funds and a grant from the State of Saxony (13 million DM). The completion of the construction work was scheduled for spring 2003.
The comprehensive renovation had already in 2000 with the commissioning of from the operations center remotely controlled Leipzig electronic interlocking begun. The further renovation included the renewal of the reception building and hall roof, the track support structures of the north and south halls as well as the track and safety systems. In order to ensure uninterrupted train traffic, the track structures of the north hall were first renovated and put back into operation in November 2003. Only then did the renovation of the track structures of the south hall begin at the end of 2004. Independently of this, the hall roof was renovated from 2002 and the reception building from the end of 2003. Due to the construction work, numerous shops in the platform hall were housed in containers from 2002 to 2006. Based on their historical models, the up to 34 meter high dome above the intersection of the two halls, the cloister and the large waiting rooms were restored. In the latter, the travel center and a supermarket opened in July 2006, at the same time as the central hall went into operation. The elevated platforms can now be reached by escalators and elevators .
In December 2007, the newly designed track system on the south side of the station went into operation, with the exception of platform 1, which was only finished in 2008. In addition, the two freight train tracks were rebuilt to the south outside the hall, but without the platform that was created between these tracks during the renovation around 1930.
The 2002 flood delayed the renovation work significantly. From August 12, 2002, the main station was closed due to flooding by the Weißeritz , which had resumed its old course in Dresden and reached the main station via the route of the railway line towards Chemnitz; the level in the station reached a height of up to 1.50 meters. Water, mud and rubble caused damage of 42 million euros. Many stretches were impassable for a long time, especially in the direction of Chemnitz . After a few regional trains, another long-distance train reached the station on September 2, 2002. The building was gutted , partly down to the basement ; work there lasted until the end of 2004.
Up to November 2006 the cost of the renovation amounted to around 250 million euros. Of this, the membrane roof accounted for 85 million and the reception building for 55 million. The federal government contributed around 100 million euros, the Free State of Saxony with 11 million euros. The renewal of the high-track structures in the south hall was still pending, this should be supported by the federal government with around 54 million euros.
The inauguration of the renovated train station took place on the evening of November 10, 2006 under the dome of the reception hall. It took place in 2006, the city's 800th anniversary. The opening marked the end of the major disruption to travel, but the renovation work did not end in 2014 either.
After a construction period of around 20 months, the energetic renovation of the station carried out as part of the federal economic stimulus program was completed in June 2011. This construction work also included the renovation of the royal pavilion. Since summer 2011, Deutsche Bahn has been working on expanding the retail space under the tracks in the north and south halls of the station. The investment volume for the expansion work was around 26 million euros. 43 retail spaces with a total of 11,000 square meters were created there. The first new stores opened in August 2013 and construction work was completed in May 2014. The planned construction of the platforms in the central hall has not yet started. This is part of the 2nd construction stage of the expansion of the Dresden railway junction, which, according to the planning status of 2009, should begin in 2011. However, this construction stage was not included in the federal investment framework plan 2011–2015. In September 2013, the railway announced that the platforms in the central hall should be renewed by 2019 and also slightly increased. On April 15, 2018, the renovation of the platforms in the central hall began. The platforms will be modernized and shortened in two stages. The parts of the affected platforms that so far protrude from the station hall will be removed and not rebuilt. The modernization should be completed in mid-2020.
A far-reaching reconstruction of the west head is intended to increase the entry and exit speed for trains from / to Chemnitz, Leipzig and Berlin to 80 km / h in the future. The project is part of the German Unity Transport Project No. 9. The plan approval procedure was initiated in February 2019; the plan approval decision is expected in 2021.
The Friends of Dresdner Hauptbahnhof e. V. supported the renovation and made it possible to restore some details beyond what is required by monument protection. The clock towers were given a sandstone facade , broken decorative elements were given their original place, windows were fitted with arches and architraves and the crowning group of figures from Saxonia with science and technology were restored.
Building
division
The station building is oriented in a north-west-south-east direction and is divided along its longitudinal axis into three platform halls with striking arched roofs . The reception hall is located east of the middle and largest of the three halls, has an almost square floor plan and is located between the two outer halls. It has a small forecourt in front of its main entrance, which belongs to Bundesstraße 170. The latter passes under the through tracks of the other two halls at an almost right angle.
The three-part platform hall covers an area of 60 meters wide and 186 meters long. The iron arch construction of the roof in the central nave is up to 32 meters high with a span of 59 meters. In the side aisles, the spans are 31 and 32 meters and a height of up to 19 meters. The dimensions of the roof were necessary at the time of the steam trains to allow the smoke from the machines to escape.
The east building is on the other side of Bundesstraße 170 opposite the main entrance. Between the continuous tracks of the north and south halls, further butt tracks are arranged on high tracks. These are mainly used to park shorter sets.
Access to the reception building is not only available from the representative east side, but also from the north and south. From these sides there are additional direct access options to the central nave under the higher-lying through tracks. The entrance from Wiener Platz to the reception hall was also perceived as the main entrance during the construction, which led to contemporary criticism, since the organic development of the building had to suffer from the requirement of two main entrances, one of which has more architecturally ideal significance, while the other has the other Needs .
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In the northwest is the neo-baroque royal pavilion. Originally it was used to receive state guests in the Kingdom of Saxony . After the end of the monarchy there was a ticket office before it was again reserved for functionaries and dignitaries in the Third Reich. After the Second World War, the King's Pavilion housed the “Kino im Hauptbahnhof” since 1950, with over 170 seats. On December 31, 2000, the railway gave notice to the operator, and the pavilion has been unused since then. During the energetic renovation in 2010, the facade of the royal pavilion was repaired, new windows were installed and a new roof was put on. The Royal Pavilion has now been opened as an additional entrance to the main train station and offers direct access to platforms 17, 18 and 19 from the north-western side. In the royal pavilion itself there should be space for cultural projects and art exhibitions. Originally, pavilions were also to be built at the other entrances to the north side. The decision not to do so led to criticism from the architects and the press, as the royal pavilion would not be integrated into a harmonious structure.
Under the high tracks of the north and south hall there was originally a baggage claim, as well as operations management and inspection (north hall) and rooms for staff (south hall). Since the renovation, there are shopping facilities for travel needs below the eastern part of the north hall and a waiting hall with its own lost property office and a sanitary facility under part of the south hall. The expansion of the other rooms below the north hall and the rooms below the south hall has largely been completed.
Platforms
The central nave today forms a terminal station with seven tracks from the north-west. Initially, however, it only housed six platform tracks. Before the Second World War, another platform track was integrated into the system, today's platform track 14. Two baggage platforms fell victim to this renovation; now there is only a former baggage platform between platforms 6 and 9. The platform tracks in the middle section are roughly at street level; all through tracks run on a second level 4.50 meters above.
The north and south halls each house three continuous platform tracks that extend in a south-easterly direction beyond the end of the hall. At platforms 1 and 2, these sections are also referred to as platforms 1a and 2a. In addition, the north hall also houses an additional through track. In the course of the renovation work since 2000, the platform height has been adjusted to current requirements. The east building originally had a platform track facing upside down on its outer sides. Today, however, only track 4 is still in use.
In addition to structural changes, the usage concept has also changed. Originally, it was primarily intended for directional operation . Today, however, there is a regular service. The following table gives an overview of the platform properties as well as their original and current use (status: November 2009). The island platform added in the 1930s between the freight train tracks south of the south hall no longer exists since the renovation in the new millennium and is therefore not included in the table.
The track numbering was changed on December 15, 2019. Since then, the tracks have been numbered from 1 to 14. The previous gaps 5, 7/8 and 15/16 have thus been closed.
| platform | place | Usable length [m] | Height [cm] | Use in 2013 | Original usage |
|---|---|---|---|---|---|
| 1 | South hall | 341 | 55 | Long-distance traffic towards Leipzig and Prague , night train from Zurich / Oberhausen |
from Berlin, Leipzig, Meißen to Bodenbach, Tetschen, Pirna |
| 1a | Ostbau (continuation of platform 1 outside the south hall) | 210 | 55 | ||
| 2 | South hall | 341 | 55 | Long-distance traffic to Düsseldorf , regional traffic to Hoyerswerda and Elsterwerda | from Berlin, Leipzig, Meißen to Bodenbach, Tetschen, Pirna |
| 2a | Ostbau (continuation of platform 2 outside the south hall) | 192 | 55 | Long-distance traffic towards Prague | |
| 3 | South hall | 416 | 76 | Long-distance traffic to and from Leipzig, night train to Budapest / Vienna |
from Berlin, Leipzig, Meißen to Bodenbach, Tetschen, Pirna |
| 4th | East building | 187 | 55 | Compressor performance of the S-Bahn in the direction of Schöna, arrival SE19 from Altenberg | to Bodenbach |
| - | East building | The platform no longer exists today | from Bodenbach | ||
| 5 | Central hall | 318 | 38 | Storage space | from and to Chemnitz |
| 6th | Central hall | 289 | 36 | Regional traffic to and from Cottbus and Hoyerswerda | from Görlitz to Reichenbach |
| 7th | Central hall | 289 | 36 | Regional traffic to and from Leipzig | by Tharandt |
| 8th | Central hall | 310 | 38 | Regional traffic to and from Görlitz and Zittau | after Tharandt |
| 9 | Central hall | 310 | 38 | Regional traffic to and from Hof | from Reichenbach to Görlitz |
| 10 | Central hall | 363 | 55 | S-Bahn from and to Tharandt and Freiberg , regional transport from and to Zwickau |
from and to Arnsdorf |
| 11 | Central hall | 363 | 55 | Regional traffic to and from Kamenz , S-Bahn towards Tharandt | The platform did not originally exist |
| 12 | North hall | 423 | 76 | Long-distance traffic towards Berlin , night train to Zurich / Oberhausen, night train from Budapest / Vienna |
from Bodenbach, Tetschen, Pirna to Berlin, Leipzig, Meißen |
| 13 | North hall | 258/251 | 55/76 | S-Bahn traffic from Dresden Airport and Meißen towards Pirna | from Bodenbach, Tetschen, Pirna to Berlin, Leipzig, Meißen |
| 14th | North hall | 258/251 | 55/76 | S-Bahn traffic from Pirna to Dresden Airport and Meißen | from Bodenbach, Tetschen, Pirna to Berlin, Leipzig, Meißen |
Roof construction
A special feature of the renovated station is the roof, which was renovated according to a design by British architect Sir Norman Foster . The previous framed glass panes were replaced by 0.7 millimeter thick glass fiber membranes that are stretched between the hall arches. The membranes are self-cleaning due to their Teflon coating on both sides, each 0.1 millimeter thick. It was the first time that a historical building was associated with this new material and construction method. Designed for a service life of 50 years, the membrane can withstand tensile forces of up to about 150 kilonewtons per running meter. It can be walked on by trained personnel with safety equipment.
The translucent membrane is largely translucent during the day and reflects the light from the station hall at night; from the outside the construction appears silver. Narrow slots are left open between the membranes above the hall arches, forming a total of 67 skylights . The roof area is around 33,000 square meters (of which 29,000 square meters are glass fiber membrane), and the area covered by the roof is around 24,500 square meters. The architects who won the competition emphasized the comparatively simple installation, the low weight and the low maintenance costs (self-cleaning). According to the railway, no cooling is required due to the “tent construction” of the roof, even in strong sunlight.
The renovation took place between February 2001 and July 2006 while the train was in operation. For this purpose, working platforms of 800 tons each in the two outer halls and more than 1,600 tons in the middle hall were erected over the tracks. On May 15, 2001, workers began removing the old glass roof. Some of the old steel girders and some new ones were reinstalled between the hall arches as wind bracing. Secondary structures were then erected to hang the membranes on the arches. In total, more than 100,000 screws were used, some of which also replaced rivets on the historic hall arches. A service system was also installed.
In the planning begun in 1997, the full roofing of the upper outer platforms was originally included, but was discarded in 2000. The possibility of extending the two outer membrane roofs by 200 meters over the outer platforms to the east was taken into account when they were built.
The membrane roof was damaged several times by the weather. In the winter of 2010/2011 eight cracks up to two meters wide formed. At the beginning of 2013, a legal dispute ran to repair the damage. DB and the bank of the insolvent Skyspan company reached an out-of-court settlement in November 2017. Every year more damage is added, which is either repaired or secured.
In August 2019, DB announced that it would completely replace the tent roof membrane from 2023 at the earliest.
Main portal and reception building
The main portal of the reception building is integrated into a large, round portal-window arch. The portal opens the massive risalit that dominates the center of the facade. Above is a statue of Saxonia , the patroness of Saxony with the allegories of science and technology arranged on the side . Both on the portal of the reception building and on the clock towers arranged on the side, the station can be assigned to the architectural style of representative historicism of the Saxon kingdom in Dresden.
The reception hall consists of two elongated, T-shaped corridors that intersect under the hall's large glass dome. The main corridor leads to the central hall, while the aisles can be reached via the halls parallel to the transverse platform of the central nave. During the renovation, the reception building in the business and administration rooms was gutted and now has additional glass roofs for lighting .
While the interior of the reception hall is simple today, it appeared very lively until the station was destroyed in World War II. Ceiling paintings and the 26 coats of arms of the administrative authorities of the Kingdom of Saxony in heraldic colors adorned the reception hall. The waiting rooms of the first and second class were adorned with large murals made of porcelain tiles, created by Prof. Julius Storm from Meißen.
For many Dresden residents, the term “Unter den Strick” has long been used to describe a well-known meeting point: right under the center of the dome of Dresden Central Station. Before the renovation, a so-called rope was hanging down here in the middle of the reception hall. Although nothing has been hanging down since the renovation of the station, many Dresdeners still use the old name as a meeting place.
Today there is a round, vertically movable ETFE foil cushion with a diameter of 15 meters at this point on the roof. Its main purpose is to regulate ventilation.
A DB Lounge has been available on the upper floor of the station for first class passengers and frequent travelers since September 2006 . There are also shopping facilities for travel needs in the reception building. The rented sales area of 3,969 square meters is also distributed among the rooms below the high tracks of the south hall; compared to other metropolitan train stations it is low.
Function of the traffic structure
The main station is an important traffic junction in Dresden, which links different modes of transport . It not only marks the access to the railway network, but also an important transfer point for public transport, a level crossing of two main streets and the beginning of the Dresden pedestrian zone through the city center.
Railway lines and operations
Connecting railway lines
Dresden Central Station is located on three electrified double-track main lines:
- The Děčín – Dresden-Neustadt railway line (also known as the Elbe Valley Railway) (route number 6240) crosses the station via the two high-track systems on the side and runs south-east. It represents the connection towards Děčín (Tetschen) or Prague through the breakthrough valley of the Elbe. The section to Pirna is designed for speeds of up to 160 km / h.
- From the Dresden Hauptbahnhof section of the station to the Dresden-Neustadt Pbf section of the station, a single or double-track line for freight traffic runs parallel (line number 6241). The line branches off to two tracks in Dresden Hauptbahnhof and runs south of the south hall. From the Dresden Mitte section of the station over the Marienbrücke to the Dresden-Neustadt Pbf station section, the line is single-track, is shared by passenger trains and joins the line to Dresden-Klotzsche on a single track.
- The Pirna – Coswig S-Bahn (route number 6239) runs parallel to the Elbe Valley Railway ; it leads through the north hall of Dresden Central Station.
- The Dresden – Werdau railway (route number 6258) begins at the main train station and branches off in the western apron at no level . It represents the first section of the Sachsen-Franken-Magistrale via Chemnitz , Zwickau and Hof to Nuremberg.
The central station is also connected to the railway line to Berlin via the track triangle between Dresden Freiberger Straße and Dresden Mitte , and via Dresden-Neustadt to the railway line to Leipzig and the railway line to Görlitz .
Station parts
With the commissioning of the electronic interlockings in the Dresden node, the station boundaries in Dresden changed. Several train stations with safety equipment on the "free route" to the neighboring train stations became parts of the train station with tracks to the neighboring parts of the train station. The Dresden Hbf station section is part of the Dresden operations center (DDRE), which consists of the following station sections:
- Dresden Central Station
- Dresden old town
- Dresden Freiberger Strasse
- Dresden Freiberger Strasse platform
- Dresden center
- Dresden-Neustadt Pbf
- Dresden-Neustadt Gbf
All connecting lines have entry signals to Dresden, also on the opposite track. This means that the Dresden operations center has a total of 15 entry signals.
As a special feature, the route to Dresden-Friedrichstadt has overlapping station areas. The entry signals are positioned in such a way that a fictitious free route of negative length results.
In the station, all signals are to the right of the platform, which is normal. A special feature, however, is that the routes to Pirna and Coswig also apply this regulation, so that it is more difficult to distinguish between the train station and the open route. This is justified with the better visibility of the signals, if otherwise allocation problems could occur on two double-track lines next to each other.
Rail operations
Two long-distance railway corridors cross in Dresden. In addition to the route to Leipzig, which is important for long-distance travel, there is also the north-south corridor from Berlin via Dresden and Prague to Vienna . A third corridor from Nuremberg to Wroclaw has lost its importance in Germany and Poland and is no longer served in long-distance traffic.
The travel times from Dresden are according to
- Leipzig (120 km) 65 minutes, with stops in Dresden-Neustadt and Riesa; corresponding to 110 km / h cruising speed ;
- Berlin ( Hauptbahnhof , deep) (182 km) 124 minutes, with stops in between (individual trains: Dresden-Neustadt, Elsterwerda ) and Berlin-Südkreuz ; corresponding to 88 km / h cruising speed;
- Prague ( Holešovice ) (191 km) 126 minutes, with stops in Bad Schandau, Děčín and Ústí nad Labem; corresponding to 90 km / h cruising speed.
In the plans of the European Union, the main train station is the starting point for the “ Pan-European Transport Corridors III and IV ” to Kiev and Southeastern Europe. In night traffic, the EuroNight Metropol served the Berlin - Budapest / Vienna route up to and including December 9, 2017. Until the 2016/2017 timetable change, the CityNightLine Canopus (Prague - Zurich) and the CityNightLine Kopernikus (Prague - Cologne) served Dresden Central Station. These two night trains coming from Prague were separated here.
Long-distance transport
| line | Line course | Cycle (min) |
|---|---|---|
| ICE 50 | Dresden Hbf - Dresden-Neustadt - Riesa - Leipzig - Erfurt - Gotha - Eisenach - Fulda - Frankfurt am Main - Mainz - Wiesbaden | 120 |
| EC 27 | ( Budapest-Keleti - Bratislava hl.st. - Brno hl.n. -) Praha hl.n. - Dresden Hbf - Berlin Südkreuz - Berlin Hbf - Hamburg Hbf - Hamburg-Altona | 120 |
| IC 17 | ( Warnemünde -) Rostock - Waren (Müritz) - Neustrelitz - Oranienburg - Berlin - Elsterwerda - Dresden Hbf | 120 |
| IC 55 | Dresden Hbf - Leipzig - Halle (Saale) - Köthen - Magdeburg - Hanover - Bielefeld - Dortmund - Wuppertal - Solingen - Cologne | 120 |
Regional traffic
| line | Line course | Cycle (min) | EVU / vehicles |
|---|---|---|---|
| RE 1 | Dresden Hbf - Dresden Mitte - Bischofswerda - Bautzen - Löbau (Sachs) - Görlitz (- Węgliniec ) | 120 | Trilex , 642 |
| RE 2 | Dresden Hbf - Dresden Mitte - Dresden-Neustadt - Bischofswerda - Ebersbach (Sachs) - Zittau - Liberec | 120 | Trilex , 642 |
| RE 3 | Dresden Hbf - Freiberg (Sachs) - Chemnitz Hbf - Zwickau (Sachs) Hbf - Hof Hbf | 60 | Central German Regiobahn , 1440 |
| RE 15 | Dresden Hbf - Dresden Mitte - Dresden-Neustadt - Coswig (b Dresden) - Ruhland - Hoyerswerda | 120 | DB Regio Nordost , 143 / 146.2 + Dosto97 , 442 |
| RE 18 | Dresden Hbf - Dresden Mitte - Dresden-Neustadt - Coswig (b Dresden) - Ruhland - Cottbus | 120 | DB Regio Nordost , 143 / 146.2 + Dosto97 , 442 |
| RE 19 | Dresden Hbf - Heidenau - Altenberg (Erzgeb) health resort | Single trains, not daily | Central German Regiobahn , 642 |
| RE 50 | Dresden Hbf - Dresden Mitte - Dresden-Neustadt - Coswig (b Dresden) - Riesa - Leipzig Hbf | 60 | DB Regio Südost , 146.0 + Dosto07 , 442 |
| RB 30 | Dresden Hbf - Freiberg (Sachs) - Chemnitz Hbf - Zwickau (Sachs) Hbf | 60 | Central German Regiobahn , 1440 |
| RB 31 | Dresden Hbf - Dresden-Friedrichstadt - Großenhain Cottb Bf - Elsterwerda - Elsterwerda-Biehla | 60 | DB Regio Nordost , 442 |
| RB 34 | Dresden Hbf - Dresden Mitte - Dresden-Neustadt - Dresden-Klotzsche - Radeberg - Kamenz (Sachs) | 60 | Central German Regiobahn , 642 |
| RB 60 | Dresden Hbf - Dresden Mitte - Dresden-Neustadt - Bischofswerda - Bautzen - Löbau (Sachs) - Görlitz | 120 | Trilex , 642 |
| RB 61 | Dresden Hbf - Dresden Mitte - Dresden-Neustadt - Bischofswerda - Ebersbach (Sachs) - Zittau | 120 | Trilex , 642 |
Train
| line | Line course | Tact | EVU |
|---|---|---|---|
| S 1 | Meißen-Triebischtal - Radebeul - Dresden-Neustadt - Dresden Mitte - Dresden Hbf - Heidenau - Pirna - Bad Schandau (- Schöna ) | 10/20 (Meißen-Triebischtal-Pirna Mon-Fri during peak hours) 30 (60 to Schöna) |
DB Regio Southeast |
| S 2 | Dresden Airport - Dresden-Klotzsche - Dresden-Neustadt - Dresden Mitte - Dresden Hbf - Heidenau - Pirna | 30 (to Pirna Mon-Sat) | DB Regio Southeast |
| S 3 | Dresden Hbf - Freital - Tharandt (- Freiberg (Sachs) (HVZ)) | 60 ( HVZ 30 Dresden Hbf – Tharandt) | DB Regio Southeast |
Traffic volume
Around 64,500 travelers use the station every day. There are 530 train stops. In the passenger traffic it is served by DB Fernverkehr , DB Regio ( Southeast) , the Mitteldeutsche Regiobahn and Der Länderbahn (brand name " Trilex "). In addition, around 200 freight trains from various railway companies pass the station every day .
The most frequent direct destination outside of the S-Bahn area is Leipzig with up to 32 connections a day. Other frequent long-distance destinations are Berlin , Hamburg , Frankfurt am Main , Wiesbaden , Prague and Budapest . The Saxony-Franconian main line via Chemnitz and through the Vogtland to Nuremberg has lost in importance in recent years despite the expansion of the long-distance routes and is only served by the Central German Regiobahn . A resumption of long-distance traffic on this route is currently not foreseeable, especially due to the not yet completed electrification between Hof and Nuremberg (as of 2017).
The number of direct connections corresponds to that of a train station with supraregional importance as a transfer station. It is one of the 21 stations in the highest category of DB Station & Service .
Transport links
Public transport
The main train station is the dominant inner-city point of contact for national public transport. Right from the start, the Dresden public transport company or its predecessor organizations included it in their urban tram network . Today it marks one of the four major tram junctions together with Postplatz , Albertplatz and Pirnaischen Platz . The first bus line in Dresden ran from April 1914 onwards via the main train station, as did the intercity buses operated by the Freistaat Sachsen (KVG) from 1919 until the end of World War II.
There are tram stops on the station forecourt facing the B170 and on Wiener Platz. The distance from the central nave to the tram stops is about 100 meters each. The transition is at ground level from the head platforms. Also in front of the reception building is the bus stop, where both city bus routes and regional buses run. As part of the further renovation, a new central bus station (ZOB) is to be built at the western end of Wiener Platz. Bus travelers should then be able to use the train station access through the royal pavilion.
Four tram lines (3, 7, 8, 10), a city bus line (66) and several regional bus lines of the regional traffic Saxon Switzerland-Eastern Ore Mountains as well as other national transport companies stop regularly at the station . In addition to destinations in the Dresden area, u. a. Lines to Annaberg-Buchholz , Olbernhau and Mittweida are served, and Teplice in the Czech Republic is also directly accessible . In addition, the two trams 9 and 11 stop at the Hauptbahnhof Nord stop , which is about 150 meters northeast of the station. The stops of various long-distance bus routes are located on Bayerische Strasse south of the main train station. After completion of the planned central bus station, it will be served by all regional and long-distance bus routes.
| line | Course of the journey (as of 2019) | normal cycle | Stop (s) |
|---|---|---|---|
| 3 | Coschütz ↔ Wilder Mann | 10 min + individual amplifiers in high season to Plauen | HBF North, HBF |
| 7th | Weixdorf ↔ Pennrich | 10 min | HBF North, HBF |
| 8th | Hellerau ↔ Südvorstadt | 10 min | HBF North, HBF |
| 9 | Prohlis ↔ Kaditz | 10 min | Main station north |
| 10 | Striesen , Ludwig-Hartmann-Str. ↔ Friedrichstadt Messe Dresden | 10 min | HBF |
| 66 | Dresden Mockritz / Freital Deuben bus station ↔ Dresden Nickern Alter Postweg / Dresden Lockwitz, Am Plan | 20/20 min + individual amplifiers to Südhöhe | HBF |
| 261 | Dresden Ammon- / Budapester Straße ↔ Sebnitz Brückenschänke | 60 min | HBF |
| 333 | Dresden Pirnaischer Platz ↔ Hetzdorf (Neck Bridge) , clinic | 30-60 min | HBF |
| 360 | Dresden Ammon- / Budapester Straße ↔ Dippoldiswalde ↔ Altenberg train station ↔ Teplice train station | 30/60/120 min | HBF |
| 366 | Dresden Ammon- / Budapester Straße ↔ Possendorf Hauptstraße | single trips | HBF |
| 424 | Dresden Ammon- / Budapester Straße ↔ Nossen Market | 60 min | HBF |
Private transport
Approaches by car with the option to stop are provided near the entrances on the south side of the station. An underground car park with 350 parking spaces is located under Wiener Platz directly in front of the north entrances to the train station. It is reached via the road tunnel under the square in an easterly direction. There is additional parking space in underground garages and multi-storey car parks along Prager Straße and south of the train station.
Awards
In 2007, the renovated Dresden Central Station received the Renault Traffic Future Award for special traffic architecture. In addition, the architecture firm Foster und Partner achieved second place in the awarding of the Stirling Prize in the same year, and in 2008 the new hall roof received the Brunel Award , a prize for railway design. In August 2014, the station was awarded the title Station of the Year by Allianz pro Schiene in the metropolitan station category. With this, the jury recognized the station as a “monument to a light, lively lightness”.
Web links
Deutsche Bahn AG:
- Dresden main station on bahnhof.de with map (PDF; 0.96 MB)
- Tracks in service facilities (DH) , DB Netz AG (PDF; 1,835 MB), DB Netz AG
- Location plan of the shops on kaufensbahnhof.de (Werbegemeinschaft Hauptbahnhof), c / o DB Station & Service AG
Other:
- Representation of the track systems on the OpenRailwayMap .
- Dresden Central Station in the Stadtwiki Dresden
- Background information on the renovation of the main station at Das neue Dresden
- Project description by the architecture firm Foster + Partners
literature
- A tent for trains - Dresden Central Station 2006. Brochure from Deutsche Bahn AG, Leipzig communications office, November 2006.
- Kurt Kaiß and Matthias Hengst: Dresden's Railway: 1894–1994. Alba publication, Düsseldorf 1994. ISBN 3-87094-350-5 .
- Peter Reichler: Dresden Central Station. 150 years of the train station in the old town. Bufe-Fachbuch-Verlag, Egglham 1998. ISBN 3-922138-64-0 .
- Manfred Berger and Manfred Weisbrod: Over 150 years of Dresden train stations. Eisenbahn Journal special 6/91. ISBN 3-922404-27-8 .
- Transport Museum Dresden : One Hundred Years of Dresden Central Station 1898–1998. Unimedia, Leipzig 1998. ISBN 3-932019-28-8 .
- Christian Bedeschinski (Ed.): Central Station Dresden - The Gate to Florence on the Elbe . VBN Verlag Bernd Neddermeyer, Berlin 2014. ISBN 978-3941712423 .
Individual evidence
- ^ Dresden main station . In: mobile . No. 9 , September 2018, ISSN 0949-586X , ZDB -ID 1221702-5 , p. 97 .
- ↑ a b c Kaiß / Hengst: Dresdens Eisenbahn, p. 10ff.
- ↑ a b c Berger / Weisbrod: Over 150 Years of Dresden Railway Stations , p. 16.
- ↑ Kaiß / Hengst: Dresdens Eisenbahn, p. 6.
- ^ Dresden Transport Museum: One Hundred Years of Dresden Central Station 1898–1998 , p. 16.
- ^ Berger / Weisbrod: Over 150 Years of Dresden Railway Stations , p. 24f.
- ↑ Dresden Transport Museum: One Hundred Years of Dresden Central Station 1898–1998 , p. 24.
- ^ Deutsche Bahn AG, Kommunikation (ed.): A tent for trains. Dresden Central Station 2006 . Brochure (42 A4 pages), Leipzig 2006, p. 8.
- ↑ a b Reichler: Dresden Hauptbahnhof, p. 31.
- ^ Reichler: Dresden Hauptbahnhof, p. 36.
- ^ Page no longer available , search in web archives: Railway in Saxony and Saxon Switzerland, p. 140 .
- ↑ a b c Kaiß / Hengst: Dresdens Eisenbahn, p. 22ff.
- ↑ Kaiß / Hengst: Dresdens Eisenbahn, p. 27f.
- ↑ Matthias Neutzner: "The Armed Forces so closely related" - Railway in Dresden from 1939 to 1945. , p 212ff. In: Dresden City Museum, Dresden History Book 5 , 1999.
- ↑ Seydewitz, Max: Destruction and Reconstruction of Dresden , pp. 94–96. Berlin 1955.
- ^ Reichler: Dresden Hauptbahnhof, p. 55.
- ↑ Kaiß / Hengst: Dresdens Eisenbahn, p. 44ff.
- ↑ Qays / stallion: Dresden railway, S. 52ff.
- ↑ a b c Reichler: Dresden Hauptbahnhof, p. 64.
- ↑ Qays / stallion: Dresden railway. P. 60.
- ^ Archives of the BStU , report of the Ministry for State Security.
- ↑ Dresden Transport Museum: One Hundred Years of Dresden Central Station 1898–1998. P. 50/51.
- ↑ Ralph Seidel: The influence of changed framework conditions on network design and frequencies in long-distance rail passenger transport in Germany . Dissertation at the University of Leipzig. Leipzig 2005, p. 48 .
- ↑ a b Berger / Weisbrod: Over 150 years of Dresden train stations , p. 60f.
- ↑ Report Dresden connected to the ICE route to Berlin . In: Süddeutsche Zeitung , number 222, 1994, ISSN 0174-4917 , p. 6.
- ^ Dresden suitcase bomb: suspect confesses the act , article on Spiegel Online , September 22, 2003.
- ^ Association of German Architects / Deutsche Bahn AG / Förderverein Deutsche Architekturzentrum (ed.): Renaissance of the railway stations: The city in the 21st century . Vieweg-Verlag, Wiesbaden 1996, ISBN 3-528-08139-2 , p. 70 f.
- ^ Announcement of the renovation of Dresden Central Station . In: Eisenbahn-Revue International , issue 3/2001, ISSN 1421-2811 , p. 101.
- ↑ Construction work for the commissioning of the south side tracks in Dresden Central Station , press release by Deutsche Bahn AG of November 22, 2007.
- ↑ a b Floods in Europe . In: Eisenbahn-Revue International , Issue 10/2002, ISSN 1421-2811 , pp. 460–463.
- ↑ a b Report interim flood balance . In: Eisenbahn-Revue International , issue 4/2003, ISSN 1421-2811 , p. 148.
- ^ A piece of jewelery lures travelers , Sächsische Zeitung of November 11, 2006.
- ↑ The energetic renovation of Dresden Central Station completed . Press release from Deutsche Bahn from June 15, 2011.
- ↑ Andrea Schawe: Shopping station opened after renovation. In: Saxon newspaper. May 9, 2014, accessed December 2, 2016 .
- ↑ BT-Drs. 16/11850 : (PDF; 10.34 MB) Transport Investment Report 2008
- ↑ Tobias Winzer: Bad report for the main train station . In: Sächsische Zeitung, September 16, 2013.
- ↑ Platform reconstruction and modernization of Dresden Hbf April 15, 2018 - mid-2020 (PDF) (No longer available online.) Deutsche Bahn AG, April 2018, archived from the original on April 22, 2018 ; accessed on April 22, 2018 .
- ↑ Railway line no. 6240 Schöna Grenz-Dresden-Neustadt Railway km 62.770 to 63.680 “ABS LD (VDE 9) intersection structure Dresden Hbf. Km 63.215 line 6240/6241” in Dresden. (PDF) Application from DB Netz AG dated March 13, 2019, Ref.I.NG-SO-K. In: eba.bund.de. Federal Railway Office, October 18, 2019, accessed on October 26, 2019 .
- ↑ German Bundestag (Ed.): Answer of the Federal Government to the small question of the MPs Stephan Kühn (Dresden), Matthias Gastel, Stefan Gelbhaar, Daniela Wagner and the faction BÜNDNIS 90 / DIE GRÜNEN - printed matter 19/17666 - . Implementation of the rail requirements plan and financing of rail projects in the Free State of Saxony. tape 19 , no. 18476 , April 2, 2020, ISSN 0722-8333 , p. 2 ( BT-Drs. 19/18476 ).
- ^ Peter Bäumler: Friends of the Dresden Central Station . In: Dresdner Blätt'l 12/2006 Online ( Memento from July 29, 2012 in the web archive archive.today )
- ↑ Hoßfeld, O .: The competition for the building of the new main train station in Dresden . Centralblatt der Bauverwaltung (CBV) 12.1892.
- ↑ Shopping under the tracks: In July the first shops will open in the new main train station. , Sächsische Zeitung of February 8, 2013.
- ↑ New numbers from December 15, 2019 for the tracks in Dresden Hbf. (PDF) In: bauinfos.deutschebahn.com. Deutsche Bahn, accessed on December 1, 2019 .
- ↑ a b Platform information on the Deutsche Bahn website ( Memento from March 4, 2016 in the Internet Archive ).
- ^ Dresden Transport Museum: One Hundred Years of Dresden Central Station 1898–1998, pp. 28f.
- ↑ das-neue dresden: renovation of the main station
- ↑ Deutsche Bahn wants to remove dirt on the station roof . In: Sächsische Zeitung , January 21, 2013.
- ^ Deutsche Bahn comes to an agreement in the dispute over the roof of Dresden Central Station. In: dnn.de. November 28, 2017. Retrieved December 5, 2017 .
- ↑ a b Hall roof of Dresden Central Station is being renewed. In: deutschebahn.com. Deutsche Bahn, August 5, 2019, accessed on August 22, 2019 .
- ^ Berger, Manfred: Historische Bahnhofsbauten , Volume 1. Transpress, Verlag für Verkehrwesen, Berlin 1986. ISBN 3-344-00066-7 . P. 116.
- ↑ Anne Christin Bonß: Secrets in the main station. In: Saxon newspaper . January 13, 2017. Retrieved October 7, 2017 .
- ↑ Lars Müller: Dresden also loses the last night train to Budapest and Vienna. In: Dresdner Latest News. November 9, 2017. Retrieved November 23, 2017 .
- ↑ a b Sächsische Zeitung, July 12, 2018
- ↑ Roland Stimpel: For sustainable mobility . In: Deutsches Architektenblatt , December 1, 2007.
- ↑ Deutsche Bahn AG: Hall roof of Dresden Central Station and redesign of ICE 1 with "Brunel Award 2008" . Press release from September 30, 2008.
- ^ Station of the year 2014. Those are the winners. www.allianz-pro-schiene.de, accessed on August 19, 2014 .
Long-distance train stations: Hauptbahnhof | Dresden-Neustadt
Further stations: Dresden-Altstadt | Dresden Airport | Dresden-Friedrichstadt | Dresden Grenzstrasse | Dresden-Klotzsche | Dresden center | Dresden-Reick | Cossebaude
Former stations: Albertbahnhof | Berlin train station | Bohemian Railway Station | Leipzig train station | Silesian Railway Station | Bühlau-Weißig | Dresden-Gittersee
