Dresden Leipzig train station

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End of the Leipzig train station in Dresden (1839)

The Leipzig train station was the first train station in the Saxon state capital Dresden . It was not far from today's Dresden-Neustadt train station in the Leipzig suburb and was the terminus of the first German long-distance railway, Leipzig – Dresden, which was inaugurated in 1839 .

The rapid increase in the volume of traffic and the link to newly built railway lines made significant expansions as well as renovations and new buildings necessary in the first decades of its existence. With the extensive redesign of the Dresden railway systems at the end of the 19th century, the station finally lost its function in passenger traffic, which was then taken over by the newly built Dresden-Neustadt station. The freight transport facilities, on the other hand, are still used today as the Dresden-Neustadt freight yard .

Location and surroundings

Leipzig and Silesian train stations around 1900

The Leipzig train station was in a northeast-southwest direction between Grossenhainer and Leipziger Strasse . Originally the former Leipziger Platz delimited the railway facilities to the southwest; today the Eisenbahnstraße marks the end of the railway area. The railway system grew in the north-east over time and reached its greatest extent shortly before the current Pieschen junction .

history

In the operation of the Leipzig-Dresden Railway Company

The board of directors of the Leipzig-Dresdner Eisenbahn-Compagnie (LDE) decided due to the more favorable topographical conditions to route the railway line between Dresden and Riesa on the right bank of the Elbe. As a result, the Dresden terminus, the Leipzig train station , had to be chosen on the Neustädter Elbe side, although this was generally viewed as disadvantageous. In 1837 construction work began on the station and from July 19, 1838 the station facilities were used for rail operations. From Dresden, trains initially ran on the already completed section to Weintraube , and from September 16, 1838 to Oberau. However, the Leipzig train station was inaugurated at the same time as the official opening of the entire line to Leipzig on April 7, 1839, almost nine months after the start of operations.

Entrance building around 1885
The station head in 1861; the connecting tracks in the foreground led over the Marienbrücke to the Saxon-Bohemian State Railway (Dresden – Bodenbach)

In 1846, the main track in the direction of Leipzig, which was on a downward slope, favored a railway operational invention: In Leipzig train station, gravity was used for the first time to maneuver wagons. A locomotive pulled the wagons to be maneuvered onto the inclined track and after setting the appropriate points, the wagons were allowed to roll onto the desired track. This principle is still used today in marshalling yards with a waste mountain .

The Dresden – Görlitz railway, which opened on September 1, 1847, ended in the neighboring Silesian railway station . The acute-angled position of the two stations to one another did not allow a technically satisfactory connection. Nevertheless, a connecting track was built that connected the freight yard of the Silesian train station with the apron of the Leipzig train station. There a turntable established the connection.

However, the first Leipzig train station was soon too small and outdated. In 1847 the LDE rebuilt the railway facilities for the first time and built a new station building on the side. Before 1852, the station further newbuildings that time, however, can not be classified accurately received, including a power house, two freight shed, a shed inches and a carriage remise . Shortly afterwards, from 1852 to 1857, the station was again significantly expanded and redesigned. The much larger reception complex, which was inaugurated on May 19, 1857 for the departure of King Johann , his wife Queen Amalie and his children Sidonie and Sophie to Italy, remained in operation until the redesign of the Dresden railway system at the turn of the century.

The renovation of the railway facilities in short intervals was due, among other things, to the significant increase in traffic performance. From three pairs of trains every day at the opening, the transport performance grew to 44 passenger trains by 1876 (56 in summer) and 20 to 24 freight trains with 170 axles each day. The total cargo handling at Leipzig train station was almost 275,500 t that year. In addition, both operating procedures and equipment were subject to a rapid process of change in the first decades of the railway. For example, the turntables used in the first train station with a diameter of only 3.4 m could not be used for long.

As early as 1852 there was a railway connection between the Leipzig and Silesian train stations on the Neustadt side of the Elbe and the train stations on the Old Town side of the Elbe via the newly built Marienbrücke . This made direct connections Leipzig – Dresden – Prague – Vienna possible.

The operating facilities were renovated in 1868/69. The new machine station consisted of a rectangular locomotive shed with 25 stalls, a workshop with 20 stalls, a coal shed and a coaling facility. A semicircular locomotive shed for twelve machines was added later. With this, the facilities of the Leipzig train station reached their greatest extent. The two locomotive sheds and the workshop building were preserved until 2010.

After the nationalization of the LDE

On January 1, 1876, the Saxon state acquired the Leipzig-Dresden Railway. From then on, through trains ran between Leipzig and Bodenbach and the directional functions of the halls of the station had to be partially abandoned. The structural substance of the station, on the other hand, remained after the transition to state ownership until the redesign of the Dresden railway junction .

This took place from 1892 to 1901 and required the demolition of the facilities furthest into town. Since then the Eisenbahnstraße has bounded the railway facilities on this side. On March 1, 1901, the Bodenbach-Leipzig express train 2, which arrived at Leipzig train station at 3:55 a.m. and continued towards Leipzig at 4:00 a.m., marked the end of passenger traffic at Leipzig train station. From then on, Dresden-Neustadt station took over the handling of passenger traffic.

Continued operation as the Dresden-Neustadt freight yard

Draft planning of the railway systems of the passenger station and the freight station Dresden-Neustadt (1895)
A commemorative plaque and a Star of David in the footpath in front of the right entrance of the neighboring Dresden-Neustadt passenger station remind of the deportation of Jews via the Neustadt freight station .

Converted to the Dresden-Neustadt freight station, most of the railway systems were still in use. The buildings taken over from the Leipzig train station were mainly used for general cargo handling , but mail and express freight trains also ended there. In addition, the station served the local freight traffic, took over the operation of the Neustädter Elbkaeananlagen and partially handled the long-distance freight traffic in and from the direction of Upper Lusatia . In local freight transport, transfer trips linked the Neustädter freight yard with the Dresden-Friedrichstadt marshalling yard . Shunting locomotives distributed the cars in Dresden-Neustadt and drove local freight trains to Coswig , Radebeul and the industrial area in Albertstadt .

During the Second World War , the Dresden-Neustadt freight yard was the starting point for two deportation trains . On January 21, 1942, a train with 224 Jews from the Dresden-Bautzen administrative district left the station in unheated freight cars and reached the Riga ghetto four days later . A good year later, on March 3, 1943, 293 Jews from Dresden were loaded onto another transport. They had previously had to do forced labor at Zeiss Ikon AG and lived in barracks in the Hellerberg Jewish camp . The destination of the second transport with a total of 1,500 deportees from different locations was the Auschwitz-Birkenau concentration camp . Immediately after arrival, about 820 of them died in the gas chambers.

During the air raids on Dresden in 1945, several incendiary bombs hit the former station building; two parts of the building were then demolished.

Container terminal at the Dresden-Neustadt freight yard (1972)

In 1968 a container terminal ( container station Dresden-Neustadt ) with two gantry cranes was opened on Gehestrasse . For a long time it was the only facility of its kind in the greater Dresden area and from then on served as the starting and ending point for block train container traffic via Berlin to the Rostock overseas port .

A reconstruction of the destroyed parts of the building was still planned in 1989; they were to be used for centralizing express goods handling. However, the turning point put an end to these plans and represented a turning point in the history of the freight station. The operation of the sidings and warehouses on the Neustadt bank of the Elbe came to a complete standstill and general cargo traffic and mail traffic decreased significantly. In container traffic, initially only the main traffic direction changed and the terminal primarily handled handling in east-west traffic. On November 2, 2005, however, the new container terminal in the Dresden-Friedrichstadt freight center took over the handling of containers. The terminal in Dresden-Neustadt no longer met the current performance standards and was closed.

In the future, the area around Neustädter Hafen could be redeveloped within the framework of the proposed master plan Leipziger Vorstadt - Neustädter Hafen . Globus SB-Warenhaus Holding is planning a self-service market as well as other service providers and restaurants on the site of the Leipzig train station . A small List Museum is planned in the former reception building of the Leipzig train station . The Globus project is controversial in Dresden, on the one hand the fallow land would be revitalized and the former reception building could be handed over to a new use in accordance with the preservation order, on the other hand the city already has a large range of grocery stores and discounters , which means that predatory competition is feared. Another large grocery store opened in July 2015 with the Edeka on the high-rise building on Albertplatz , 700 meters away.

description

Site plan of the Leipzig train station from the opening year 1839
Site plan of the Leipzig train station from 1877

Located in the residential city, the station was given a particularly representative design compared to the other stations on the route. The first station was built in the classical style. Cubic two-storey buildings with added mezzanines flanked the forecourt with its turntables on both sides. This pavilion-like type of building was widespread in classicism. The Luisium Palace , built by Friedrich Wilhelm von Erdmannsdorff , is a stylistically very similar building that is still preserved today .

Colonnades open to the forecourt connected these buildings with the people hall in a quarter circle. Two round arches for gable passages closed off the 50-meter-long hall on its narrow sides. Since, following the English model, initially left, the entrance to the exit side was on the left and the exit on the right. Compared to the representative buildings, the two side platforms were only 1.70 meters wide and were modest in size.

Initially, the passenger hall only had three tracks. Several small turntables took over the relocation of the locomotives on the forecourt as well as the entrance to the engine house, which was made of massive bricks. With its polygonal base it represents a forerunner of the ring sheds that were later widespread . While the six machine stands had a rectangular basic shape, the forges, workshops and lounges arranged between them were given a basic shape of symmetrical parallel trapezoids. In other buildings there were two goods sheds on the two long sides of the passenger hall as well as coke sheds, a small wagon shed and a royal wagon shed.

The new station building, erected in the late classicism style in 1847, was arranged to the side of the tracks in the direction of Großenhainer Straße. This also applies to the 280 meter long reception building complex, which was inaugurated another ten years later and which was built much closer to Großenhainer Straße and thus offered more space for the track systems. This third Leipzig station consisted of a central departure hall for trains in the direction of Leipzig and two other halls arranged on both sides. On the outward side of the city was the arrival hall for trains from Leipzig, on the inward side the Prague hall of the Saxon-Bohemian Railway for trains to and from Prague. Round buildings with turntables to change direction connected these two buildings with the central building. While the central building and the connecting round buildings were single-storey, the side wings had an attached mezzanine.

The freight facilities newly built in the same period, on the other hand, face Leipziger Strasse. Four large goods floors and a market floor were created.

The Dresden-Neustadt freight station consists of the same buildings, only the Prague hall had to give way to the elevated tracks between the Dresden-Neustadt passenger station and the Marienbrücke. The preserved buildings of the former reception complex are now a listed building. Limited to the southeast by the high tracks, the southeastern tracks of the Dresden-Neustadt freight yard are only connected to the Dresden-Pieschen – Dresden-Neustadt railroad in the northwest . The part further to the north-east on the other side of Erfurter Straße has a direct connection to the railway line in both directions.

Dresden-Pieschen depot

Engine house from 1852 (around 1860)
Railcar VT 137 in the Dresden-Pieschen depot (1964)
The now demolished roundhouse from 1869 was only a ruin in 2009.

The systems of the Dresden Leipziger Bahnhof machine yard went into operation in the Dresden-Pieschen depot in 1899 . Initially responsible for the use of steam locomotives in suburban traffic, the steam locomotive era only lasted until November 14, 1933. In particular, the large machine shed with a rectangular floor plan favored the use of the systems for stationing railcars , which from then on were located in the Dresden-Pieschen depot. In addition, motor vehicles of the railway (for example for the transport of locomotives and wagons using road scooters ) and diesel locomotives were stationed here. The first eight in Dresden-Pieschen stationed railcars VT 137058-137065 sailed in Eilzugverkehr the two routes to Leipzig as well as those of Chemnitz , Görlitz and Zittau . Other series followed, but with the beginning of the Second World War, the operation of the internal combustion engine had to be discontinued due to a lack of fuel. The air raids on Dresden on February 13 and April 17, 1945 led to the extensive destruction of the facilities and some of the multiple units that were still parked there.

In the post-war years, the temporary restoration of the railcar hall in wooden construction and the refurbishment of no longer operational vehicles took place. The first post-war deployments of the Dresden railcars took place for the 1947 summer timetable. From 1963, the first new - build diesel locomotives of the DR class V 180 were at home in the depot and ensured a qualitative improvement in passenger traffic. The Dresden-Pieschen depot was inadequately equipped to service the V 180. The stationing of these locomotives was therefore transferred to the Dresden-Friedrichstadt depot , which was intended to house the modern types of traction when it was built.

On September 25, 1965, the Dresden-Pieschen depot used pre-war diesel multiple units for the last time, before it was closed at the turn of the year 1965/66. From then on, the systems were used by the Dresden Kraftwagenbetriebswerk (Kbw Dresden), which was responsible for the maintenance and repair of the railway's own vehicles. Since its dissolution in the early 1990s, the buildings have stood empty and fell into disrepair; from the end of 2010 they were demolished.

remains

Main entrance of the reception building from 1857 (2009)
Overview of the preserved building parts of the reception complex (pink: renovated and in use; blue: heavily in need of renovation or ruin; white: not preserved)

Since the demolition of the two cubic wing structures in 1899 and 1900 respectively, no buildings from the original train station have survived. The second station building from 1847 is also no longer there. However, some buildings of the reception complex from 1857 still exist.

The preserved buildings of the reception complex are easily accessible from Eisenbahnstrasse. Some refurbished parts of the building are in use as office buildings, but the condition of the other buildings or parts of the building is in great need of refurbishment.

literature

  • Manfred Berger, Manfred Weisbrod: Over 150 years of Dresden train stations. Merker Verlag, Fürstenfeldbruck 1991, ISBN 3-922404-27-8 ( Eisenbahn Journal Special-Edition 6/91).
  • Fritz Borchert (Ed.): The Leipzig-Dresden Railway, Beginnings and Present of a 150-year-old. transpress VEB Verlag for Transport, Berlin 1989, ISBN 3-344-00354-2 .
  • Timon Hoppe: Leipzig train station in Dresden - Germany's oldest train station . In: industrial culture. Edition 1/2009, Klartext-Verlag, Essen 2009, ISSN  0949-3751 , pp. 42–43.
  • Kurt Kaiß, Matthias Hengst: Dresden's Railway. 1894-1994. Alba publication, Düsseldorf 1994, ISBN 3-87094-350-5 .
  • DB Station & Service AG / Bahnhofsmanagement Dresden-Neustadt (ed.): One hundred years Dresden-Neustadt station 1901–2001. HochlandVerlag Pappritz, Dresden 2001, ISBN 3-934047-10-6 .

Web links

Commons : Dresden Leipziger Bahnhof  - Collection of images, videos and audio files

Individual evidence

  1. ↑ a b c d e f g h F. Borchert (Hrsg.): The Leipzig-Dresden railway, beginnings and present of a 150-year-old. transpress VEB Verlag for Transport, Berlin 1989, p. 109ff.
  2. ↑ a b M. Berger, M. Weisbrod: Over 150 years of Dresden railway stations. Merker, Fürstenfeldbruck 1991, p. 7 ff.
  3. ↑ a b c Norbert Kempke: In 220 minutes from Leipzig to Dresden , chapter The first Dresden station was not long , page 55f. Ed .: Association of Journalists of the Dresden District on the occasion of the Solidarity Campaign 1989, Dresden, 1989.
  4. ↑ K. Qays, M. stallion: Dresden railway: from 1894 to 1994. Alba publication, Düsseldorf 1994, p. 108.
  5. ^ DB Station & Service AG / Bahnhofsmanagement Dresden-Neustadt (ed.): One hundred years Dresden-Neustadt station 1901–2001. HochlandVerlag Pappritz, Dresden 2001, p. 18.
  6. ↑ a b c K. Kaiß, M. Hengst: Dresden's Railway: 1894–1994. Alba publication, Düsseldorf 1994, p. 92.
  7. ↑ Matthias Neutzner: "The Armed Forces so closely related" - Railway in Dresden from 1939 to 1945 . In: Stadtmuseum Dresden (Ed.): Dresdner Geschichtsbuch 5. DZA-Verlag, Altenburg 1999, ISBN 3-9806602-1-4 , p. 211.
  8. ^ Location 12: Neustadt freight station , engravings of the war - dunning depots in Dresden, interest group February 13, 1945 e. V. Dresden, accessed on November 8, 2010.
  9. ↑ Tim Zumpe: Umschlagbahnhof in GVZ Dresden-Friedrichstadt put into operation ( Memento from May 2, 2007 in the Internet Archive ), online article on the website of the Dresden Freight Center from November 4, 2005.
  10. ↑ Project-related development plan No. 6007, Dresden-Neustadt, Globus self-service market at the old Leipzig train station , development plan in the council information system of the state capital Dresden, accessed on August 15, 2012.
  11. ^ Criticism of Globus plans on Leipziger Strasse in Dresden. In: DNN Online . December 10, 2013, accessed January 26, 2014 .
  12. ^ The Simmel Markets: Dresden. Simmel AG, accessed on January 25, 2016 (brief description of the market size).
  13. ↑ a b Dresdner Bahnbetriebswerke. Depot Dresden-Friedrichstadt, Depot Dresden-Pieschen, Depot Dresden-Altstadt, Depot Dresden from 1967. EK -Themen 14, EK-Verlag, Freiburg im Breisgau 1993, ISBN 3-88255-717-6 .
This article was added to the list of excellent articles on December 6, 2010 in this version .


Coordinates: 51 ° 3 ′ 57 ″  N , 13 ° 44 ′ 16 ″  E