History of the Dresden tram network

Horse trams in Dresden around 1895

The Dresden Transport (DVB) operate with the tram Dresden today one of the largest tram networks in Germany. The history of the Dresden tram network is presented in the form of tables that contain route openings, electrifications, re-routing, closures and operating routes . Contemporary street names are used in the tables if known. The current designations are added (in brackets). As a rule, the day after the last scheduled service is given as the shutdown date, some routes may have been held as operational routes for a while afterwards. The reverse is also possible: one last regular route is known, but no specific decommissioning date.

A collection of historical line networks can be found under Tram Dresden # Historical development of the line network of the Dresden tram .

Preliminary remark on handling the data

The data were researched and documented with the greatest possible care using various sources (see the literature section ). In terms of hierarchy, a date in a specialist article is generally more significant than a date in a specialist book. This, in turn, is considered to be of higher value than an anthology, yearbook or the like. Internet entries are only accessed in the last place, which, if not currently done, were also saved in the web archive.

This does not exclude the possibility that a technical article can contain errors, but it appears to be the closest possible approximation; In individual cases, incorrect data in a specialist article was then tacitly corrected if it was a case of typographical errors or the like (example opening of the Zschertnitz track loop: specialist article says May 10, 1976, all other documents May 15, 1976, photo on Commons 15. May 1976 - Entry: May 15, 1976).

However, the data in this article are only checked and verified if there is a corresponding entry in the Document column or if it is at the end of the explanatory text of the respective section in front of the table. If it is marked as private , the respective data come from a private homepage, which in turn is flawed and does not indicate a source for the origin of the data. The data should soon be successively replaced by other suitable documents.

A marking as missing is missing marks data that were either entered when the article was created and could not be verified so far, or that were subsequently entered as necessary for the historical sequence, but could not be verified either. An example of the latter is: the extension of the own rail track from Ammon- / Rosenstraße to Ammon- / Ehrlichstraße (as today's route) is only available as an approximate date . This is neither covered in the literature nor by the private web archive source, it was even completely missing in earlier versions until the addendum and is still a fact for the history of the network.

In some cases, data from 1945 still need to be documented for the specific facts, as in the example of the re- routing of Grunaer Strasse : The former track position is below today's northern carriageway, today's Grunaer Strasse was filled up. The track layout, which was created on the basis of the 1968 general traffic plan, is where houses stood until 1945. Despite intensive research, there is currently no evidence that the new line has been commissioned. Such a situation is one of the approximate data that has yet to be documented .

The Notes section gives some details that make connections to the literature clear ( Vogelwiesenlinie ), on the other hand also those that cannot be found in general ( where was the steepest route in the route network? ). In some points, however, attention is drawn to the fact that there are (considerable and unexplainable) discrepancies between official representations and the historically verifiable situation on site. As an example, “Dreyssigplatz Gleisschleife” (Mickten), which was officially opened in 1938 according to DVB's presentation , is given. On the other hand, at least one photo can be verified that it was already in operation in the summer of 1930 and another from 1931, which also shows it in operation (turning and waiting wagon trains): This need for clarification can also be found there.

Development of the rail network

Dresden Tram Company and its predecessor

In March 1869, Graf Gabriel Diodati and the Geneva banker Adolph Schaeck applied to the city of Dresden for a concession for the construction of horse-drawn railways . They later withdrew the application after the city had attached excessive financial conditions to the granting of a concession. They tried - with success - two years later in Leipzig .

In Dresden, however, several other people or consortia, such as the Dresdner Omnibusverein, the Berlin construction company for railway companies or the company de la Hault and Ernst Donner from Brussels, tried to obtain a concession, but a 50-year contract was not signed until October 30, 1871 Arnold of Etlinger of Philadelphia closed, which provided that the city has the right end of the concession to buy the car or on to demolish. Etlinger sold the concession on December 9th (approved: December 28th) of the same year to the Continental Horse Railway Corporation in Berlin, which he had founded . Construction of the horse-drawn tram began on March 19, 1872.

The first horse-drawn tram line was opened on September 26, 1872. It was laid out with a gauge of 1440 mm (referred to in the writings of that time as the gauge between the inner flange edges ), this corresponds to the gauge (measured between the rail heads) of 1450 mm, which is still used today , often referred to as the "city gauge ". The Dresden tram still has this gauge today, the only one in the world; historically, it is only verifiable in 1902 on the exhibition track in Zittau, which was operated with Dresden cars for a few weeks .

The Conti Line (1872–1873)

date	Type of Change	route	receipt
09/26/1872	opening	Blasewitz , Schillerplatz - Residenzstrasse ( Loschwitzer Strasse ) - Blasewitzer Strasse - Gerokstrasse - Eliasplatz (Güntzstrasse / Gerokstrasse) - Eliasstrasse (Güntzstrasse) - Pillnitzer Strasse - Amalienplatz ( Rathenauplatz ) - Amalienstrasse (about St. Petersburger Strasse east side) - Pirnaischer Platz
11/13/1872	opening	Pirnaischer Platz - Johannesstraße (about St. Petersburger Straße east side) - Georgplatz - Waisenhausstraße - Prager Straße - Wiener Straße - Böhmischer Bahnhof ( main train station )
03/12/1873	opening	Böhmischer Bahnhof - Wiener Straße - Carolastraße (Reitbahnstraße) - Ammonstraße - Plauenscher Platz (Ammon- / Große Plauensche Straße) - Chemnitzer Straße (partly Budapester Straße ) - Plauen , Westendschlößchen ( F.-C.-Weiskopf-Platz )

This completed the Blasewitz – Plauen line. Etlinger did not receive any further concessions. The vehicles used by the Conti line were painted green and white and were noticed in the successor company, the yellow one : however, these horse-drawn tram cars were usually not repainted or repainted in yellow until they were decommissioned.

The second construction phase (1880-1893)

Overview plan of the Dresden tram 1885

Opened depot at Wiesentorstrasse, Jägerhof on the left (as it was in 1901)

On June 9, 1879, The Tramway Compagnie of Germany Ltd. leased the railway began operating the Conti line on July 18, 1879 and shortly afterwards to build further lines. Due to the color of the vehicles used, it was nicknamed yellow when the rival company was founded .

date	Type of Change	route	receipt
06/01/1880	opening	Postplatz - Sophienstrasse - Theaterplatz - Schloßplatz - Augustusbrücke - Neustädter Markt
	Operating route	Neustädter Markt - Große Klostergasse - Depot Wiesenthorstraße
08/05/1880	opening	Postplatz , Hofwaschgarten (Sophienstraße) - Annenstraße - Falkenstraße - Falkenbrücke - Chemnitzer / Falkenstraße
	to operating route	Bohemian train station - Plauenscher Platz - Chemnitzer / Falkenstraße
06/19/1881	opening	Neustädter Markt - Hauptstrasse - Albertplatz - Bautzner Strasse - Schillerstrasse (Bautzner Strasse) - Waldschlösschen
07/18/1881	opening	Annenstraße - Mühlhofgasse (Freiberger Platz) - Freiberger Platz - Freiberger Straße - Siemens glass factory ( Löbtau city ​​limits , around the height of today's Oederaner Straße stop)
	opening	Falkenstrasse / Ammonstrasse - Ammonstrasse - Plauenscher Platz
	Recommissioning	Bohemian Railway Station - Plauenscher Platz
	opening	Albertplatz - Königsbrücker Straße - Arsenal ( Military History Museum of the Bundeswehr )
11/06/1881	opening	Siemens glass factory - Tharandter Strasse (Freiberger Strasse) - Wilsdruffer Strasse ( Kesselsdorfer Strasse ) - Löbtau, Annenfriedhof
07/22/1882	opening	Neumarkt - Moritzstraße (partially built over) - Gewandhausstraße (Ringstraße) - Georgplatz - An der Bürgerwiese ( Bürgerwiese ) - Parkstraße - Tiergartenstraße - Zoo
08/19/1882	opening	Zoo - Tiergartenstrasse - Palaisstrasse (Franz-Liszt-Strasse) - Residenzstrasse (August-Bebel-Strasse) - Wasaplatz - Dorfstrasse (Altstrehlen) - Dohnaer Strasse - Strehlen , Goldene Krone
08/21/1882	opening	Leipziger Bahnhof - Großenhainer Straße - Antonstraße - Kaiserstraße (Robert-Blum-Straße) - Kaiser-Wilhelm-Platz ( Palaisplatz ) - Heinrichstraße - Heinrich- / Hauptstraße
	opening	Schloßplatz - Augustusstraße - Neumarkt
09/03/1882	opening	Mickten , Oststrasse (Oschatzer Strasse) - Leipziger Strasse - Leipziger / Antonstrasse - Kaiser-Wilhelm-Platz (Palaisplatz)
09/14/1882	opening	(Pirnaischer Platz -) Amalienplatz - Marschallstraße (partly built over, Roßbachstraße) - Sachsenplatz - Albertbrücke - Kurfürstenplatz ( Rosa-Luxemburg-Platz ) - Kurfürstenstraße (Hoyerswerdaer Straße) - Bautzner Straße / Kurfürstenstraße
11/19/1882	opening	Böhmischer Bahnhof - Reichsstraße ( Fritz-Löffler-Straße ) - Reichs- / Reichenbachstraße
07/08/1883	opening	Löbtau, Annenfriedhof - Wilsdruffer Strasse - Wölfnitz , inn
08/16/1883	opening	Eliasplatz - Sachsenstrasse (Sachsenallee) - Sachsenplatz - Marschallstrasse - Amalienplatz
to operating route	Eliasplatz - Elias- / Pillnitzer Straße - Pillnitzer Straße - Amalienplatz
07.10.1883	opening	Pillnitzer Strasse / Eliasstrasse - Pillnitzer Strasse ( Striesener Strasse ) - Fürstenplatz (Fetscherplatz)
	Recommissioning	Amalienplatz - Pillnitzer Strasse - Pillnitzer / Eliasstrasse
	opening	Kreuzstrasse - Gewandhausstrasse
11/19/1883	opening	Schäferstrasse / Waltherstrasse - Schäferstrasse - Wettiner Strasse (Schweriner Strasse) - Postplatz - Wilsdruffer Strasse - Altmarkt - Kreuzstrasse
05/31/1884	opening	Fürstenstrasse - Borsbergstrasse - Striesen , Geisingstrasse depot
07/12/1887	opening	Bautzner Strasse / Markgrafenstrasse - Markgrafenstrasse (Rothenburger Strasse) - Görlitzer Strasse - Bischofsweg - Kamenzer Strasse - Louisenstrasse - Markgrafenstrasse / Louisenstrasse (block bypass Alaunplatz, drive clockwise)
07/15/1890	opening	Mickten, Kirchstrasse (Mohnstrasse) - Leipziger Strasse - Mickten, Oststrasse	, Operation, route was built by the state
05/09/1892	opening	Strehlen, Goldene Krone - Dohnaer Strasse - Dohnaer / Dorotheenstrasse
07/15/1893	opening	Loschwitz, Körnerplatz - Loschwitzer Brücke - Blasewitz, Schillerplatz (together with the German Tram Company Dresden, see there)

Electrification and construction of further lines (1893–1905)

The operator, Tramways Company of Germany Ltd. on February 3, 1894 transferred their property to the newly founded Dresden Tram Company and dissolved on February 24, 1894. It was acquired with this name by contract of April 11, 1905 by the city of Dresden and passed into their possession on December 30, 1905. After the first electric tram route had been opened in 1893, the company also converted the existing horse-drawn tram routes to electric operation by 1900. Some horse-drawn tram routes were shut down or replaced by other routes.

The electrification dragged on for almost seven years, as the company was obliged to obtain electrical energy for its routes from municipal power plants, for which only the east power plant on Tatzberg was initially available. It was only after the western power station was commissioned from 1895/1898 that sufficient energy was provided, so that the lines in the west of Dresden could also be electrified. As a result, the mixed operation on individual routes extended for years.

date	Type of Change	route	receipt
11/19/1893	opening	electrical: Blasewitz, Depot (Heinrich-Schütz-Straße) - Tolkewitzer Straße - Ludwig-Hartmann-Straße - Wehlener Straße - Dresdner Straße ( Alttolkewitz ) - Hauptstraße (Österreicher Straße) - Laubegast , inn (initially without connection to the rest of the network)
10/20/1894	opening	Horse tram: Schäferstrasse / Waltherstrasse - Waltherstrasse - Friedrichstadt station
05/02/1896	electrification	Sachsenplatz - Albertbrücke - Kurfürstenplatz
05/04/1896	electrical operation	Loschwitz, Körnerplatz - Schillerplatz	Electrification has already taken place with the construction of the Blue Wonder.
	electrification	Schillerplatz - Eliasplatz - Sachsenplatz - Amalienplatz - Pirnaischer Platz - Georgplatz - Prager Straße - Reichsstraße - Reichenbachstraße
	electrification	Kurfürstenplatz - Alaunplatz block bypass
	Shutdown	Eliasplatz - Elias- / Pillnitzer Strasse
06/30/1896	Electrification re- routing	Block bypass Alaunplatz, now drive counterclockwise (first Louisenstraße - Kamenzer Straße - Bischofsweg - ...)
08/13/1896	Shutdown	Altmarkt - Kreuzstrasse - Kreuz- / Gewandhausstrasse
10/25/1896	electrification	Bautzner Straße / Carlstraße (Lessingstraße) - Bautzner Straße / Forststraße (shared route, initially only used electrically by the German Tram Company)
12/18/1896	electrification	Georgplatz - Bürgerwiese - Zoo - Palais- / Wasastraße
	opening	electrical: Palais- / Wasastraße - Wasastraße - Wasaplatz
	Shutdown	Palais- / Wasastraße - Palaisstraße - Residenzstraße - Wasaplatz
	electrification	Wasaplatz - Strehlen, Dohnaer / Dorotheenstrasse
04/08/1897	electrification	Amalienplatz - Pillnitzer Straße - Fürstenplatz - Striesen, Geisingstraße depot
07/15/1897	opening	Horse tram: Plauen, Westendschlößchen - Coschützer Straße - Ringstraße (Plauenscher Ring) - Ring- / Gitterseestraße
09/22/1897	opening	Horse-drawn tram: Mickten, depot (Lommatzscher Straße) - Leipziger Straße - Mickten, Kirchstraße	, only the operation, route built by the state
01/01/1898	opening	electrical: Laubegast, Gasthof - Hauptstraße - Laubegast, Forsthaus (Leubener Straße)
09/28/1898	electrification	Albertplatz - Neustädter Markt - Augustusbrücke - Schloßplatz - Neumarkt - Moritz- / Gewandhausstraße
	Shutdown	Moritz- / Gewandhausstraße - Georgplatz
	opening	electrical: Moritz- / Gewandhausstraße - Moritzstraße / Maximiliansallee
	opening	Horse tram: Striesen, Geisingstrasse depot - Schandauer Strasse - Schandauer / Altenberger Strasse
11/20/1898	opening	Horse-drawn tram: Schandauer / Altenberger Strasse - Schandauer Strasse - Wehlener Strasse - Tolkewitz, Hofmannstrasse
02/12/1899	electrification	Striesen, Geisingstrasse depot - Schandauer Strasse - Tolkewitz, Hofmannstrasse
	opening	electrical: Tolkewitz, Hofmannstrasse - Schandauer Strasse - Schandauer Strasse / Ludwig-Hartmann-Strasse
08/16/1899	electrification	Waldschlößchen - Bautzner Strasse / Forest Road
	electrification	Bautzner Strasse / Carlstrasse - Bautzner Strasse / Glacisstrasse
August 19, 1899	electrification	Mickten, Depot - Kaiser-Wilhelm-Platz - Neustädter Markt
	electrification	Schloßplatz - Theaterplatz - Postplatz
08/23/1899	opening	electrical: Bühlau , Gasthof (Ullersdorfer Platz) - Bautzner Landstrasse - Schillerstrasse (Bautzner Strasse) - Waldschlösschen
09/26/1899	electrification	Friedrichstadt train station - Schäferstraße - Postplatz - Altmarkt
11/18/1899	electrification	Leipziger Bahnhof - Antonstrasse / Leipziger Strasse
04/22/1900	opening	electrical: Cotta , Schusterhaus (Weißeritzbrücke) - Hamburger Strasse - Schäferstrasse / Waltherstrasse
	Shutdown	Friedrichstadt - Waltherstrasse / Schäferstrasse
06/29/1900	electrification	Arsenal - Albertplatz
	electrification	Postplatz - Annenstrasse - Falkenstrasse - Falkenstrasse / Ammonstrasse - Central Station
06/30/1900	electrification	Falkenstrasse / Ammonstrasse - Ammonstrasse - Falkenbrücke - Chemnitzer Strasse - Plauen, Ringstrasse
	Shutdown	Plauenscher Platz - Chemnitzer Bridge - Chemnitzer / Falkenstraße
08/01/1900	electrification	Annenstrasse - Freiberger Platz - Freiberger Strasse - Wilsdruffer Strasse - Wölfnitz, inn	, End of horse tram operation
09/02/1900	opening	electrical: Hecht- / Buchenstraße - Hechtstraße - Bischofsplatz - Bischofsweg - Alaunplatz
10/22/1900	opening	electrical: Reichs- / Reichenbachstraße - Reichsstraße - Münchner Straße - Nöthnitzer Straße - Plauen, Bernhardstraße
10/31/1902	opening	electrical: Laubegast, Forsthaus - Hauptstraße - Laubegast, Bismarckplatz (Kronstädter Platz)
11/16/1902	opening	Electrical: chasing, Dorotheenstraße - Dohnaer road - Dresdner Straße (Wilhelm-Franke-Straße) - Leubnitz-Neuostra , Dresdner Straße (Spitzwegstraße)
04/28/1904	opening	electrical: Schweriner Straße / Jahnstraße - Jahn- / Könneritzstraße
July 16, 1904	opening	electrical: Fürsten- / Pfotenhauerstraße - Fürstenstraße ( Fetscherstraße ) - Fürstenstraße / Blasewitzer Straße

German tram company in Dresden

On July 19, 1889, the city of Dresden granted a concession for the construction of further horse-drawn tram lines , which transferred the rights and obligations to the German tram company founded on November 8, 1889 in Dresden . At the same time, the city decided that the existing tracks of the Tramways Company's horse-drawn tram can be used for a length of up to 600 meters each. Since many of the main roads were already occupied, the routes were sometimes bogus and winding. The railway company first built a network of horse-drawn tram lines, began electrifying its lines in 1893, like its rival company, but opened the city's first electric tram in the same year. Due to the color of the vehicles used, it was nicknamed red .

Construction of a second horse-drawn tram network (1890-1892)

date	Type of Change	route	receipt
09/21/1890	opening	Friedrichstrasse (east) - Maxstrasse / Könneritzstrasse - Maxstrasse - Ostraallee - Postplatz	, between Postplatz and Altmarkt, the yellow tracks were also used.
	opening	Altmarkt - König-Johann-Straße (Wilsdruffer Straße) - Pirnaischer Platz - Grunaer Straße - Exhibition space ( Straßburger Platz ) - Canalettostraße (partly built over) - Stephanienplatz - Tolkewitzer Straße (Nikolaistraße) - Fürstenplatz - Fürstenstraße - Fürsten- / Holbeinstraße
05/10/1890	opening	Sophienstraße - Postplatz - Marienstraße - Johannesallee (about Dr.-Külz-Ring north side) - Friedrichsallee (about Dr.-Külz-Ring north side) - Viktoriastraße (partly built over, southern extension of Schulgasse) - Struvestraße (partly built over, partly Räcknitzstraße ) - Lüttichaustraße (Hans-Dankner-Straße) - Sidonienstraße - Wiener Straße - Wiener Straße / Uhlandstraße
11/01/1890	opening	Friedrichstadt, Friedrich- / Waltherstraße - Friedrichstraße - Maxstraße - Max- / Könneritzstraße
11/30/1890	opening	Räcknitz, Bergkeller (Fritz-Löffler-Platz) - Bergstrasse - Bergstrasse Bridge - Bergstrasse - Plauenscher Platz - Große Plauensche Strasse (partially built over) - Dippoldiswalder Platz - Marienstraße
	opening	Pirnaischer Platz - Moritzallee (about St. Petersburger Straße west side) - Amalienplatz - Elbberg (>) / Hasenberg (<) - Terrassenufer - Sachsenplatz
	opening	Kurfürstenplatz - Glacisstraße - Bautzner Straße / Glacisstraße
	opening	Albertplatz - Antonstrasse - Leipzig train station
04/23/1891	opening	Friedrichsallee / Viktoriastraße - Friedrichsallee - Maximiliansallee (about St. Petersburger Straße west side) - Pirnaischer Platz
	opening	Bergstrasse / Wilkestrasse (branch to the north in front of the Bergstrasse bridge) - Wilkestrasse (overbuilt) - Böhmischer Bahnhof, forecourt
06/14/1891	opening	Hansastraße / Leipziger Bahnhof (north side) - Hansastraße - Großenhainer Straße - Trachenberge , Kanonenstraße (Weinböhlaer Straße)
07/27/1891	to operating route	Friedrichsallee / Viktoriastraße - Pirnaischer Platz
08/01/1891	opening	Fürstenstrasse / Holbeinstrasse - Fürstenstrasse - Dürerstrasse - Huttenstrasse - Augsburger Strasse - Barbarossaplatz
08/02/1891	opening	Trachenberge, Kanonenstrasse - Grossenhainer Strasse - Wilder Mann
08/26/1891	opening	Connection Hansastraße - Antonstraße at the Leipzig train station
04.10.1891	opening	Barbarossaplatz - Striesener Straße (Hüblerstraße) - Blasewitz (terminus about 100 meters before Schillerplatz)
10/11/1891	opening	St. Pauli cemetery - Döbelner Straße (Maxim Gorky Street) - Marie Hofstraße (Maxim Gorky Street) - Trachenberger road - Trachenberger Place
03/22/1892	opening	Forst- / Jägerstraße - Bautzner Straße / Forststraße
	opening	Bautzner / Löwenstraße - Löwenstraße - Holzhofgasse - Carlstraße (Lessingstraße) - Melanchtonstraße - Melanchthon- / Glacisstraße
	opening	Grunaer / Kaulbachstraße - Kaulbachstraße (built over, between Mathildenstraße and Blochmannstraße) - Cranachstraße (western part of Dürerstraße) - Holbeinplatz - Schulgutstraße (built up) - Große Ziegelstraße - Große Ziegelstraße / Lothringer Straße
07/30/1892	opening	Terrassenufer / Lothringer Strasse (Sachsenplatz) - Lothringer Strasse - Große Ziegelstrasse (Ziegelstrasse) - Blumenstrasse (Elsasser Strasse) - Bönischplatz (east side) - Pfotenhauerstrasse - Vogelwiese (Pfotenhauerstrasse / Fetscherstrasse)
08/07/1892	to operating route	Sachsenplatz - Bönischplatz - Vogelwiese
09/19/1892	opening	Wiener- / Uhlandstraße - Uhlandstraße - Schnorrstraße - Schnorr- / Franklinstraße
11/22/1892	Recommissioning	Große Ziegelstrasse / Lothringer Strasse - Lothringer Strasse / Terrassenufer	(Episode),
	Recommissioning	Friedrichsallee / Viktoriastraße - Pirnaischer Platz

Electrification and construction of further lines (1893–1905)

End of the line at the stairs to Brühl's terrace

City map section of the city of Dresden from 1894 with the location and lines at the Neustädter train stations

In addition to electrification, the company attempted to operate gas-powered vehicles on the lines from Albertplatz to Wilder Mann (from July 28, 1894) and to St. Pauli Cemetery (from November 1, 1894) next to the horse business. Gas engine operation ended again on December 31, 1895. On August 25, 1900, these two lines were to be the last in Dresden to be converted to electric operation after the competing company had already converted its last line on August 1, 1900.

Electrification dragged on for almost seven years, as the company was obliged to obtain electrical energy for its routes from municipal power plants, for which only the east power plant on Tatzberg was initially available. It was only after the western power station was commissioned from 1895/1898 that sufficient energy was provided, so that the lines in the west of Dresden could also be electrified. As a result, the mixed operation on individual routes extended for years.

With a contract dated June 15, 1905, the city acquired the railway company, which passed into its possession on July 1, 1905, and merged it with the Dresden Tram Company to become the Dresden City Trams with effect from January 1, 1906 .

date	Type of Change	route	receipt
07/06/1893	opening	electrical: Schloßplatz - Terrassenufer - Terrassenufer / Hasenberg
	electrification	Terrassenufer / Hasenberg - Sachsenplatz - Bönischplatz (east side) - Vogelwiese
	Recommissioning	Große Ziegelstraße - Vogelwiese
	opening	electrical: Vogelwiese - Pfotenhauerstraße - Emser Allee (Goetheallee) - Naumannstraße (Goetheallee) - Blasewitz, Schillerplatz
07/15/1893	opening	electrical: Blasewitz, Schillerplatz - Loschwitzer Bridge ( Blue Wonder ) - Elbbrückenstraße - Loschwitz, Körnerplatz (joint building with the Dresden tram company, which initially only used horse-drawn trams on the route)
07/24/1894	Re-routing	Bismarckstraße (Bayrische Straße) - Hohe Brücke (Bergstraßenbrücke demolished for this, at right angles to Bismarckstraße, in turn demolished during the electrification of the Dresden junction around 1972) - Kohlschütterstraße (excavated, was the northern straight extension of Bergstraße, after the construction of the Hohe Brücke simply renamed "Bergstraße- North section ")
	opening	Horse-drawn tram: Hohe Brücke - Bismarckstrasse - Bismarckplatz
	Shutdown	Kohlschütter (ex Berg -) / Wilkestrasse - Wilkestrasse (built over by the central station north hall) - Bohemian station, forecourt
07/06/1895	opening	Horse-drawn tram: Amalienplatz - Carolabrücke - Carolaplatz - König-Albert-Straße ( Albertstraße ) - Albertplatz
11/27/1895	Shutdown	Bautzner Strasse / Löwenstrasse - Löwenstrasse - Holzhofgasse - Carlstrasse / Holzhofgasse
	opening	Horse tram: connection Bautzner Straße / Carlstraße - Carlstraße / Holzhofgasse
05/02/1896	opening	electrical: Wiener Straße / Sidonienstraße - Wiener Straße - Böhmischer Bahnhof
	opening	electrical: Wiener Strasse / Uhlandstrasse - Wiener Strasse - Gellertstrasse - Lennéstrasse - exhibition space (Stübelplatz, now Strasbourg Square)
	electrification	Wiener Straße / Sidonienstraße - Wiener Straße / Uhlandstraße
	electrification	Grunaer / Kaulbachstraße - Kaulbachstraße (built over, between Mathildenstraße and Blochmannstraße) - Cranachstraße (western part of Dürerstraße) - Holbeinplatz - Schulgutstraße (built up) - Große Ziegelstraße - Große Ziegelstraße / Lothringer Straße
	electrification	Kurfürstenplatz - Albertplatz - Leipzig train station
05/29/1896	electrification	Pirnaischer Platz - Grunaer / Kaulbachstrasse
	electrification	Exhibition space - Fürstenplatz - Dürerstraße - Barbarossaplatz - Blasewitz, Striesener Straße (Hüblerstraße)
10/25/1896	electrification	Pirnaischer Platz - Moritzallee - Elbberg / Hasenberg - Terrassenufer
	electrification	Connection Terrassenufer / Lothringer Straße - Sachsenplatz
	electrification	Glacis- / Melanchthonstraße - Melanchthonstraße - Carlstraße - Bautzner / Carlstraße
	electrification	Bautzner / Forststrasse - Jägerstrasse
	opening	electrical: Jägerstraße - Marienallee - Carolaallee (Stauffenbergallee) - Grenadierkaserne ( State Directorate Saxony )
12/02/1896	opening	electrical: Dürer- / Huttenstraße - Wartburgstraße - Markgraf-Heinrich-Straße (Rosa-Menzer-Straße) - Barbarossaplatz (route Huttenstraße - Augsburger Straße in east / south direction then no longer used)
January 16, 1897	electrification	Altmarkt - Pirnaischer Platz
02/26/1897	Shutdown	Lüttichau- / Sidonienstraße - Lüttichaustraße / Wiener Straße
1897	Re-routing	Ziegelstraße - Bönischplatz (south side) (instead of Blumenstraße, east side of Bönischplatz)
06/30/1898	electrification	Georgplatz - Friedrichsallee - Pirnaischer Platz
	electrification	Amalienplatz - Carolabrücke - Albertplatz
	to operating route	Hohe Brücke - Bismarckstrasse - Bismarckplatz
07/03/1898	opening	Horse-drawn tram: Max- / Weißeritzstraße - Weißeritzstraße - Löbtauer Straße - Plauensche Straße ( Tharandter Straße ) - Tharandter Straße - Dresdner Straße (corner of Altplauen) - Plauen, Hofmühle
07/25/1899	electrification	Weißeritzstrasse - Löbtauer Strasse - Tharandter Strasse - Plauen, Habsburger Strasse
08/28/1898	electrification	Marienstraße - Johannesallee - Georgplatz
09/26/1899	to operating route	Amalienplatz - Elbberg / Hasenberg - Terrassenufer
29.09.1899	electrification	Friedrichstrasse / Waltherstrasse - Maxstrasse - Postplatz
10/12/1899	opening	Horse-drawn tram: Sidonien- / Werderstraße - Werderstraße (Andreas-Schubert-Straße) - Schnorr- / Uhlandstraße
	Shutdown	Wiener / Uhlandstraße - Uhland- / Schnorrstraße
11/25/1899	electrification	Friedrichsallee / Viktoriastraße - Sidonienstraße - Werderstraße - Schnorr- / Franklinstraße
	electrification	Räcknitz, Bergkeller - Hohe Brücke - Dippoldiswalder Platz
04/10/1900	opening	electrical: exhibition space - Stübelallee (north side) - Karcherallee - Pirnaische Straße ( Bodenbacher Straße ) - Gruna, Grüne Wiese (in front of the Landgrabenbrücke)
Early May 1900	opening	Horse-drawn tram: Maxstraße - Pieschener Allee (Weißeritzstraße) - Übigauer Allee (roughly parallel to Magdeburger Straße, today built over or below Trümmerberg) - swivel to the north at the level of the Schlachthofbrücke - own railway body - Ostragehege festival area (end point about the height of today's exhibition car parks in flood channel)
06/18/1900	opening	electrical: Moritzstraße / Maximiliansallee - Moritzstraße - Johann-Georgen-Allee (Lingnerallee) - Lennéstraße
Late June 1900	Shutdown	Horse-drawn tram: Maxstraße - Pieschener Allee (Weißeritzstraße) - Übigauer Allee (today overbuilt or below Trümmerberg) - swivel to the north at the level of the Schlachthofbrücke - own railway body - Ostragehege festival area (end point at about the height of today's exhibition car parks in the flood channel)
08/01/1900	opening	electrical: Schnorrstrasse - Franklinstrasse - Gellertstrasse
	electrification	Neustädter Bahnhof - Wilder Mann
	electrification	Trachenberger Platz - St. Pauli Cemetery
11/22/1900	opening	electrical: Max- / Könneritzstraße - Könneritzstraße - Ammonstraße - Ammon- / Falkenstraße
	Electrification, recommissioning	Hohe Brücke - Bismarckstrasse - Bismarckplatz
	opening	electrical: Bismarckplatz - Strehlener Straße - Strehlener Platz
around 1901	Assignment	from Großenhainer Straße - Antonstraße to Hansastraße - Antonstraße
11/16/1901	opening	electrical: Ostraallee / Maxstraße - Ostraallee - Marienbrücke - Antonstraße - Antonstraße / Leipziger Straße (release of the Marienbrücke for tram traffic)
	opening	electrical: Könneritzstraße / Ostraallee - Könneritz- / Maxstraße
07/23/1904	opening	electrical: Fürstenstraße / Blasewitzer Straße - Fürsten- / Dürerstraße
December 20, 1904	opening	electrical: Strehlener Platz - Ackermannstraße - Paradiesstraße - Zschertnitz, Moreaustraße (Räcknitzhöhe)
01/21/1905	opening	electrical: Räcknitz (junction Alträcknitz / Bergstrasse) - Bergstrasse - Räcknitz, Bergkeller
02/22/1905	opening	electrical: Barbarossaplatz - Striesen, Altenberger Straße
10/22/1905	opening	electrical: Gruna, Grüne Wiese - Bodenbacher Straße - Seidnitz, Rennplatzstraße

Suburban railways

After the urban area at that time was largely developed, the surrounding communities also tried to establish a tram connection. In some cases, several places merged and founded special-purpose associations that operated suburban railways. The Saxon State Railways also built some tram routes in the Dresden area. All suburban railways were operated electrically from the start. The Plauensche subway , the suburban railway Loschwitz Pillnitz , the suburban railway cotta Cossebaude that Bühlauer winger as well as the suburban railway Arsenal - Klotzsche / Hellerau were built in the Dresden gauge of 1450 millimeters, others in meter gauge . The Dresdner Vorortbahn and the Lößnitzbahn were re-gauged to the Dresden city gauge (1450 mm) in 1925 and 1929/30 respectively. Only the Lockwitztalbahn and the Deubener Güterbahn remained meter- tracked until their closure in the 1970s.

On July 7, 1926, the Saxon state parliament approved a bill from the government that provided for the sale of the state tram routes to the Loschwitz – Pillnitz tram company , which had already been formed in 1922. The actual sale was dated back to April 1, 1926. In addition to the Free State of Saxony, the Dresden-Neustadt District Authority and the City of Dresden, the Meißen District Authority and all the communities adjacent to the previous state trams were co-owners of the new company. On December 10, 1926, the Loschwitz – Pillnitz GmbH tram changed its company to the Dresdner Überland-Verkehr GmbH (DRÜVEG); the changed company was entered in the commercial register of the Dresden District Court on January 25, 1927. With the incorporation of Leuben on April 1, 1921, the Dresden suburban railway became the property of the City of Dresden. In 1928 the DRÜVEG became the owner of the Lockwitztalbahn .

On August 1, 1941, all trams in and around Dresden were merged into the Dresdner Straßenbahn AG .

Loessnitzbahn

→ Main article : Lößnitzbahn

The Lößnitzbahn ran meter gauge from Mickten via Radebeul (today Radebeul-Ost) and Kötzschenbroda (today Radebeul-West) to Zitzschewig . It was only under the direction of the DRÜVEG that it was finally re-tracked and extended via Coswig to Weinböhla . From November 18, 1922 to December 17, 1924 traffic between Kötzschenbroda and Zitzschewig was suspended due to the economic situation. The scheduled start of operations is recorded.

date	Type of Change	route	receipt
08/21/1899	opening	Radebeul-Ost, Weißes Roß - Meißner Strasse - Leipziger Strasse - Mickten (Leipziger / Lommatzscher Strasse) (meter gauge)
10/13/1899	opening	Kötzschenbroda, Bahnhofstrasse - Meißner Strasse - Radebeul-Ost, Weißes Roß (meter gauge)
12/24/1920	opening	Zitzschewig, Gasthof - Meißner Straße - Kötzschenbroda, Bahnhofstraße (meter gauge)

Dresden suburban train

Dresden suburban train

→ Main article : Dresden suburban railway

Dresdner electric train was a first meter gauge stretch of Laubegast over Leuben and Niedersedlitz by Kleinzschachwitz . The scheduled start of operations is recorded.

date	Type of Change	route	receipt
12/30/1898	opening	Laubegast, Forsthaus - Leubener Straße - Pirnaer Landstraße - Moltkestraße (Stephensonstraße) - Güterbahnhofstraße (from 1905 Nordstraße, today Straße des 17. Juni) - Niedersedlitz station (meter gauge, stump track)
10/18/1906	opening	(to Schatz: Königstraße (Försterlingstraße) -) station Niedersedlitz - Bahnhofstraße - Putjatinstraße - Kurhausstraße - Zschachwitz, König-Albert-Platz (Kurhaus- / Berthold-Haupt-Straße) (meter gauge)
March 31, 1924	Re-gauging (start)	from Forsthaus Laubegast in the direction of Niedersedlitz (from meter gauge to 1450 mm, operation with shuttle railcars to the construction site)
11/25/1924	complete commissioning	Laubegast, Forsthaus - Niedersedlitz station (including track loop, 1450 mm)
10/25/1925	complete commissioning	Station Niedersedlitz (track loop) - Kleinzschachwitz, König-Albert-Platz (1450 mm)
	opening	Kleinzschachwitz, König-Albert-Platz - Königsallee (Berthold-Haupt-Straße) - Zschieren, Elbe ferry (Kleinzschachwitz, Elbe ferry)

Plauensche Grundbahn and Deubener Güterbahn

→ Main article : Plauensche Grundbahn

→ Main article : Deubener Güterbahn

Starting from the then independent place Plauen near Dresden , the Plauensche Grundbahn opened up today's city of Freital with the villages Potschappel , Deuben and Hainsberg , which were also independent at the time of opening , and connected them to the Dresden tram network as the state tram Löbtau - Deuben . The lines were built by the state railway, which wanted to forestall any competition. While the Plauensche Grundbahn was built in the Dresden city gauge , the Deubener Güterbahn was meter gauge. There was a three-rail track from Potschappel to Hainsberg , but the meter-gauge freight trains only ran in Deuben.

date	Type of Change	route	receipt
07.10.1902	opening	Plauen, Bienertmühle - Dresdner Straße (on the right of the Weißeritz) - Dölzschen, Tharandter Straße - Potschappel, Dresdner Straße - Deuben, Güterstraße (1450 mm)
01/05/1906	opening	Deuben, Güterstrasse - Dresdner Strasse - Hainsberg, Gasthof (Dresdner / Rabenauer Strasse) (1450 mm)
January 17, 1906	opening	Transfer system at Strbf. Deuben (near Deuben train station) - Dresdner Straße - Poisentalstraße - Körnerstraße - Roseggerstraße - Egermühle (meter gauge, only freight traffic, as a precautionary additional three-rail tracks laid in Deuben)
04/01/1912	opening	Hainsberg, Gasthof - Rabenauer Straße - Coßmannsdorf, Rabenauer Straße (1450 mm)
02/28/1921	Re-routing	from Plauen, Habsburgerstraße (later Planettastraße, today Fritz-Schulze-Straße, i.e. from Tharandter Straße / Altplauen) via the new Dresdner Straße (left the Weißeritz) (today also Tharandter Straße) to the former Dresden-Plauen train station, instead of the guided tour via the Weißeritzbrücke in Altplauen and the Hegereiterbrücke to the right of the Weißeritz (1450 mm)

Loschwitz – Pillnitz suburban railway

→ Main article : Loschwitz – Pillnitz suburban railway

The railway from Loschwitz to Pillnitz was initially built with a meter gauge, but was re-gauged before it was commissioned and then opened in Dresden gauge. The route was used by the German tram company in Dresden, or from 1906 by the municipal tram. From September 28, 1922, the bankruptcy-threatened railway operated under the name Straßenbahn Loschwitz – Pillnitz GmbH .

date	Type of Change	route	receipt
06/17/1903	opening	Loschwitz, Körnerplatz - Pillnitzer Landstrasse - Niederpoyritz , Gustavheim
07/11/1903	opening	Niederpoyritz, Gustavheim - Pillnitzer Landstrasse - Pillnitz, Leonardo-da-Vinci-Strasse

Lockwitztalbahn

→ Main article : Lockwitztalbahn

The Lockwitztalbahn ran from Niedersedlitz station , where there was at times a track connection to the Dresden suburban railway, which was initially also meter-gauge, via Lockwitz to Kreischa . It was only taken over by the DRÜVEG on January 1, 1928. The scheduled start of operations is recorded.

date	Type of Change	route	receipt
03/03/1906	opening	Niedersedlitz station (Bahnhofstrasse / Bismarckstrasse) - Bahnhofstrasse - Lockwitztalstrasse - Altlockwitz - Am Plan - Tögelstrasse - Lockwitzgrund - Hauptstrasse - Kreischa, depot (Haußmannplatz)
10/17/1906	opening	Niedersedlitz station (forecourt) - Niedersedlitz station (Bahnhofstrasse / Bismarckstrasse)
09/24/1907	to operating route	Niedersedlitz station (forecourt) - Niedersedlitz station (Bahnhofstrasse / Bismarckstrasse)

Cotta – Cossebaude suburban railway

→ Main article : Cotta – Cossebaude suburban railway

An overland tram ran from Dresden's Cotta district via Briesnitz , Kemnitz , Stetzsch and Gohlis to Cossebaude . The city trams in Dresden were responsible for the implementation. The line was built in the Dresden gauge from the start.

date	Type of Change	route	receipt
09/27/1906	opening	Cossebaude, Schulstrasse - Dresdner Strasse - Gohlis - Stetzsch, Meißner Landstrasse - Kemnitz - Briesnitz - Meißner Landstrasse (partly Alte Meißner Landstrasse) - Gottfried-Keller-Strasse - Roquettestrasse - Roquettestrasse / Warthaer Strasse

Bühlau outer track

→ Main article : Bühlauer Außenbahn

The Bühlauer suburban railway was built simultaneously with the in Weißig subsequent railway Dürrröhrsdorf-Weißig and as the Plauensche subway built by the state railway and traveled through the Urban tram.

date	Type of Change	route	receipt
07/01/1908	opening	Bühlau, Gasthof - Bautzner Chaussee - Weißig, train station

Arsenal suburban railway - Klotzsche / Hellerau

The forerunner of the tram to Klotzsche was the “trackless” Dresdner Haide-Bahn , an early trolleybus operation that existed in 1903 and 1904 from the Arsenal to Deutsche Eiche in Klotzsche. This end point was only reached after the tramway Loschwitz – Pillnitz GmbH took over the railway, which was later extended to Weixdorf . The railway was carried out in the Dresden gauge of 1450 millimeters and was used by the city trams.

date	Type of Change	route	receipt
01/21/1911	opening	Arsenal - Königsbrücker Straße - Klotzsche, Schänkhübel (Klotzscher Hauptstraße)
04/15/1913	opening	Hellerau junction (today Infineon Süd) - own railway structure - Am Hellerrand - Breiter Weg (Karl-Liebknecht-Straße) - Hellerau, Post (Beim Gräbchen)
December 13, 1925	opening	Klotzsche, Schänkhübel - Königsbrücker Landstrasse - Klotzsche, Kurhaus (to the New Bridge)

Urban trams to Dresden

Expansion of the network up to the First World War (1906–1914)

After the takeover of the two competing tram companies, the Dresden tram network was supplemented by a few more routes, including to Übigau and Reick , up to the First World War . A consolidation of the two networks took place only to a small extent for the time being, only two short sections of the route were shut down and the railways were diverted over closely parallel routes.

date	Type of Change	route	receipt
05/30/1906	Shutdown	Moritzstrasse - Gewandhausstrasse - Georgplatz
09/27/1906	opening	Cotta, Warthaer / Roquettestrasse - Warthaer Strasse - Hamburger Strasse - Cotta, Schusterhaus
1907	Partial shutdown	Schloßplatz - Neustädter Markt (demolition of the old Augustus Bridge, traffic over the interim bridge with intermittent interruptions)
08/19/1908	Re-routing	from Stübel- / Karcherallee via Stübelallee and Zwinglistraße to Bodenbacher Straße, instead of through Karcherallee and western Bodenbacher Straße
10/01/1909	opening	Altcotta, City Hall - Lübecker Strasse - Kronprinzenstrasse (Rudolf-Renner-Strasse) - Kronprinzenstrasse / Kesselsdorfer Strasse
	Shutdown	Bautzner Strasse / Carlstrasse - Carlstrasse - Melanchthonstrasse - Glacis- / Melanchtonstrasse
	to operating route	Hohe Brücke - Bismarckstrasse - Bismarckplatz
	opening	Blasewitzer / Augsburger Strasse - Huttenstrasse / Augsburger Strasse
	opening	Anton- / Hainstraße - Hainstraße - Kaiser-Wilhelm-Platz (east side) - Heinrichstraße
	opening	Wiener Strasse (west side) - Prager / Wiener Strasse - Wiener Platz
10/28/1909	opening	Plauen, Bernhardstraße - Nöthnitzer Straße - Chemnitzer Platz (F.-C.-Weiskopf-Platz)
06/17/1910	opening	Seidnitz loop, Rennplatzstraße via Rennplatzstraße - Winterbergstraße - Liebstädter Straße (drive in both directions)
08/12/1910	opening	Schlachthof - Schlachthofstraße (partly Messering) - Magdeburger Straße - Waltherstraße - Friedrich- / Waltherstraße
08/30/1910	New opening	Schloßplatz - Neustädter Markt (reopening of the König-Friedrich-August-Brücke (Augustusbrücke))
12/12/1911	opening	Theaterplatz, Italian Village - Terrassenufer - Ramp to Schloßplatz
	Shutdown	Terrassenufer ramp - Schloßplatz
10/01/1913	opening	Nürnberger Platz - Nürnberger Strasse - Südvorstadt, Nürnberger Egg
	opening	Dohnaer Straße / Dorotheenstraße - Dorotheenstraße - Reicker Straße - Strehlener Weg (Reicker Straße) - Reick, Dorfplatz (Altreick)
10/21/1913	opening	Übigau, Böcklin- / Scharfenberger Strasse - Böcklinstrasse - Trachauer Strasse - Sternstrasse - Leipziger Strasse / Sternstrasse
04/20/1914	opening	Reick, Dorfplatz - Strehlener Weg (Mügelner Straße) - Reick tram station

Simplification of the network (1920-1924)

The following important information is missing from this section:

Track loops at Gottleubaer Strasse and Neustadt station

Help Wikipedia by researching and pasting it .

The tram network in downtown Dresden (1922)

In 1918 electrical operation had to be completely or partially stopped on 17 days and in 1919 on 104 days due to a lack of coal, as not enough electricity could be generated. As an alternative, horse-drawn tram operations were reintroduced on various routes. After the end of the First World War, more lines were closed than newly built. The inner city network was unbundled and some no longer needed sections of the route could be abandoned. There were no real new lines in the city network at this time.

date	Type of Change	route	receipt
07/25/1920	to operating route	Neustadt station - Hainstrasse - Hainstrasse / Heinrichstrasse
	to operating route	Werderstrasse / Wiener Strasse - Schnorrstrasse - Franklinstrasse / Gellertstrasse
	Shutdown	Johannesring - Viktoriastraße - Struvestraße - Lüttichaustraße - Sidonienstraße - Werderstraße / Wiener Straße
04/19/1922	to operating route	Schweriner Strasse / Jahnstrasse - Jahnstrasse / Könneritzstrasse
	Shutdown	Theaterplatz, Italian Village - Terrassenufer - Sachsenplatz
	Shutdown	Rathenauplatz - Hasenberg / Elbberg - Terrassenufer
	Shutdown	Terrassenufer / Lothringer Strasse - Lothringer Strasse / Ziegelstrasse
06/07/1922	Recommissioning	Neustadt station - Hainstrasse - Hainstrasse / Heinrichstrasse
08/08/1922	Recommissioning	Werderstrasse / Wiener Strasse - Werderstrasse - Schnorrstrasse - Franklinstrasse - Franklin- / Gellertstrasse (only in this direction)
05/08/1923	Shutdown
January 11, 1924	to operating route	Hohe Brücke - Bismarckstrasse - Bismarckplatz
July 1924	opening	Track connection Prager Straße between Johannesring and Waisenhausstraße
after 1923, before 1927	to operating route	Schäferstrasse / Löbtauer Strasse - Weißeritzstrasse - Weißeritzstrasse / Friedrichstrasse

Despite intensive research, the opening dates are missing

• the track loop Gottleubaer Straße (block bypass), which was dismantled after 1945 and
• the track loop train station Neustadt (Schlesischer Platz), which was shut down and dismantled with the renovation of Antonstrasse in 2000.

New lines in the Roaring Twenties (1925–1929)

From 1925 onwards there was a lot of building activity on the tram. The Dresden suburban railway has now also been connected to the city network via Reick and Seidnitz and Coschütz and Leutewitz have been newly developed. In addition, track loops were created in the form of block bypasses in Striesen (from Wittenberger via Altenberger Straße, Schandauer Straße, via Voglerstraße back to Wittenberger Straße, March 26, 1926), in Mickten (from Altpieschen via Braunschweiger Straße, Wurzener Straße, back via Leipziger and Mohnstraße to Altpieschen, June 30, 1926), on the Wilden Mann via Döbelner Straße and back via Großenhainer Straße (November 3, 1926), in Plauen, Habsburger Straße, via Kielmannseggstraße (Agnes-Smedley-Straße) and Bienertstraße, back via Tharandter Straße ( February 15, 1927) and near the main train station (via Wiener Strasse, Werderstrasse, Schnorrstrasse and Franklinstrasse to Strehlener Strasse, July 9th 1927), as well as at the end of the newly opened line to Cotta via Steinbacher and Hörigstrasse (June 11, 1928 ). The Lannerstraße track loop in Strehlen was opened on November 26, 1928; it was created in the course of the relocation of the Kreischaer and Dohnaer Straße track by maintaining a track in Kreischaer Straße and connecting it to Lockwitzer Straße via Lannerstraße.

On May 3, 1925, the shunting facility in Grundstraße was opened and the shunting end point on Körnerplatz was abandoned; another shunting end point was built on November 24, 1925, initially as a track connection in Cottaer Straße next to the corner of Löbtauer Straße , from which the Route to Cotta was connected.

From January 1, 1930, the Dresden city trams operated as Dresdner Straßenbahn AG .

date	Type of Change	route	receipt
09/01/1925	opening	Reick, Depot - Mügelner Straße - moraine end - own track (moraine end) - Dobritz, branch to Reick
10/01/1925	opening	Seidnitz, Rennplatzstrasse - Bodenbacher Strasse - Dobritz, junction - Pirnaer Landstrasse - Pirnaer Landstrasse / Leubener Strasse
11/24/1925	opening	Fröbelstrasse / Cottaer Strasse - Löbtauer Strasse / Cottaer Strasse
05/11/1926	opening	Mickten, Leipziger Strasse / Mohnstrasse - Mohnstrasse - Bürgerstrasse - Moritzburger Platz - Harkortstrasse - Harkortstrasse / Großenhainer Strasse
	opening	Großenhainer Strasse / Fritz-Reuter-Strasse - Fritz-Reuter-Strasse - Bischofsplatz
06/06/1926	opening	Hechtstrasse / Buchenstrasse - Hechtstrasse (own railway body) - St. Pauli Cemetery (south gate, near Oberauer Strasse)
06/30/1926	opening	Altpieschen / Mohnstrasse - Braunschweiger Strasse - Wurzener Strasse - Wurzener / Leipziger Strasse
05/10/1926	opening	Connection Striesener Straße - Blasewitz, Schillerplatz
	Opening of the operating line	Schäfer- / Waltherstraße - Walther- / Friedrichstraße (access to the street station Waltherstraße )
02/10/1927	opening	Pennricher / Kronprinzenstrasse (Rudolf-Renner-Strasse) - Pennricher Strasse - Fröbelstrasse - Fröbel- / Cottaer Strasse
	opening	Cotta, Warthaer / Cossebauder Straße - Cossebauder Straße - Altcotta - Altcotta, town hall
02/15/1927	opening	Plauen, Chemnitzer Platz (north side) - Altplauen - Tharandter Straße
04/13/1927	opening	Leutewitz - Warthaer Strasse - Cotta, Roquettestrasse
July 1927	opening	Stübelplatz - Stübelallee - Karcherallee (landward track of Stübelallee)
October 18, 1927	opening	Plauenscher Ring / Gitterseestrasse - Plauenscher Ring - Westendring - Bernhardstrasse - Karlsruher Strasse - Coschütz, Kleinnaundorfer Strasse
1927	Reconstruction and re-routing	Postplatz
06/11/1928	opening	Cotta, Hörigstrasse - Steinbacher Strasse - Pennricher Strasse - Kronprinzenstrasse / Pennricher Strasse
08/26/1928	Re-routing	new terminal at Übigau, Flutrinnenbrücke (Scharfenberger Straße) and guided tour over Flutrinnenbrücke - Sternstraße - Sternstraße / Trachauer Straße, instead of Böcklinstraße and Trachauer Straße
11/26/1928	Re-routing	from Wasaplatz via Lockwitzer Straße - Teplitzer Straße - Dresdner Straße (Wilhelm-Franke-Straße) to Leubnitz-Neuostra, instead of Altstrehlen and Dohnaer Straße (section between Hugo-Bürkner-Straße and Dorotheenstraße remains for the route to Reick)
	opening	Lockwitzer Strasse / Hugo-Bürkner-Strasse - Hugo-Bürkner-Strasse - Dohnaer Strasse / Hugo-Bürkner-Strasse
December 20, 1928	opening	Sachsenplatz - Eliasstraße (Güntzstraße) - Stübelplatz (Straßburger Platz)
	Shutdown	Sachsenplatz - Ziegelstrasse - Holbeinplatz - Kaulbachstrasse / Grunaer Strasse

Dresdner Überland-Verkehr GmbH (DRÜVEG) (1926–1941)

Even before further shareholders were added and the Loschwitz - Pillnitz GmbH tram was renamed DRÜVEG on December 10, 1926, the Klotzscher and Hellerau routes were extended.

Under the direction of the DRÜVEG, the Lößnitzbahn was re-gauged to the Dresden gauge and existing cross-country routes were extended. On August 1, 1941, the DRÜVEG was merged with the Dresdner Straßenbahn AG and thus their lines were also incorporated into their network on the property side. The first regular day of operation is listed. Regarding the re-gauging of the Lößnitzbahn between Kötzschenbroda and Mickten in 1929/30, the DRÜVEG had developed its own technology that made it unnecessary to shut down the line - even in parts: initially only one track was re-gauged from meter gauge to city gauge from track change to track change (1450 mm). The Lößnitzbahn shuttled along the construction site on the remaining meter-gauge track. The second track was then re-gauged, while the city-lane track was now used to commute along the construction site. If necessary, temporary Dodge were using Aufliegeweichen built.

Coupling end point Weinböhla (entry area, existed since 1931), photo from 1951. Since 1959 replaced by a track loop

date	Type of Change	route	receipt
11/28/1926	opening	Klotzsche, Kurhaus - Königsbrücker Landstrasse - Klotzsche, German oak (1450 mm)
	opening	Hellerau, Post - Broad Way - Rähnitz-Hellerau, Moritzburger Weg
11/28/1928	opening	Klotzsche, German oak - Königsbrücker Landstrasse - Fuchsberg-Lausa (Fuchsberg) (1450 mm)
05/06/1929	Shutdown	Zitzschewig, Gasthof - Kötzschenbroda, Bahnhofstrasse (meter gauge)
06/15/1929	opening	Fuchsberg-Lausa - Königsbrücker Landstraße - Brühler Straße - Lausa-Weixdorf, Bad Bahnhof (Hp Weixdorf Bad) (1450 mm)
07/02/1929	opening	Lausa-Weixdorf, Bad train station - own railway body - Weixdorf, Rathenaustraße (1450 mm)
07/20/1929	opening	Coswig, Depot - own railway body - Meißner Straße - Kötzschenbroda, Bahnhofstraße (1450 mm)
07/22/1929	Re-gauging (start)	Kötzschenbroda, Bahnhofstrasse in the direction of Serkowitz, Weißes Roß (meter gauge)
08/24/1929	Re-gauging	Kötzschenbroda, Bahnhofstraße - Kötzschenbroda, Borstraße (1450 mm, two-track)
09/10/1929	Re-gauging	Kötzschenbroda, Borstrasse - Kötzschenbroda, Goldene Weintraube (1450 mm, single track)
09/15/1929	Re-gauging	Kötzschenbroda, Goldene Weintraube - Radebeul, Weißes Roß (west of the narrow-gauge railway, 1450 mm, single-track)
10/12/1929	Re-gauging	Kötzschenbroda, Bahnhofstraße - Radebeul, Weißes Roß (west of the narrow-gauge railway, 1450 mm, double-track, complete)
03/10/1930	Re-gauging (resumption)	Radebeul, Weißes Roß in the direction of Trachau - Mickten (meter gauge)
04/02/1930	Re-gauging	Radebeul, Weißes Roß - Radebeul, Kiefernstraße (1450 mm, single track)
04/29/1930	Re-gauging	Radebeul, Weißes Roß - Radebeul, Kiefernstraße (1450 mm, two-track)
May 19, 1930	Re-gauging	Radebeul, Kiefernstraße - Trachau, Geblerstraße (1450 mm, single track)
06/12/1930	Re-gauging	Radebeul, Kiefernstraße - Trachau, Geblerstraße (1450 mm, single track)
06/28/1930	Re-gauging	Trachau, Geblerstraße - Mickten, depot (1450 mm, single track)
07/05/1930	Re-gauging	Trachau, Geblerstraße - Mickten, depot (1450 mm, two-track)
11/14/1931	opening	Weinböhla, Rathausstraße - own track structure - Coswig, depot (1450 mm)
11/13/1932	Shutdown	Station Niedersedlitz - Kleinzschachwitz, Elbe ferry (1450 mm)
1924	Dismantling	Niedersedlitz station (forecourt) - Niedersedlitz station (Bahnhofstrasse / Bismarckstrasse) (meter gauge)
06/06/1935	opening	Coßmannsdorf, Rabenauer Straße - Hainsberg, Rabenauer Grund (later: Hainsberg-Süd) (1450 mm)
08/22/1935	opening	Rähnitz-Hellerau, Moritzburger Weg - Moritzburger Weg - Ludwig-Kossuth-Strasse - Rähnitz-Hellerau, town hall (1450 mm)
05/04/1938	opening	Rähnitz-Hellerau, Town Hall - Ludwig-Kossuth-Straße - Birkenweg - Rähnitz-Hellerau, Kiefernweg (1450 mm)

Dresdner Straßenbahn AG (1930–1946)

Dresdner Straßenbahn AG only continued to build new routes to a limited extent. Instead, the inner city network was further unbundled. The two parallel ring road routes, used in both directions, in the course of Waisenhaus-, Johannes- and Amalienstraße on the south and east side (until 1906 Dresden tram company) as well as in the course of Friedrichsallee and Maximiliansring (until 1906 Deutsche Straßenbahn-Gesellschaft Dresden) one-way traffic was now used in the north and west (only in Amalienstraße was bidirectional traffic for trains coming from Pillnitzer Straße in the direction of Pirnaischer Platz - Postplatz), from April 10, 1931 between Moritzstraße and Rathenauplatz and from April 27, 1933 between Dippoldiswalder Platz and Georgplatz - Moritzstraße (towards Georgplatz via Waisenhausstraße, towards Dippoldiswalder Platz via Friedrichsring). With the closure of the route to Räcknitz in 1933, the first district of Dresden was again disconnected from the tram network.

New loops were created in Mickten, Dreyssigplatz (summer 1930), in Leuben (Hertzstraße - Dieselstraße - Klettestraße block bypass; October 20, 1930), at Georgplatz (April 10, 1931), in Laubegast, Kronstädter Platz (November 5, 1931) and on Wallstrasse (May 15, 1932). The loops at Hauptbahnhof / Werderstrasse (1942) and at Vogelwiese (1945) were abandoned . The last renewal of the track system with new grooved rails until well after the end of the Second World War was the laying of 1,172 meters of single track in 1940, from then on only “old usable” rails from the company's own company were used. In the post-war period, these often had to be improvised and, in some cases, prepared under highly problematic technical conditions.

Due to the impact of the Second World War , especially the air raids on Dresden in February 1945, many lines were destroyed, then either temporarily restored or finally abandoned: There is no individual list after individual days.

• The first air raid on Dresden took place on October 7, 1944, in which track damage was repaired within 24 hours, only on Schweriner Strasse it was not cleared until October 14, 1944.
• After the attack on January 16, 1945, which affected the west of the city (Friedrichstadt, Löbtau, Cotta, Oppellvorstadt), the damage caused was finally removed on January 21.
• After the 13.-15. Air raids that took place in February 1945 were only 44.9 kilometers in operation (Weixdorf / Hellerau-industrial site, Weißig-Bühlau-Weißer Hirsch (Plattleite), Weinböhla-Trachau (Geblerstrasse), Cossebaude-Schunckstrasse, Hainsberg-Depot Freital, Kreischa-Niedersedlitz) . By March 1, 1945, with a route length of 97 kilometers, approx. 52 percent of the route length of February 12, 1945 (185.5 kilometers) was operated again.
• The air raids of March 2, 1945 affected the old and new towns, the south and east of Dresden, so that afterwards only 77.9 kilometers of route network were in operation.
• By April 13, a total of 131.8 kilometers of route network had been restored (72 percent of the network of February 12, 1945) when the network was again reduced by the construction of anti-tank barriers.
• On April 17, 1945, the last air raid on Dresden took place on various places, mainly the Friedrichstadt, Löbtau and the Dresden railway systems, after which only 31.6 kilometers (17 percent of the network from February 12, 1945) were passable.
• From April 23 to 27, 1945, operations were completely shut down (total failure of the electrical energy supply) and resumed on April 28. Only the “Lockwitztalbahn” operated during this period, as the electricity for it was obtained elsewhere.

On May 7, 1945 - at this point 123.3 kilometers of the route network were in operation again - the four Elbe bridges in the center were blown up by the SS, the Red Army reached Dresden and at around 5 p.m. the tram service was shut down. Contrary to what can be found in the literature, however, the "Lockwitztalbahn" continued to operate: The tram operators in the Kreischa depot had not received the instructions to shut down due to the total failure of all communication connections, so that operations began on May 8, 1945 as planned . It was not until the morning of May 8, 1945, practically only a few hours before the Red Army marched in, that operations were stopped after employees of the Niedersedlitz rectifier factory had pointed out "the seriousness of the situation".

On May 8, 1945, the Red Army entered Dresden. Although, from a purely technical point of view, tram operations could have started on the following day, May 9, 1945, to the same extent as they were on May 7, 1945, this now depended on the respective approval of the occupying power in individual cases. On May 12, 1945, operations were resumed on the first stretch, Hainsberg - Planettastraße (Fritz-Schulze-Straße, for which the Dresden Command of the Red Army did not issue approval) and thus 8.8 kilometers in length, which then began more quickly This was followed by further routes in line with the network of May 7, 1945: The four Dresden Elbe bridges that were blown up by the SS remained problematic for a long time.

The following table only lists the routes that were not partially reopened on a permanent basis and that were also dismantled by 1950.

On August 31, 1946, the company was merged with Dresdner Transport GmbH and renamed Dresdner Verkehrsgesellschaft AG .

date	Type of Change	route	receipt
10/20/1931	Operating route	Moritz- / Johannesstraße - Johann-Georgen-Allee - Johann-Georgen-Allee / Lennéstraße	(, indirect)
10/15/1932	opening	Leubnitz-Neuostra, Spitzwegstraße - Finkenfangstraße (Wilhelm-Franke-Straße) - Leubnitz-Neuostra, Heydenreichweg (coupling point to An der Kirschwiese)
07/08/1933	Re-routing	Bürgerwiese between Zinzendorfstraße and Georgplatz (straightening of the curve on Georgplatz and in the Georgplatz / Bankstraße area)
07/12/1933	to operating route	Dippoldiswalder Platz - High Bridge
	Shutdown	High Bridge - Räcknitz
1933	Opening of the operating line	Zschertnitz, Räcknitzhöhe - Münzmeisterstrasse / Biebrachstrasse
12/12/1936	opening	Pirnaer Landstrasse / Stephensonstrasse - Königsallee (Berthold-Haupt-Strasse) - Kleinzschachwitz, Freystrasse
03/11/1941	Re-routing	Route to Cossebaude from Cossebauder / Warthaer Straße on the new Meißner Landstraße, instead of Roquettestraße, Gottfried-Keller-Straße, Alte Meißner Landstraße
02/15/1944	Installation	Zschertnitz, Räcknitzhöhe - Münzmeisterstrasse / Biebrachstrasse
	opening	Münzmeisterstraße - Mockritz, Südhöhe
02/01/1945	Shutdown	St. Pauli Cemetery - Marienhofstrasse (Maxim-Gorki-Strasse) - Trachenberger Strasse / Marienhofstrasse
02/14/1945	Shutdown	Nürnberger Platz - Nöthnitzer Straße - Chemnitzer Platz - Altplauen / Reckestraße (1.7 km)
	Shutdown	Bischofsplatz - Hechtstrasse / St. Pauli Cemetery (1.1 km)
	Shutdown	Falkenstrasse / Ammonstrasse - Chemnitzer Platz - Plauenscher Ring / Reckestrasse (2.15 km)
	Shutdown	Grenadier barracks - forest road / Bischofsweg (1.5 km)
	Shutdown	Albertplatz - Carolabrücke - Rathenauplatz (1.4 km)
	Shutdown	Münzmeisterstrasse / Biebrachstrasse - Mockritz, Südhöhe (0.15 km)
	Shutdown	Sachsenplatz - Bönischplatz - Pfotenhauer- / Fürstenstraße (1.4 km)
	Shutdown	Rathenauplatz - Pillnitzer Strasse - Fürstenplatz
	Shutdown	Dippoldiswalder Platz - Hohe Brücke (operating route)
10/17/1945	Shutdown	Blasewitzer / Augsburger Strasse - Huttenstrasse / Augsburger Strasse
November 19, 1945	opening	Altplauen - Reckestrasse - Reckestrasse / Plauenscher Ring

Dresdner Verkehrsgesellschaft AG (1946–1949) and KWU-Verkehrsbetriebe (1949–1951)

Both the Dresdner Straßenbahn AG until 1946 and its legal successor, the Dresdner Verkehrsgesellschaft from 1946, were responsible for rebuilding destroyed routes after the end of the war. This task was not completed until September 1, 1949, with the reopening of the route from Trachenberge to St. Pauli Cemetery.

On the other hand, some less important sections, e.g. Some of them have already been driven on again, to be dismantled. In 1947 this only concerned the dismantling of the forest road (from Bautzner Strasse to Bischofsweg) as a route that has since been re-used.

In 1948 the decision was made to operate only one east-west connection in the city center from Postplatz to Stübelplatz, as well as only one north-south connection through the city center, which on the one hand gave Prager Strasse a connection towards Postplatz in 1949, but on the other hand, all tram routes in the eastern city center operated beyond this, z. Some of them were already used again, as on Bürgerwiese and Parkstraße or Marschallstraße (both sections of the route closed on December 10, 1948) finally disappeared. In addition, side tracks and sidings were dismantled, but also the second track between Mickten and Übigau and in Reick (Altreick to Bodenbacher Straße) and from the junction to Hellerau (today: Infineon track loop) to Hellerau. A second track was laid again in Übigau and Reick in some cases only in the 1990s / 2000s (two-track Mickten, Sternstrasse between Trachauer Strasse and Leipziger Strasse: after flood reconstruction in 2002), more than 60 years after its expansion due to a lack of rails , in Hellerau there is still some single-track driving today.

In this way, 12 kilometers of single track disappeared from the road network in 1947, 11 kilometers of single track in 1948 and 25.8 km of single track in 1949. It was not until 1950 that the company was able to procure new grooved rails, initially from Czechoslovakia and from 1954 on from the Soviet Union; the shutdowns due to the no longer available grooved rails and the recycling of all old usable material only ended then.

In addition, from 1947 the transport company built the Dresden trolleybus , which supplemented the tram and finally replaced it between Bühlau and Weiß. In 1975 trolleybus traffic in Dresden ended.

The tram network was built in Radebeul-West, Flemmingstraße (December 24, 1947), Radebeul Ost, Schillerstraße (August 1, 1950, replacement for the coupling point on Geblerstraße) and at Wilden Mann (block bypass via Dippelsdorfer- and Buchholzer Straße, December 4th 1949) new track loops. In contrast, the tracks and loops in Striesen (February 25, 1948, the district was then practically "tram-free" in 1950 - and is still today -) and the old loop at Wilden Mann on Döbelner Strasse were dismantled. In the Äußere Neustadt, the directional guided tour in the streets Görlitzer Straße (towards the city) and Louisen- / Kamenzer Straße (towards the country) was abandoned and replaced by a single-track tour through Görlitzer Straße that still exists today (2019). As a result, the block loop at Alaunplatz was abandoned on October 1, 1948 and shortened to a Gleisdreieck Görlitzer Straße / Bischofsweg, which was again abandoned in the 2000s. In Loschwitz, a triangular track was created on Winzerstraße, which was opened on October 13, 1950 and replaced the coupling point in Grundstraße.

On January 1, 1949, all ten independent municipal commercial enterprises were merged into a municipal economic enterprise (KWU), the tram as part of this was renamed KWU-Verkehrsbetriebe . On April 1, 1951, the transport company was restructured into VEB Verkehrsbetriebe der Stadt Dresden , and in April 1953 it was renamed VEB (K) Verkehrsbetriebe der Stadt Dresden , where (K) stood for district- directed .

Carriage train on the line 4 on the ring with Johannes view through the Seestrasse on Court Church and residential palace (1949)

date	Type of Change	route	receipt
11/12/1946	reopening	Main station - Nürnberger Platz - Loop Nürnberger Straße
03/12/1947	Shutdown	Bautzner Straße / Forststraße - Forststraße / Bischofsweg
04/26/1947	Shutdown	Schloßplatz - Neumarkt - Moritz- / Ernst-Thälmann-Straße (shutdown with start of reconstruction of the Augustus Bridge)
05/14/1947	Re-routing	from Dohnaer / Hugo-Bürkner-Straße through Cäcilienstraße and Reicker Straße, instead of Dohnaer and Dorotheenstraße
02/25/1948	Shutdown	Barbarossaplatz - Striesen, Altenberger Strasse
March 16, 1948	Shutdown	St. Pauli Cemetery - Maxim-Gorki-Straße (formerly Marienhofstraße) - Trachenberge, depot
	to operating route	Trachenberge, Depot - Trachenberger Platz
May 25, 1948	Shutdown	Freiberger Platz / Annenstrasse - Sternplatz - Falkenstrasse / Ammonstrasse
December 10, 1948	Shutdown	Friedrichsallee / Viktoriastraße - Bürgerwiese - Lennéplatz
	Shutdown	Sachsenplatz - Roßbachstraße - Rathenauplatz - Pirnaischer Platz (west side) - Georgplatz
02/20/1949	Shutdown	Weißig, Bahnhof - Bühlau, Ullersdorfer Platz (Siegfried-Rädel-Platz)
04/25/1949	Shutdown	Bautzner Strasse / Glacisstrasse - Köbisplatz (Rosa-Luxemburg-Platz)
05/17/1949	Re-routing	from Marienstraße - Dippoldiswalder Platz - Dr.-Külz-Ring - Dr.-Külz-Ring / Prager Straße, instead of directional traffic on Waisenhausstraße or Friedrichsallee
	Shutdown	Ernst-Thälmann- / Moritzstraße - Georgplatz - Ringstraße / Waisenhausstraße - Waisenhausstraße / Prager Straße
09/01/1949	Re-routing	Connection of the Strehlener route from Lennéplatz - Gerhart-Hauptmann-Straße - Strehlener Platz, instead of from the main station through Strehlener Straße
	Recommissioning	Trachenberge, Depot - Trachenberger Platz
	reopening	Trachenberge, Depot - St. Pauli Cemetery
	to operating route	Postplatz - Ostra-Allee - Schweriner Straße
11/02/1949	Re-routing	Connection from Leipziger Strasse to Bürgerstrasse via its own railway track instead of through Mohnstrasse
03/01/1950	Shutdown	Fetscher- / Dürerstraße - Barbarossaplatz - Schillerplatz
May 16, 1950	Shutdown	Johannstadt, tram station - Schillerplatz

VEB Verkehrsbetriebe der Stadt Dresden

Downsizing the network (1951–1979)

The pre-war track in Wilsdruffer Strasse in front of what will later be the Centrum department store, it crosses the rubble railway. Looking towards Postplatz, to the left outside the picture the Altmarkt. Photo from 1951

The transport companies began in the 1950s to double-track some sections of the route, especially in the direction of Klotzsche. Special emphasis has now been placed on the construction of turning loops, especially on the external routes. They were in Plauen (Nöthnitzer Strasse) on December 16, 1953 (reopening of an already closed route), in Wölfnitz (Gottfried-Keller-Strasse) on December 21, 1955, in Weinböhla on October 6, 1959, in Weixdorf on December 30 1959, in Hainsberg-Süd (Coßmannsdorf stop, referred to as Hainsberg ) on July 18, 1961, on Heller (Diebsteig) 1965 (abandonment of the previous coupling point at the “Industriegelände” stop, which was there as the third track in the middle and is still today is noticeable by a swiveling of the track position), in Übigau on February 18, 1967, in Pillnitz on July 22, 1967 (replacement for the coupling point, shortening by around 300 meters), in Hellerau on April 26, 1968, in Leutewitz on 13. Opened in March 1969, in Coschütz on December 14, 1971 (shortening of the previous coupling point on Kleinnaundorfer Straße by around 300 meters) and in Zschertnitz (new building) on ​​May 15, 1976.

A route in Münchner Strasse that was destroyed in the Second World War and initially not rebuilt was rebuilt. With the decision of 1948 that there was only one north-south route in Dresden city center, after the Carolabrücke was rebuilt in 1971, tram traffic in the Straße der Befreiung (main street) was abandoned. In addition, tram traffic ended on some poorly frequented or poorly preserved routes, including to Leubnitz-Neuostra and Kreischa. The line to Mockritz / Zschertnitz, which was still used as an operating line, was renovated and extended when a large housing estate was built there. The suspension of the line to Freital is mainly due to shortsighted traffic policy due to the commissioning of the Dresden S-Bahn (the argument at the time according to the avoidance of uneconomical parallel traffic, excessive renovation needs and only limited power supply).

With the closure of the last remaining meter-gauge line, the Lockwitztalbahn, from 1977 the network consisted exclusively of lines in Dresden gauge.

From 1972 the company was again called VEB Verkehrsbetriebe der Stadt Dresden , the (K) was omitted.

Installation of the right-hand branch of the new line from Canaletto Street to Stübelallee during the renovation of Fučikplatz (1969)

Opening of the Zschertnitz track loop (May 15, 1976)

Photo from the last day of operation of the Lockwitztalbahn (December 18, 1977)

date	Type of Change	route	receipt
1953	Re-routing	Wiener Platz / Ammonstraße - own railway body - Ammonstraße / Kleine Plauensche Gasse (straightening of the S-curve Ammonstraße)
December 16, 1953	reopening	Nürnberger Platz - Münchner Straße - Plauen, Nöthnitzer Straße (closed in 1945)
09/30/1957	Re-routing	Postplatz - Ernst-Thälmann-Straße (Wilsdruffer Straße) -Pirnaischer Platz (central location on the wide parade street)
05/13/1963	to operating route	Ernst-Thälmann- (Strehlener) Platz - Paradiesstraße - Münzmeister- / Biebrachstraße
December 21, 1963	Re-routing	Freiberger / Alfred-Althus-Strasse - extended Freiberger Strasse - Freiberger / Hertha-Lindner-Strasse - own railway body - Annenstrasse, instead of Freiberger Platz
11/16/1964	to operating route	Lennéplatz - Ernst-Thälmann- (Strehlener) Platz
	Shutdown	St. Pauli Cemetery - Trachenberge, depot
	to operating route	Trachenberge, Depot - Trachenberger Platz
11/01/1964	Re-routing	From Friedrichstrasse, take a straight line to Schlachthofstrasse instead of Waltherstrasse and Magdeburger Strasse
1965	Re-routing	Own railway body and relocation of the section Ammonstraße / Rosenstraße - Hauptbahnhof
12/30/1966	opening	Übigau, Overbeckstraße - own track structure - Übigau, flood channel bridge (until the open loop shuttle service)
04/30/1966	Re-routing	from Dr.-Külz-Ring via Georgplatz and Leningrader Straße (St. Petersburger Straße) to the main train station, instead of Prager Straße
05/11/1967	Shutdown	Connection of the Sohre leather factory - Egermühle (meter gauge)
11/01/1967	Re-routing	Freiberger / Hertha-Lindner-Strasse - own railway body - crossing with Schweriner Straße crossing with Schweriner Straße - own railway body - Sophienstraße (so-called Alte Drei )
	Shutdown	Freiberger / Hertha-Lindner-Strasse - Annenstrasse - Postplatz, south side (so-called Old Seventeen ) - Ernst-Thälmann-Strasse (Wilsdruffer Strasse)
approx. 1968/69	Re-routing	Pirnaischer Platz - Grunaer Straße - Fučikplatz
05/04/1969	Recommissioning	Postplatz - Julian-Grimau-Allee (Ostra-Allee) - Schweriner Strasse
07/03/1971	New opening	Unity Square (Albertplatz) - Dr.-Rudolf-Friedrichs-Brücke (Carolabrücke) - Leningrader Straße (St.Petersburger Straße) - Pirnaischer Platz - today's Georgplatz (then without a name)
December 14, 1971	Shutdown	Coschütz, Achtbeeteweg - Coschütz, Kleinnaundorfer Straße (opening of the Coschütz track loop)
November 19, 1972	Shutdown	Strbf. Freital - connection to the Sohre leather factory (meter gauge)
09/22/1973	Realignment, renovation	Fučikplatz (Straßburger Platz) including re-routing from Canaletto- / Comeniusstraße to Stübelallee (conversion from five-armed to four-armed intersection: closure of direct access from Canalettostraße including the Fučikplatz loop)
05/26/1974	Shutdown	Plauen, Altplauen - Freital-Hainsberg
	to operating route	Rosa-Luxemburg-Strasse / Strasse der Befreiung (Heinrich- / Hauptstrasse) - Platz der Einheit (Albertplatz)
December 15, 1974	Shutdown	Hugo-Bürkner-Strasse - Leubnitz-Neuostra, Wilhelm-Franke-Strasse
December 01, 1974	Shutdown	Anton- / Leipziger Strasse - Rosa-Luxemburg-Strasse (Heinrichstrasse) - Rosa-Luxemburg-Strasse / Street of Liberation (Heinrich- / Hauptstrasse)
	Shutdown	Postplatz - Sophienstrasse - Theaterplatz - Neustädter Markt - Liberation Street (main street) - Unity Square (Albertplatz)
05/15/1976	Recommissioning	Lennéplatz - Gerhart-Hauptmann-Strasse - Strehlener Platz - Ackermannstrasse - Paradiesstrasse - Räcknitzhöhe
	opening	Räcknitzhöhe - Münzmeisterstraße - Zschertnitz track loop
03/26/1977	opening	Carolaplatz - Köpckestraße - Neustädter Markt - Große Meißner Straße - Anton- / Leipziger Straße
	reopening	Postplatz - Sophienstrasse - Theaterplatz - Neustädter Markt
	to operating route	Sophienstrasse - own railway body - Schweriner Strasse (so-called Alte Drei )
December 18, 1977	Shutdown	Niedersedlitz, train station - Lockwitz - Kreischa, depot (meter gauge)
02/05/1979	Shutdown	Slaughterhouse - Friedrichstrasse / Vorwerkstrasse

Development of the new building areas (1980–1991)

Shuttle operation with rear-sidecar-rear traffic on the partially completed new line in Gorbitz (1987)

In the 1980s, large housing estates were built in Prohlis and Gorbitz that required a connection to the tram network. In addition, the external routes to Pillnitz and Cossebaude were closed. New reversible loops were created in Prohlis (when it was fully opened on April 30, 1981), in Wölfnitz, Julius-Vahlteich-Straße (when the "Querspange Cotta – Wölfnitz" opened on October 6, 1983) and in Gorbitz (opened as a whole, June 30 1988).

date	Type of Change	route	receipt
05/15/1980	opening	Mügelner Straße - own track - Prohliser Allee - Prohlis-Mitte (Elsterwerdaer Straße)
04/30/1981	opening	Prohlis-Mitte, Elsterwerdaer Straße - Prohliser Allee - Dohnaer Straße - Prohlis
10/06/1983	opening	Wölfnitz - Julius-Vahlteich-Strasse - Hebbelstrasse - Cotta, Hebbelplatz
06/30/1984	opening	Platz der Eisenbahner (Merianplatz) - Höhenpromenade - Platz der Bauarbeiter (Amalie-Dietrich-Platz)
04/09/1985	Shutdown	Schillerplatz - Loschwitz - Pillnitz
04.10.1985	opening	Kirschenstrasse - own railroad track - railroad workers' place
06/30/1988	opening	Gorbitz - Hermann-Matern-Straße ( Coventrystraße ) - own railway body - Kirschenstraße
12/02/1990	Shutdown	Cotta, Warthaer Strasse - Cossebaude, Schulstrasse

Dresdner Verkehrsbetriebe (DVB) (since 1991)

View of Wiener Platz in front of the tunnel construction (1997)

With the unification agreement , the VEB Verkehrsbetriebe der Stadt Dresden became a trust company . On June 1, 1991, the Dresdner Verkehrsbetriebe AG was founded from the state-owned enterprise, the entry in the commercial register lasted until August 1993 due to formal problems. After the German reunification, the renovation and modernization of the routes was in the foreground. Lines were also shut down, so that from September 28, 1998 the Dresden tram had the shortest route length since the First World War .

From 1999, however, DVB also built new lines to Kaditz , Pennrich and the Dresden Exhibition Center . New track loops were created at these endpoints. The loops in Cotta, Hörigstrasse (October 2, 1995, since the opening of the Wölfnitz track loop only operating line), Tharandter Strasse (September 27, 1998), Johannstadt (May 28, 2000) and at Neustadt station (July 30, 2000) were closed. .

A new track loop was built at the junction to Hellerau (now Infineon Süd , December 23, 2017), for which the loop on the Diebsteig was closed on February 4, 2018. The new Tolkewitz track loop, which replaced the track triangle on Schlömilchstraße, went into operation on August 13, 2018.

On November 16, 2000 (test operation) and March 1, 2001 (official commissioning), goods traffic on the tram tracks began with the CarGoTram . For this purpose, sidings were built on Fröbelstrasse and Straßburger Platz.

The 2002 flood of the Weißeritz (from August 12, 2002) and the Elbe (from August 15, 2002) caused damage to around 55 kilometers of single track, as well as destroyed bridges, contact line systems and point control systems, flooded substations, etc. On August 16, 2002 - also due to power outages - only the following route network is available:

• Weinböhla - Radebeul Ost (from the following day only Weinböhla - Coswig)
• Gorbitz - Kesselsdorfer Strasse - Rudolf-Renner-Strasse - Warthaer Strasse - Leutewitz
• Pennricher / Rudolf-Renner-Strasse - Pennricher Strasse - Julius-Vahlteich-Strasse (- Gorbitz)
• Wilder Mann - Großenhainer Strasse - Neustadt train station - Albertplatz - Bautzner Strasse - Bühlau
• Weixdorf / Hellerau - Koenigsbrücker Strasse - Albertplatz
• Coschütz - Reichenbachstrasse
• Zschertnitz - Lennéplatz - Sachsenplatz - Blasewitzer Straße to Fetscherstraße - Fetscherstraße - Comeniusplatz
• Straßburger Platz - Stübelallee - Bodenbacher Straße to the junction to Reick - Reick - Prohlis and
• Lennéplatz - Wasaplatz - Reick.

At the height of the flood disaster in 2002, the failure of the route network reached a level that was roughly technically comparable at various times in the spring of 1945.

After long discussions, the Postplatz was rebuilt in 2006, and the first steps towards realizing the 2020 urban railway concept began with the relocation of the route in Strehlen (Oskarstrasse) and the rebuilding of the central stop in Kesselsdorfer Strasse from 2018.

date	Type of Change	route	receipt
05/31/1992	Re-routing	St. Petersburger Straße between Sidonienstraße and Wiener Platz
around 1994	Re-routing	Own railway body and relocation of the section Ammonstrasse / Rosenstrasse - Könneritzstrasse (conversion of Ammonstrasse)
04/10/1995	Re-routing	Own railway body Burgkstraße - Fröbelstraße - Cottaer / Behringstraße due to the construction of the federal highway 173
09/27/1998	Shutdown	Löbtauer / Kesselsdorfer Straße - Tharandter Straße - Altplauen - Reckestraße - Plauenscher / Westendring (the remaining stretch to Coschütz was not used until 06/10/1999, the Löbtauer / Kesselsdorfer Straße stretch to the Altplauen loop until the flood in 2002 (12/13 August 2002) was operational preserved, dismantling of the Altplauen track loop February 2003, Tharandter Strasse until 2006)
02/18/1999	Re-routing	own railway body and relocation of the section Wiener Platz - Wiener Straße - Wiener / Goethestraße (Gret-Palucca-Straße) (tunnel construction of the main train station)
06/10/1999	opening	Plauen, Nöthnitzer Straße - Passauer Straße - Plauenscher Ring / Westendring (connection to the remaining stretch to Coschütz, used again continuously)
May 28, 2000	to operating route	Blasewitzer / Fetscherstraße - Johannstadt, Strbf.
around the beginning of 2002	Shutdown	Schweriner Strasse between Weißeritzstrasse and Grüne Strasse
circa June 2002	Re-routing	Schweriner Strasse / Grüne Strasse - Jahnstrasse - underpass Dresden-Mitte stop - Weißeritzstrasse
	Recommissioning	Weißeritzstrasse between Friedrichstrasse and Schweriner Strasse
08/15/2002	Shutdown	Sternstraße / An der Flutrinne - Übigau (flood damage flood channel bridge)
08/12/2002	temporary shutdown	Cottaer / Löbtauer Straße - Löbtauer / Kesselsdorfer Straße (flood damage)
08/22/2003	Re-routing	from Mügelner Straße via Gamigstraße and Niedersedlitzer Straße to Prohliser Allee, instead of the eastern Mügelner Straße
11/29/2003	opening	Sternstraße / At the flood channel - on the flood channel - own roadbed - Pieschener road - Lommatzscher road - Elbepark
10/21/2004	Shutdown	Postplatz / west side (in front of the theater, so-called Alte Drei )
11/27/2004	opening	Elbepark - Kötzschenbrodaer Straße - Kaditz, Riegelplatz
04/05/2005	Shutdown	Wallstrasse loop	, last visit 10.30 p.m.
05/17/2005	Shutdown	Maxstraße - Könneritzstraße - Marienbrücke (renovation)
	Shutdown	Postplatz - Ostraallee - Könneritzstraße (continuation)
05/27/2005	Shutdown	Postplatz - Wilsdruffer Straße - Pirnaischer Platz (Postplatz conversion)
11/26/2005	Recommissioning	Postplatz - Wilsdruffer Straße - Pirnaischer Platz
12/10/2005	Recommissioning	Maxstraße - Könneritzstraße - Marienbrücke
02/06/2006	Shutdown	Postplatz - Marienstraße - Dr.-Külz-Ring
06/16/2006	opening	Postplatz - Wallstrasse - Dr.-Külz-Ring
07/03/2006	Shutdown	Schweriner / Hertha-Lindner-Strasse - Schweriner Strasse - Postplatz
	Shutdown	Freiberger / Hertha-Lindner-Strasse - (extended) Freiberger Strasse - Postplatz
	Recommissioning	Postplatz - Ostraallee - Könneritzstraße
	Installation	Webergasse track loop
08/04/2006	opening	Freiberger / Hertha-Lindner-Strasse - Freiberger Strasse - Postplatz (new track position)
11/29/2006	opening	Schweriner Strasse - Freiberger / Hertha-Lindner-Strasse
08/13/2007	Shutdown	Blasewitzer / Fetscherstraße - Johannstadt, Strbf.
02/19/2007	reopening	Cottaer / Löbtauer Strasse - Löbtauer / Kesselsdorfer Strasse
11/29/2008	opening	Gorbitz - Coventrystraße - Kesselsdorfer Straße - Kohlsdorfer Weg - Gompitz, Gompitzer Höhe (Pennrich)
05/29/2011	opening	Friedrich / Vorwerkstraße - own roadbed - Schlachthofstraße - Messering - To the fair - own roadbed - Messe Dresden
06/19/2018	Shutdown	Cottaer / Löbtauer Straße - Löbtauer / Kesselsdorfer Straße (conversion of the central stop Kesselsdorfer Straße)
01/14/2019	Shutdown	Kesselsdorfer Straße - Freiberger Straße between Rudolf-Renner- and Saxoniastraße (conversion of the central stop Kesselsdorfer Straße)
01/14/2019	Shutdown	Tiergartenstr./Franz-Liszt-Straße - Franz-Liszt-Straße - Wasastraße - Wasaplatz - Lockwitzer Straße (to Lannerstraße) (relocation to Oskarstraße, renovation Wasaplatz)
07/06/2019	Installation	Tiergartenstr./Franz-Liszt-Straße - Tiergartenstraße - Oskarstraße - Wasaplatz - Lockwitzer Str. (To Lannerstr.) (Relocation)
09/29/2019	Recommissioning	Cottaer / Löbtauer Straße - Löbtauer / Kesselsdorfer Straße and Kesselsdorfer Straße - Freiberger Straße between Rudolf-Renner- and Saxoniastraße (conversion of the central stop Kesselsdorfer Straße)

Depots

Former tram depot of the Dresden suburban railway in Stephensonstrasse

Former Gohlis tram station of the Cotta – Cossebaude suburban railway

Converted Tolkewitz tram station as a school campus with remains of track and indicated entrance to the car hall, on the left the converted former public bath Tolkewitz

Name in brackets: No official name known or available. Information according to Michael Kochems: Trams and light rail vehicles in Germany. Volume 18: Sachsen (1), EK-Verlag, Freiburg 2017, ISBN 978-3-8446-6854-4 , p. 134 with corrections and further additions. today means the status of summer 2020.

Surname	address	opening	closure	Remarks
Bühlau	Bautzner Landstrasse 92	1899	2003	today: Bühlau swimming pool
Coswig	Hirtenweg 3	1929	2005	today: overbuilt with shopping center and town hall
Deuben	Dresdner Strasse 180	1902	1974	Plauensche Grundbahn , 1000 mm Deubener Güterbahn and 1450 mm from 1921: Freital tram station , today: ZOB
(Friedrichstrasse)	Friedrichstrasse 65	1890	1922	until 1899 horse tram, closure with commissioning of Waltherstraße station today: commercial hall and open space
Gohlis	Meißner Strasse 23	1906	1966	today: car operation, remains of track still available
Gorbitz	Schlehenstrasse 25	1996	in operation
(Hertelstrasse)	Hertelstrasse 6	1893	1894
Klotzsche	Königsbrücker Landstrasse 1	1916	1994	Formerly suburban railway Arsenal – Klotzsche / Hellerau , 2004 demolition and renaturation
Kreischa	Haussmannsplatz 1	1907	1977	today: shopping center
Leuben	Stephensonstrasse 12	1903	1929	1903–1924: gauge 1000 mm ( Dresdner Vorortbahn ) 1924–1929: gauge 1450 mm today: Malteser rescue station
Pecked	Leipziger Str. 133	1897	1992	Up to 1899 horse-drawn tram, track width 1450 mm 1899–1930 track width 1000 mm ( Lößnitzbahn ) and 1450 mm from 1930 only track width 1450 mm today: shopping center, facade of hall entrance and administration building preserved
Naußlitz	Kesselsdorfer Str. 81	1900	1994	today: shopping center, official residential building preserved
Neugruna	Tolkewitzer Strasse 38	1872	1936	1872–1896 horse tram 1936–1997 bus and 1949–1975 also trolleybus depot, since 2010 shopping center
Neustadt	Wiesentorstrasse 8	1881	1897	Used for parking until 1901, only horse tram today: green and open space
(Ostraallee)	Ostraallee 32	1890	1899	Only horse-drawn tram, until 1906 still administration today: street area (Hst. Congress Center) and green area
Pfotenhauerstrasse	Pfotenhauerstrasse 106	1895	1992	today: Max Planck Institute for Molecular Cell Biology and Genetics
Plauen	Chemnitzer Str. 96	1873	1896	horse-drawn tram only, today: residential and commercial building
Reick	Mügelner Str. 28	1914	in operation	2007 total renovation, access now from Niedersedlitzer Straße
Striesen	Borsbergstrasse 39	1885	1899	since 1904: car dealership
Tolkewitz	Wehlener Strasse 38	1899	2007	T4D was still parked until 2015, today: Tolkewitz school campus , track remains still available
Trachenberg	Trachenberger Strasse 38	1891	in operation	originally: Trachenberger road, then briefly Trachenberge , though at district Pieschen lying
Waltherstrasse	Waltherstrasse 9	1926	in operation	since 1996 only for track construction, company and work vehicles

literature

• Hermann Großmann: The municipal significance of the tram system is highlighted in the career of the Dresden trams . Wilhelm Baensch, Dresden 1903. ( digitized version )
• Author collective under the direction of Gerhard Bauer: Tram Archive 2 - Room Görlitz - Dresden. transpress VEB Verlag für Verkehrwesen, Berlin 1983, without ISBN, pp. 19–178.
• Gerhard Bauer, Norbert Kuschinski: The trams in East Germany. Volume 1: Saxony. Schweers + Wall, Aachen 1993, ISBN 3-921679-79-6 .
• Dresdner Verkehrsbetriebe (Ed.): From coachmen and conductors. The 125-year history of the Dresden tram. Junius, Dresden 1997, ISBN 3-88506-008-6 .
• Dresdner Verkehrsbetriebe (Ed.): From coachmen and conductors. The 135-year history of the Dresden tram. 3rd, extended and additional edition. Junius, Dresden 2007, ISBN 978-3-88506-018-5 .
• Mario Schatz: Meter gauge trams in Dresden. Kenning, Nordhorn 2007, ISBN 978-3-933613-76-9 .
• Michael Kochems: Trams and light rail vehicles in Germany. Volume 18: Saxony (1) , EK-Verlag, Freiburg 2017, ISBN 978-3-8446-6854-4 , pp. 40–215.

Web links

• Official website of the Dresdner Verkehrsbetriebe
• Private homepage (as of 2003) with line chronicle ( memento from December 19, 2007 in the Internet Archive )

Remarks

1. ↑ In the literature this is predominantly (and incorrectly) referred to as Continental Pferdeeisenbahn AG in Berlin: The copy of the original contract published by the city of Dresden aptly names the company as Continental-Pferdeeisenbahn-Aktiengesellschaft zu Berlin . See the deed of transfer regarding the horse-drawn railway named in the contract under I to the Kontinental-Pferdeeisenbahn-Aktiengesellschaft zu Berlin of December 9, 1871, together with the decree of approval of the Dresden City Council of December 28, 1871 . In: Collection of local laws, regulations, notices and official regulations ... from the administration of the city of Dresden , published by the Council of Dresden, second part. Dresden 1894, p. 449. Digital copy of the SLUB Dresden , accessed on March 10, 2019.
2. ↑ So-called Arsenal-Linie Böhmischer Bahnhof - Postplatz - Albertplatz - Arsenal
3. ↑ So-called bird meadow line
4. ↑ Exact dates are currently unknown, before or at the opening of the Dresden-Neustadt train station on March 1, 1901.
5. ↑ On the mountain road, the steepest road section in Dresden route network with 91 per thousand slope was nearing Alträcknitz. Since the line to Räcknitz was closed in 1933, the steepest section of the slope to the Weißen Hirsch has been marked with 77 per thousand (landward shortly before the confluence of Plattleite / Bautzner Straße), followed by 67 per thousand landward before the confluence of Paradiesstraße / Räcknitzhöhe in Zschertnitz.
6. ↑ Opening as a municipal tram, no longer an independent company
7. ↑ The last remains of the track were still available in early 2019.
8. ↑ For this purpose, May 4, 1938 is given, the year (1938) is also used by DVB, on photos from 1930 and 1931 in Schatz: Meter gauge trams ... , p. 24 and 25 is the track loop in autumn 1930, Already visible shortly after the closure (sic) of the Lößnitzbahn (p. 24) or summer 1931 (p. 25). Unfortunately, Schatz does not give an exact date for this, but it can be assumed that this information on the construction of the track loop relates to the completion of the gauge changeover of the Loessnitz Railway (July 5, 1930) or shortly afterwards.
9. ↑ According to the lemma, the following report in the sense of WP: NPOV concentrates exclusively on the lemma, the victims associated with the consequences and human suffering are therefore assigned to other articles.
10. ↑ From this point in time, it is no longer possible to verify that the vehicle has been driven on a line; a specific shutdown date is not known. The rails were finally expanded after 1945.
11. ↑ A restart after the destruction in the inner city on 13-15. February 1945 is undetectable.
12. ↑ The track loop is only in the northern part of the Leutewitz district, the final stop itself and the southern part of the track loop are in the Cotta district.
13. ↑ Immediate consequence of the relocation of line 3 to the newly built Dr.-Rudolf-Friedrichs-Brücke (Carolabrücke), the track connection at Platz der Einheit (Albertplatz) was expanded at the end of 1974.
14. ↑ The information in Kochems, p. 134 with house number 36 is obviously a typo.
15. ↑ The information in Kochems, p. 134 with Schandauer Str. 26 is incorrect, see the themed city ​​map of the city of Dresden with a historical base map from 1899.

Individual references in the literature

1. ↑ ^{a b c} collective of authors under the direction of Gerhard Bauer: Tram Archive 2 - Görlitz room - Dresden. , P. 19.
2. ↑ Hermann Großmann: The municipal significance of the tram system illuminated in the career of the Dresden trams . Wilhelm Baensch, Dresden 1903, p. 42/43, as a digital version (accessed on February 17, 2019) writes: “ The superstructure measured 1440 mm track width in the clear between the inner flange edges. “(Including reference to the contract), which is clearly not the track gauge in today's sense (measured between the rail heads ), but the description of the track gauge (measured between the inner flange edges ), even if it is misleadingly referred to here as track gauge . Approx. 5 millimeters are to be added to this dimension for each wheel flange including a certain tolerance dimension, which leads to the now technically exact track width of 1450 mm.
3. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 16.
4. ↑ ^{a b} DVB: From coachmen and conductors. The 135-year history ... , p. 17.
5. ↑ ^{a b} DVB: From coachmen and conductors. The 135-year history ... , p. 22.
6. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 22 speaks of a permit granted on this day. It can be assumed with certainty that this line existed at least as an operating line over the Große Klostergasse as far as the Jägerhof, as there was no connection to the other line with the two depots, as the company's Neustädter depot was located there.
7. ↑ This also explains why a trailblazer was only chained on the old town side, never on the new town side: the team of three simply pulled a loop around the Golden Rider and drove back over the Augustus Bridge. The binding off then took place on the old town side.
8. ↑ Hermann Großmann: The municipal significance of the tram system is highlighted in the development of the Dresden trams. Wilhelm Baensch, Dresden 1903 ( digitized version ), p. 63.
9. ↑ Hermann Großmann: The municipal significance of the tram system is highlighted in the development of the Dresden trams. Wilhelm Baensch, Dresden 1903 ( digitized ), p. 67. Gerhard Bauer, Norbert Kuschinski: The trams in East Germany , p. 18 with July 19, 1881 and Kochems, p. 43, with June 18, 1881 are wrong.
10. ^ Mario Schatz: Railways to Gorbitz (part 1/3) - Kesselsdorfer Strasse, Fröbelstrasse, Querspange. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 41 (May 15, 2009), pp. 25–41, here p. 25. Hermann Großmann: The municipal significance of the tram system is highlighted in the development of the Dresden trams. Wilhelm Baensch, Dresden 1903 ( digitized ), p. 67, cites August 8, 1881, Bauer / Kuschinski, p. 18, cites July 8, 1881, Kochems, p. 43, July 5, 1881, but both of which are wrong.
11. ↑ Hermann Großmann: The municipal significance of the tram system is highlighted in the development of the Dresden trams. Wilhelm Baensch, Dresden 1903 ( digitalisat ), p. 67. Gerhard Bauer, Norbert Kuschinski: Die Straßenbahnen in Ostdeutschland , p. 18 indicates July 18, 1882, Kochems, p. 43, indicates August 19, 1882.
12. ↑ ^{a b} Mario Schatz: Railways to Gorbitz (Part 1/3) - Kesselsdorfer Strasse, Fröbelstrasse, Querspange. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 41 (May 15, 2009), pp. 25–41, here p. 25.
13. ↑ Gerhard Bauer, Norbert Kuschinski: Die Straßenbahnen in Ostdeutschland , S. 18. Hermann Großmann: The municipal significance of the tram system illuminated on the development of the Dresden trams. Wilhelm Baensch, Dresden 1903 ( digitized version ), p. 67, states August 22, 1882, but this does not correspond to the commissioning of the extension.
14. ↑ ^{a b c} DVB press release of January 11, 2019 ( online ), accessed on January 20, 2019.
15. ↑ ^{a b c d e f} Gerhard Bauer, Norbert Kuschinski: The trams in East Germany , p. 18.
16. ↑ ^{a b c d e} Mario Schatz: The tram through Hechtstrasse would be 110 years old. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 44 (June 14, 2010), p. 33.
17. ^ Gerhard Bauer, Norbert Kuschinski: Die Straßenbahnen in Ostdeutschland , p. 18. In the original, however: Sachsenallee - Neue Marschallstraße - Sachsenplatz , which doesn't make any sense. It is correct that the route led through the newly laid out Marschallstrasse and therefore to Amalienplatz. That corresponds again with Großmann: The municipal meaning ... , p. 70.
18. ↑ Hermann Großmann: The municipal significance of the tram system is highlighted in the development of the Dresden trams. Wilhelm Baensch, Dresden 1903 ( digitized version ), p. 69.
19. ↑ Gerhard Bauer, Norbert Kuschinski: Die Straßenbahnen in Ostdeutschland , p. 18. Kochems, p. 43, indicates October 6, 1884, which is wrong in this respect.
20. ↑ ^{a b c} Schatz, Meter-gauge trams ... , p. 7.
21. ↑ ^{a b} Volker Helas: The Blue Wonder. The history of the Elbe bridge between Loschwitz and Blasewitz in Dresden. Fly Head Verlag, Halle 1995, ISBN 3-930195-07-0 , p. 66.
22. ^ DVB: Of coachmen and conductors. The 135-year history… , pp. 39–40.
23. ^ Collective of authors under the direction of Gerhard Bauer: Tram Archive 2 - Room Görlitz - Dresden. , P. 97.
24. ^ Collective of authors under the direction of Gerhard Bauer: Tram Archive 2 - Room Görlitz - Dresden. , P. 43.
25. ↑ Hermann Großmann: The municipal significance of the tram system is highlighted in the development of the Dresden trams. Wilhelm Baensch, Dresden 1903 ( digitized version ), p. 111, footnote 2.
26. ↑ ^{a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai} Bauer / Kuschinski: Die Straßenbahnen in Ostdeutschland ... , p. 19.
27. ↑ ^{a b} Hermann Großmann: The municipal importance of the tram system illuminated in the career of the Dresden trams. Wilhelm Baensch, Dresden 1903 ( digitalisat ), p. 23, table III, route V. The information in Gerhard Bauer, Norbert Kuschinski: The trams in East Germany , p. 18 with November 22, 1892 is incorrect in this regard.
28. ^ ^{A b c d e} Michael Kochems: Trams and light rail vehicles in Germany. Volume 18: Saxony (1) , p. 58.
29. ↑ ^{a b c d e f} Michael Kochems: Trams and light rail vehicles in Germany. Volume 18: Saxony (1) , p. 46.
30. ↑ Schatz, Meter-gauge trams ... , p. 16.
31. ↑ Schatz, Meter-gauge trams ... , p. 32.
32. ^ Collective of authors under the direction of Gerhard Bauer: Tram Archive 2 - Room Görlitz - Dresden. , P. 42.
33. ^ ^{A b} Mario Schatz: Tram to Südvorstadt (Nürnberger Strasse). In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 57 (March 31, 2017), pp. 22–27, here p. 22.
34. ↑ Schatz, Meter-gauge trams ... , p. 34.
35. ↑ ^{a b c} collective of authors under the direction of Gerhard Bauer: Tram Archive 2 - Görlitz room - Dresden. , P.56.
36. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 25.
37. ^ ^{A b} collective of authors under the direction of Gerhard Bauer: Tram Archive 2 - Görlitz room - Dresden. , P. 33.
38. ↑ Mario Schatz: 100 years ago: opening of the tram to the slaughterhouse. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 44 (June 14, 2010), p. 35. The statement in Gerhard Bauer, Norbert Kuschinski: Die Straßenbahnen in Ostdeutschland , p. 18, that this did not take place until August 1, 1891, is incorrect in this regard.
39. ↑ ^{a b c} Mario Schatz: The tram to the Bergkeller and to Räcknitz. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 32 (September 10, 2006), pp. 11–15, here p. 11. Between Sachsenplatz and Kurfürstenplatz (Albertbrücke), the yellow tracks were also used.
40. ^ Schatz, Meterspurige Straßenbahnen ... , p. 7. The statement in Gerhard Bauer, Norbert Kuschinski: Die Straßenbahnen in Ostdeutschland , p. 18. is wrong in this regard.
41. ^ ^{A b} collective of authors under the direction of Gerhard Bauer: Tram Archive 2 - Görlitz room - Dresden. , P. 39.
42. ^ Collective of authors under the direction of Gerhard Bauer: Tram Archive 2 - Room Görlitz - Dresden. , P. 40.
43. ^ Collective of authors under the direction of Gerhard Bauer: Tram Archive 2 - Room Görlitz - Dresden. , P. 42 (“yellow”), 55 (“red”).
44. ↑ Hermann Großmann: The municipal significance of the tram system is highlighted in the development of the Dresden trams. Wilhelm Baensch, Dresden 1903 ( digitized version ), p. 111, footnote 2.
45. ^ Collective of authors under the direction of Gerhard Bauer: Tram Archive 2 - Room Görlitz - Dresden. , Pp. 97-98.
46. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 32. At the same time, the first electric tram line in Saxony.
47. ↑ ^{a b c d e f} Mario Schatz: The tram to the Bergkeller and Räcknitz. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 32 (September 10, 2006), pp. 11–15, here p. 13.
48. ↑ Hermann Großmann: The municipal significance of the tram system is highlighted in the development of the Dresden trams. Wilhelm Baensch, Dresden 1903 ( digitized version ), p. 23, table III, route VIII.
49. ↑ Hermann Großmann: The municipal significance of the tram system is highlighted in the development of the Dresden trams. Wilhelm Baensch, Dresden 1903 ( digitized version ), p. 23, table III, route IX.
50. ↑ Hermann Großmann: The municipal significance of the tram system is highlighted in the development of the Dresden trams. Wilhelm Baensch, Dresden 1903 ( digitized version ), p. 23, table III, route IX. Michael Kochems: Trams and light rail vehicles in Germany. Volume 18: Sachsen (1) , p. 58, dates it to July 25, 1900, which is incorrect.
51. ↑ Mario Schatz: 25 years ago: The tram to the slaughterhouse stopped. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 30 (July 9, 2004), pp. 14–16, here p. 14. The information given by Bauer / Kuschinski, p. 19, and Kochems, p. 58, with September 26, 1899, is incorrect.
52. ↑ ^{a b} Mario Schatz: 25 years ago: The tram to the slaughterhouse stopped. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 30 (July 9, 2004), pp. 14-16, here p. 14: On the occasion of the German Federal Shooting , provisionally created (trailer tracks). Exact date unknown.
53. ↑ Bauer / Kuschinski: Die Straßenbahnen in Ostdeutschland ... , p. 19. Kochems specifies June 10, 1900 for this.
54. ↑ ^{a b} Mario Schatz: 100 years of the tram to Zschertnitz. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 31 (November 25, 2005), pp. 15-20, here p. 16.
55. ↑ ^{a b c d} Schatz, Meter-gauge trams ... , p. 22.
56. ↑ Ingolf Menzel (in collaboration with Mario Schatz): Memory of the tram to Pillnitz - 30 years ago the line to Pillnitz was closed. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 55 (November 1, 2015), pp. 31–36, here p. 34.
57. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 93.
58. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 93, bottom left photo. This explains the contradiction between the two data that can be found in the literature, e.g. B. at Schatz, meter gauge trams ... , p. 23
59. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 93.
60. ↑ ^{a b} Schatz, Meterspurige Straßenbahnen ... , p. 79 with further evidence for this year. The information in DVB: By coachmen and conductors. The 135-year history ... , p. 93, with 1929 is wrong.
61. ↑ ^{a b c} DVB: Of coachmen and conductors. The 135-year history ... , p. 136.
62. ↑ ^{a b c} Schatz, Meter-gauge trams ... , p. 11.
63. ↑ Schatz, Meter-gauge trams ... , p. 21.
64. ^ Schatz, Meter-gauge trams ... , p. 38.
65. ↑ Schatz, Meter-gauge trams ... , p. 43.
66. ↑ ^{a b c d e f g} Schatz, Meterspurige Straßenbahnen ... , p. 127.
67. ↑ ^{a b c d} Schatz, Meter-gauge trams ... , p. 56.
68. ↑ Michael Kochems: trams and light rail in Germany. Volume 18: Saxony (1) , p. 73.
69. ↑ ^{a b c} Ingolf Menzel (in collaboration with Mario Schatz): Memory of the tram to Pillnitz - 30 years ago the line to Pillnitz was closed. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 55 (November 1, 2015), pp. 31–36, here p. 33.
70. ↑ Schatz, Meterspurige Straßenbahnen ... , p. 67.
71. ↑ ^{a b} DVB: From coachmen and conductors. The 135-year history ... , p. 63.
72. ↑ Michael Kochems: trams and light rail in Germany. Volume 18: Saxony (1) , p. 75.
73. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 65.
74. ↑ Mario Schatz: Major line and tariff reform 100 years ago. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 43 (January 14, 2010), pp. 15-21, here p. 18.
75. ↑ Mario Schatz: Major line and tariff reform 100 years ago. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 43 (January 14, 2010), pp. 15-21, here p. 19.
76. ↑ Mario Schatz: Major line and tariff reform 100 years ago. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 43 (January 14, 2010), pp. 15-21, here p. 16.
77. ↑ Michael Kochems: trams and light rail in Germany. Volume 18: Saxony (1) , p. 99. The information on July 17, 1910 in: Author collective under the direction of Gerhard Bauer: Tram Archive 2 - Görlitz area - Dresden. , P. 101, should be wrong.
78. ^ Collective of authors under the direction of Gerhard Bauer: Tram Archive 2 - Room Görlitz - Dresden. , P. 101
79. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 73.
80. ^ Mario Schatz: Tram to Südvorstadt (Nürnberger Strasse). In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 57 (March 31, 2017), p. 22–27, here p. 22. The information in DVB: From coachmen and conductors. The 135-year history ... , p. 91, with 1924 is wrong.
81. ↑ Michael Kochems: trams and light rail in Germany. Volume 18: Saxony (1) , p. 99.
82. ↑ ^{a b} Mario Schatz: Tram to Übigau and Kaditz. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 31 (November 25, 2005), pp. 11-14, here p. 12.
83. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 76.
84. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 84.
85. ↑ Mario Schatz: The tram to the Bergkeller and Räcknitz. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 32 (September 10, 2006), pp. 11–15, here p. 14.
86. ↑ ^{a b c d e f} Michael Kochems: Trams and light rail vehicles in Germany. Volume 18: axes (1) , p 103rd
87. ↑ ^{a b c d e} Mario Schatz: Railways to Gorbitz (part 1/3) - Kesselsdorfer Strasse, Fröbelstrasse, Querspange. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 41 (May 15, 2009), pp. 25–41, here p. 33.
88. ↑ Ingolf Menzel: Memory of the tram to Pillnitz - 30 years ago the route to Pillnitz was closed. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 55 (June 14, 2010), pp. 31–37, here p. 34.
89. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 107.
90. ^ ^{A b} collective of authors under the direction of Gerhard Bauer: Tram Archive 2 - Görlitz room - Dresden. , P. 103.
91. ↑ ^{a b c} Michael Kochems: trams and light rail in Germany. Volume 18: Saxony (1) , p. 102.
92. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 100.
93. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 102.
94. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 93.
95. ↑ ^{a b c d e f g h i j k l m n} Schatz, Meterspurige Straßenbahnen ... , p. 23.
96. ↑ Michael Kochems: trams and light rail in Germany. Volume 18: Saxony (1) , p. 82.
97. ^ Entry of the last meter-gauge Loessnitz railway car on June 28, 1930, 0.04 a.m. in Mickten
98. ↑ ^{a b c d} Schatz, Meter-gauge trams ... , p. 26.
99. ↑ Schatz, Meterspurige Straßenbahnen ... , pp. 49–50
100. ^ Schatz, Meter-gauge trams ... , p. 78
101. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 138.
102. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 143.
103. ^ DVB: Of coachmen and conductors. The 135-year history ... , pp. 143, 146.
104. ↑ ^{a b c} DVB: Of coachmen and conductors. The 135-year history ... , p. 150.
105. ↑ ^{a b c} DVB: Of coachmen and conductors. The 135-year history ... , p. 151.
106. ↑ , according to Treasury in meter gauge trams ... , p 83: The occasionally differing declaration of April 28 is probably connected with the fact that the trams could drive again on April 28 until the day.
107. ↑ Mario Schatz: The Dresden Tram in World War II - Part 4 - Air Raids, End of War and First Reconstruction. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 47 (November 23, 2011), pp. 7–21, here p. 14.
108. ↑ ^{a b} Schatz, Meterspurige Straßenbahnen ... , p. 83.
109. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 153.
110. ^ DVB: Of coachmen and conductors. The 135-year history… , pp. 166–167.
111. ↑ ^{a b c} Mario Schatz: 100 years of the tram to Zschertnitz. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 31 (November 25, 2011), pp. 15–20, here p. 17.
112. ^ Schatz, Meter-gauge trams ... , p. 49.
113. ↑ Mario Schatz: The Dresden Tram in World War II - Part 2 - Traffic implementation, personnel problems and tariffs. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 45 (November 8, 2010), pp. 8-17, here p. 14.
114. ↑ Mario Schatz: The Dresden Tram in World War II - Part 4 - Air Raids, End of War and First Reconstruction. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 47 (November 23, 2011), pp. 7–21, here p. 17.
115. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 160.
116. ↑ ^{a b} DVB: From coachmen and conductors. The 135-year history ... , p. 172.
117. ^ Mario Schatz: Tram to Übigau and Kaditz. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 31 (November 25, 2011), pp. 11–14, here p. 14.
118. ↑ Werner Kreschnak: History of the Dresden tram 2nd edition, tribüne, Berlin 1981, p. 136, there the double length as the expansion of rails .
119. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 187.
120. ↑ ^{a b} Ingolf Menzel: Memory of the tram to Pillnitz - 30 years ago the line to Pillnitz was closed. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 55 (June 14, 2010), pp. 31–37, here p. 35.
121. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 180.
122. ^ Collective of authors under the direction of Gerhard Bauer: Tram Archive 2 - Room Görlitz - Dresden. , P. 113. The information at DVB: From coachmen and conductors. The 135-year history ... , p. 187, the company had already carried the (K) from 1951 on, is wrong.
123. ^ Mario Schatz: Tram to Südvorstadt (Nürnberger Strasse). In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 57 (March 31, 2017), pp. 22–27, here p. 23.
124. ↑ Mario Schatz: 100 years ago: Tram to Weißig In: Dresden Tram Museum (ed.): The bell - information newspaper of the Dresden Tram Museum Association. V. Edition 37 (June 3, 2008), pp. 32–34, here p. 34. The information given in Bauer / Koschinski, p. 19 of February 19, 1949 is just as incorrect as the information given in Kochems, p. 113 , there February 21, 1949.
125. ^ ^{A b} Mario Schatz: Tram to Südvorstadt (Nürnberger Strasse). In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 57 (March 31, 2017), pp. 22–27, here p. 23.
126. ^ Mario Schatz: Railways to Gorbitz (part 1/3) - Kesselsdorfer Strasse, Fröbelstrasse, Querspange. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 41 (May 15, 2009), pp. 25–41, here p. 30.
127. ↑ ^{a b} Michael Kochems: trams and light rail in Germany. Volume 18: Saxony (1) , p. 117.
128. ^ Collective of authors under the direction of Gerhard Bauer: Tram Archive 2 - Room Görlitz - Dresden. , P. 113.
129. ↑ ^{a b} Mario Schatz: Tram to Übigau and Kaditz. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 31 (November 25, 2011), pp. 11–14, here p. 13.
130. ↑ Ingolf Menzel (in collaboration with Mario Schatz): Memory of the tram to Pillnitz - 30 years ago the line to Pillnitz was closed. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 55 (November 1, 2015), pp. 31–36, here p. 35.
131. ↑ ^{a b c} Michael Kochems: trams and light rail in Germany. Volume 18: Saxony (1) , p. 122.
132. ↑ Dresdner Verkehrsbetriebe (Ed.): Moves! The customer magazine of Dresdner Verkehrsbetriebe AG , issue 1/2017, p. 18. Also online , accessed on February 15, 2019.
133. ↑ ^{a b} Werner Kreschnak: History of the Dresden Tram , 2nd edition, tribüne, Berlin 1981, without ISBN, p. 211.
134. ^ Collective of authors under the direction of Gerhard Bauer: Tram Archive 2 - Room Görlitz - Dresden. , P. 115.
135. ↑ Hans-Joachim Hentschel: 40 years of the GDR - four decades of socialist development of the VEB transport company of the city of Dresden. History commission of the enterprise party organization of the VEB Verkehrsbetriebe der Stadt Dresden (ed.), Without publisher, Dresden 1989, without ISBN, p. 14.
136. ↑ ^{a b} Mario Schatz: 100 years of the tram to Zschertnitz. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 31 (November 25, 2011), pp. 15-20, here p. 18.
137. ↑ Hans-Joachim Hentschel: 40 years of the GDR - four decades of socialist development of the VEB transport company of the city of Dresden. History commission of the operating party organization of the VEB Verkehrsbetriebe der Stadt Dresden (ed.), Without publisher, Dresden 1989, without ISBN, p. 45. Indication of new route and to Postplatz , which is not applicable, such as B. the themed city map of the city of Dresden , basic map: Historical map 1968 is easy to see.
138. ↑ Werner Kreschnak: History of Dresden tram 2nd edition, tribune, Berlin 1981, no ISBN, S. 186th
139. ↑ Mario Schatz: The Chronicle of Lines. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Special Edition 2006 (2 September 2006), pp 32-33, here p. 33
140. ^ Schatz, Meterspurige Straßenbahnen ... , p. 62: Removal of approx. 10 meters of track.
141. ↑ Werner Kreschnak: History of Dresden tram 2nd edition, tribune, Berlin 1981, no ISBN, S. 196th
142. ↑ Werner Kreschnak: History of Dresden tram 2nd edition, tribune, Berlin 1981, no ISBN, S. 197th
143. ^ Schatz, Meterspurige Straßenbahnen ... , p. 62: Delivery of the last freight wagon, serviceability until December 31, 1972 preserved.
144. ↑ Hans-Joachim Hentschel: 40 years of the GDR - four decades of socialist development of the VEB transport company of the city of Dresden. History commission of the business party organization of the VEB Verkehrsbetriebe der Stadt Dresden (ed.), Without publisher, Dresden 1989, without ISBN, p. 46.
145. ↑ Hans-Joachim Hentschel: 40 years of the GDR - four decades of socialist development of the VEB transport company of the city of Dresden. Historical Commission of the operations of the party organization VEB transport authority of the city of Dresden (ed.), Without Verlag, Dresden 1989, without ISBN, page 46. Kochems in trams and in Germany. Volume 18: Saxony (1) , p. 123, states that the shunting end point was "taken out of service" on November 1, 1974.
146. ↑ Michael Kochems: trams and light rail in Germany. Volume 18: Saxony (1) , p. 123.
147. ↑ The information from Mario Schatz: 100 years of tram to Zschertnitz. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 31 (November 25, 2011), pp. 15-20, here p. 19, with May 10, 1976 is incorrect.
148. ↑ Michael Kochems: trams and light rail in Germany. Volume 18: Saxony (1) , p. 125.
149. ↑ Mario Schatz: 100 years ago: opening of the tram to the slaughterhouse. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 44 (June 14, 2010), p. 35.
150. ↑ ^{a b} Mario Schatz: Railways to Gorbitz (Part 1/3) - Kesselsdorfer Strasse, Fröbelstrasse, Querspange. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 41 (May 15, 2009), pp. 25–41, here p. 39.
151. ↑ ^{a b c d} DVB: Of coachmen and conductors. The 135-year history ... , p. 251.
152. ↑ Blog about the tram then and now on deutsches-architekturforum.de , accessed on May 29, 2019.
153. ^ ^{A b} Edward Müller: The development of local public transport in the south-west of Dresden from 1998 (after the tram traffic was discontinued from Tharandter Strasse) In: Dresden Tram Museum (ed.): The Glocke - information newspaper of the Dresden Tram Museum e. V. Edition 30 (July 9, 2004), pp. 19–21, here p. 21.
154. ↑ ^{a b} Michael Kochems: trams and light rail in Germany. Volume 18: Saxony (1) , p. 142.
155. ↑ Tram lines 7 and 8 run shortened , DNN report from November 7, 2018 ( online ), accessed on February 1, 2019.
156. ↑ Online at nahverkehr-dresden.de , accessed on February 1, 2019.
157. ↑ Neue Gleisschleife , DVB AG press release of August 13, 2018, online , accessed on February 2, 2019.
158. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 323.
159. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 331. For the exact damage balance, see p. 332.
160. ^ Mario Schatz: 100 years of the tram to Zschertnitz. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 31 (November 25, 2011), pp. 15–20, here p. 19.
161. ^ DVB: Of coachmen and conductors. The 135-year history ... , S. 315th
162. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 332.
163. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 327.
164. ↑ Torsten Roscher, Thomas Beinlich: News from rail and bus in Dresden In: Dresden Tram Museum (Ed.): The bell - information newspaper of the Dresden Tram Museum e. V. Edition 29 (December 22, 2003), p. 27.
165. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 333.
166. ↑ ^{a b} Torsten Roscher, Thomas Beinlich: Postplatzumbau 2005/2006 - a résumé (Part I) In: Dresden Tram Museum (ed.): Die Glocke - Info newspaper of the Dresden Tram Museum Association. V. Edition 34 (May 4, 2007), pp. 18-25, here p. 19.
167. ↑ ^{a b} DVB: From coachmen and conductors. The 135-year history ... , p. 381.
168. ↑ ^{a b c d e} Torsten Roscher, Thomas Beinlich: Postplatzumbau 2005/2006 - a résumé (Part I) In: Dresden Tram Museum (ed.): Die Glocke - Info newspaper of the Dresden Tram Museum Association. V. Edition 34 (May 4, 2007), pp. 18-25, here p. 21.
169. ↑ Torsten Roscher, Thomas Beinlich: Postplatzumbau 2005/2006 - a résumé (Part I) In: Dresden Tram Museum (ed.): The bell - information newspaper of the Dresden Tram Museum Association. V. Edition 34 (May 4, 2007), pp. 18-25, here p. 22, names June 17, 2006.
170. ↑ Torsten Roscher, Thomas Beinlich: Postplatzumbau 2005/2006 - a résumé (Part I) In: Dresden Tram Museum (ed.): The bell - information newspaper of the Dresden Tram Museum Association. V. Edition 34 (May 4, 2007), pp. 18-25, here p. 22.
171. ↑ ^{a b} Torsten Roscher, Thomas Beinlich: Postplatzumbau 2005/2006 - a résumé (Part I) In: Dresden Tram Museum (ed.): Die Glocke - Info newspaper of the Dresden Tram Museum Association. V. Edition 34 (May 4, 2007), pp. 18-25, here p. 24.
172. ↑ Michael Kochems: trams and light rail in Germany. Volume 18: Saxony (1) , p. 144.
173. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 329.
174. ^ Lutz Gruner, Jens Richter: News from the tram In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Edition 39 (February 20, 2009), pp. 8–11, here p. 11.
175. ↑ Messebahn rolls from Sunday , article by sachsen-fernsehen.de from May 23, 2011, accessed on January 21, 2019.
176. ↑ Start of construction for the central stop on Kesselsdorfer Straße , message from Radio Dresden , June 18, 2018, accessed on January 21, 2019.
177. ↑ Uwe Hofmann: Kesselsdorfer Straße in Dresden will be completely closed on Monday , DNN from January 7, 2019 ( online ), accessed on January 21, 2019
178. ↑ Uwe Hofmann: Now the traffic is rolling on Oskarstrasse . DNN of July 5, 2019 ( online ). Retrieved July 8, 2019.
179. ^ DVB AG (Ed.): Central stop Tharandter Strasse . Press release from July 5, 2019 ( online ). Retrieved September 27, 2019.

Individual references in the web archive

Attention: This is evidence on a private homepage, which in turn does not indicate the origin of the data, was last edited in 2003 and has been deactivated since 2007. Only the respective date with regard to its origin is documented via this . The data on this private homepage should therefore be replaced as soon as possible by suitable written evidence as soon as these are available in each individual case. The homepage is also faulty, so that it was only used in the event that no date that can be verified in writing is otherwise available.

Examples: In the line history of line 18, the private Hobby homepage incorrectly states the opening of the Blue Wonder with the date July 13, 1893, but this was July 15, 1893, and this opening date is excellently documented by multiple publications. In the case of the line history of line 16 (also used here as evidence for individual routes), the opening date is given as November 22, 1882. However, since this line belonged to the Red (it was assigned the even line numbers on the line from 1909 , so it belonged to it), and this company was only founded in 1890, this is also incorrect (correct date in the table, otherwise documented: March 22, 1892 ).

1. ↑ ^{a b} Tram line 7 - Böhmischer Bahnhof - Arsenal ( Memento from February 14, 2009 in the Internet Archive )
2. ↑ ^{a b c d e f g h} The tram line 9 ( Memento from July 3, 2009 in the Internet Archive )
3. ↑ ^{a b c d e f g h} Tram line 19 - Laubegast - Altmarkt - Cotta ( Memento from February 14, 2009 in the Internet Archive )
4. ↑ ^{a b} Tram line 15 - Postplatz - Plauen ( Memento from February 12, 2009 in the Internet Archive )
5. ↑ ^{a b c d e f} Tram line 4 - Theaterplatz - Uhlandstraße - Neumarkt ( Memento from February 5, 2009 in the Internet Archive )
6. ↑ ^{a b c d} The tram line 16 - Güntzplatz - Grenadierkaserne ( Memento from February 7th, 2009 in the Internet Archive ) This Güntzplatz is a place near Dr.-Külz-Ring / Pfarrgasse (today overbuilt), today's Güntzplatz then Eliasplatz .
7. ↑ ^{a b c} Tram line 18 - Schloßplatz - Loschwitz - First electric tram in Saxony ( Memento from July 3, 2009 in the Internet Archive )
8. ↑ ^{a b} The tram line 11 - Waldschlößchen - Bühlau ( Memento from February 6, 2009 in the Internet Archive )
9. ↑ The tram line 10 - Güntzplatz - Neustädter Bahnhöfe ( Memento from April 30, 2009 in the Internet Archive ) This Güntzplatz is a place near Dr.-Külz-Ring / Pfarrgasse (today overbuilt), today's Güntzplatz was then called Eliasplatz .
10. ↑ ^{a b} Tram line 12 - Albertplatz - St. Pauli Friedhof ( Memento from February 9, 2009 in the Internet Archive )
11. ↑ According to Die Straßenbahnlinie 9 ( Memento of July 3, 2009 in the Internet Archive ), line representation on the themed city map of the city of Dresden with a basic map from 1927, however, already included. Probably only to be clarified on the basis of historical press articles.
12. ↑ ^{a b c} Tram line 13 - Postplatz - Wölfnitz ( Memento from February 6, 2009 in the Internet Archive )
13. ↑ ^{a b c} Tram line 2 - Friedrichstadt - Blasewitz ( Memento from June 23, 2008 in the Internet Archive )
14. ↑ Tram line 3 - Trinitatisfriedhof - Hauptbahnhof ( Memento from July 3, 2009 in the Internet Archive )

Missing receipts

Attention: In individual cases, e.g. For example, if a document is only missing in one or a few individual lines in a table, the approach with a document missing flag was chosen. This otherwise undesirable approach is justified here if there are individual unoccupied cases in the respective sections. Setting the module Receipts missing for the entire section is confusing and not helpful under these circumstances; there is no mini format for this module.

1. ↑ ^{a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af} Receipt is missing for the specified date.