Mittelherwigsdorf – Varnsdorf – Eibau railway line

Mittelherwigsdorf – Varnsdorf – Eibau
Section of the route map of Saxony from 1902
Route number :	6588; sä. MWE
Course book section (DB) :	236
Course book series (SŽDC) :	089
Route length:	23.276 km
Gauge :	1435 mm ( standard gauge )
Maximum slope :	12.5  ‰
Minimum radius :	300 m
Top speed:	60 km / h
Legend from Zittau 0.174 Hp Abzw Mittelherwigsdorf (formerly Bf) 278 m to Löbau (Sachs) 3,669 Hainewalde (formerly Bf) 312 m 6.007 Viaduct Großschönau ( Pochebach Viaduct ; 97 m) 7.546 Großschönau (Sachs) 329 m 8.375 Lausurbach Bridge (43 m) 9,688 State border Germany – Czech Republic Infrastructure border DB Netz / SŽDC 10.101 Varnsdorf formerly Warnsdorf 336 m to Rybniště (formerly the Bohemian Northern Railway ) 10.79 Viaduct Varnsdorf (100 m) 12.24 Varnsdorf staré nádraží formerly Altwarnsdorf 342 m 13.41 Varnsdorf-pivovar Kocour 13.52 Conn. Josef Šusta 13,707 State border between the Czech Republic and Germany Infrastructure border SŽDC / DRE 15,150 Seifhennersdorf Viaduct (173 m) 15.31 Seifhennersdorf replacement stop 15.514 Seifhennersdorf 358 m 19.729 Leutersdorf (formerly Bf) 376 m 22.690 Infrastructure boundary DRE / DB Netz from Oberoderwitz 23,451 Hp Abzw Eibau (formerly Bf) 384 m to Bischofswerda

The Mittelherwigsdorf – Varnsdorf – Eibau line is a branch line in Saxony and the Czech Republic . The connection known regionally as the Mandaubahn was originally built as part of the Süd-Lausitzer Bahn and runs from Mittelherwigsdorf via the Czech Varnsdorf ( Warnsdorf ) to Eibau . The line is operated by DB Netz AG , SŽDC and Deutsche Regionalisenbahn (DRE). The limits of responsibility of the infrastructure operators are located at the state border and near the Eibau train station.

history

The Kgl. Saxon State Railways built the branch line from Mittelherwigsdorf on the now nationalized Zittau – Löbau line . Großschönau was reached on January 2, 1868 and Warnsdorf on August 15, 1871, which at that time belonged to the Austrian crown land of Bohemia and is now part of the Czech Republic.

From Eibau, which is also on the Zittau – Bischofswerda line, the railroad reached Seifhennersdorf on November 1, 1874. Closing the gap between Seifhennersdorf and Warnsdorf was delayed by the difficult land acquisition on Austrian territory to such an extent that the connection could not be completed until September 6, 1876.

Originally built as a main line, the line was upgraded to a branch line on July 1, 1924 .

Corridor train of the České dráhy in Großschönau (2009)

Since the start of operations there have been corridor trains, in Warnsdorf, then in Austria, only disembarking passengers were checked, passengers not passing through on the train.

After the Second World War, scheduled rail operations between Mittelherwigsdorf and Eibau were resumed on August 4, 1945. Blocking wagons operated via Varnsdorf where entry and exit were not permitted. On January 11th, the Czechoslovak authorities blocked the passage so that the trains only ran to and from Großschönau and Seifhennersdorf.

From 1951 onwards, German corridor trains ran again across Czechoslovakia, but they did not stop in Varnsdorf. This stop was only reintroduced on June 1, 2006. In the corridor traffic (see: arrangements between railroads ) wrong and Czech trains from Rybniště to Hradek nad Nisou and Liberec on this route.

The German Railways (DB) set freight between Eibau and Seifhennersdorf to 31 December 1994. From 2002 to 2010 the Saxon-Bohemian Railway Company (SBE) operated the route on behalf of the Zweckverband Verkehrsverbund Oberlausitz-Lower Silesia (ZVON). After the transport association had already canceled the local rail transport on the Seifhennersdorf – Eibau section in 2005, the SBE ran a few more trains on its own for a year. Since December 2006 there has been no traffic between Seifhennersdorf and Eibau.

In 2010, DB Netz leased the roughly nine-kilometer section from Seifhennersdorf (border) to shortly before Eibau to the railway infrastructure company Deutsche Regionalisenbahn (DRE). This route section alone has a total of 10 railway bridges and 15 level crossings. Since the barrier system at the Nordstrasse level crossing in front of the Seifhennersdorf train station had been dismantled under DB as the operator, the DRE built a makeshift platform in front of the level crossing to enable the line from the state border to Seifhennersdorf to be reopened at short notice. The temporary replacement building has existed since December 2010. The original Seifhennersdorf station can no longer be served.

Trilex in Varnsdorf station (2011)

The Seifhennersdorf station is no longer served because of the non-functional security system at the Nordstrasse level crossing; in the foreground the temporary platform that was dismantled in November 2019. (2011)

Since December 12, 2010 the Vogtlandbahn (today "Die Länderbahn") has been operating the Liberec – Zittau – Varnsdorf – Rybniště / Seifhennersdorf line under the name Trilex . In February 2009, the Zweckverband (ZVON) decided in a German-Czech tender for the first time by three public transport authorities, together with the two Czech authorities Liberecký kraj and Ústecký kraj, to award the network with 660,000 train kilometers per year. On this route the trains run in the Mittelherwigsdorf – Varnsdorf section every hour, between Varnsdorf and Seifhennersdorf every 2 hours. Motor coaches of the Desiro type are used, which are manned by bilingual train attendants .

As part of the “Lubahn” project, more attractive traffic conditions were created by October 2014 on the Seifhennersdorf – Varnsdorf – Großschönau – Zittau – Liberec railway line. In addition to the construction of the Varnsdorf staré nádraží stop, the Mittelherwigsdorf stop and platform 5 of the Liberec train station were modernized. The project, whose name is composed of the Czech word “Lužice” for Lausitz and the German word “Bahn”, was funded by ZVON , the Czech network operator Správa železniční dopravní cesty (SŽDC), the Liberecký kraj region and the European Union . For the new Varnsdorf staré nádraží platform alone, a total of around Kč 300,000 from the EU funding program Goal 3 / Cíl 3 was spent. The new stop was opened on October 18, 2013. With the reopening of this and the establishment of another stop at the Kocour Brewery in Varnsdorf, increasing numbers of passengers are expected on this route. This stop was financed by the brewery operator himself.

Due to the low demand and lower subsidies, the ZVON considered at the beginning of 2013 to cancel the traffic on the Varnsdorf – Seifhennersdorf route. In its association meeting on June 17, 2013, the ZVON commissioned the Vogtlandbahn to operate the route for the 2013/2014 timetable year. For a further order in the following timetable year, he made it a prerequisite that demand would, for example, be increased by the city of Seifhennersdorf shifting school traffic to the train and that a permanent solution would be found for the makeshift platform in Seifhennersdorf. In analogy to the previous years, however, the year-round local rail transport connections were also noted in the 2015 annual timetable at approximately hourly intervals between Mittelherwigsdorf and Varnsdorf and at approximately two-hour intervals between Varnsdorf and Seifhennersdorf.

In spring 2014, the DRE put out the no longer used approximately six kilometer long section from route kilometer 16.346 to the lease limit at kilometer 22.600 near Eibau for takeover by other railway infrastructure companies (EIU). According to the DRE, they can no longer operate this section of the route economically, as the ongoing annual maintenance costs of 32,000 euros are not offset by any income. In addition, investments of around 5.4 million euros would be necessary in the following five years, of which around half would be for superstructure work, 1.7 million euros for measures at the level crossings and around 1 million euros for the control and Security technology. Since it was not submitted to the only bidder, the DRE would like to develop the route, with the possibility of extending the “ National Park Railway ” from Rumburk to Eibau. An intermediate goal of the DRE was the resumption of continuous rail traffic to Eibau, which was confirmed in a memorandum with the city of Varnsdorf on September 29, 2014.

According to a resolution from 2014, the ZVON intends to continue serving the Varnsdorf – Seifhennersdorf section in public transport until December 2020. A commissioned expert opinion had shown only minor savings potential for the ZVON when local rail passenger transport was discontinued. Instead, measures should be taken that can increase demand. The infrastructure operator DRE was asked to implement measures to improve the infrastructure. In addition to ensuring a continuous line speed of 50 km / h, the level crossings on North and South Road in Seifhennersdorf were also to be renovated.

Since March 13, 2015, no traffic may be carried out between Varnsdorf pivovar Kocour and Seifhennersdorf. The local rail transport service was switched to bus transport at short notice. The background is that the infrastructure operator DRE cannot meet the operational requirements “in connection with cross-border route operations”. Deadlines or targets for resumption of rail traffic that were mentioned in the meantime were not kept, the period of the line closure was repeatedly corrected.

With the introduction of ESTW technology at Eibau station by DB Netz, the DRE intended to interrupt the line at Seifhennersdorf station. This should save the costs of around one million euros for adapting the security technology, which cannot be covered by train path income. Since the intended dismantling would result in a serious capacity restriction, the DRE had to tender the station in February 2016 for delivery to third parties. Since no interested party had reported by the end of the bidding period on June 30, 2016 and since the situation has not improved in recent years, DRE wrote the section from the Eibau lease border to the Seifhennersdorf station entrance, which had already been offered in 2014, to be taken over again in mid-October 2017 by third parties with the old conditions. No result is known so far.

On November 15, 2019, the DRE informed that the 2015 official cessation of operations between the Varnsdorf border and Seifhennersdorf was due to the fact that the DRE did not meet the requirements for the security permit required by the legal situation at the time. Due to an amendment to the General Railway Act implemented in 2019, this is no longer necessary. The DRE announced that it would prepare the line and the Seifhennersdorf station to be operational again. Free cutting work should begin at the end of November 2019. The temporary makeshift platform south of the Nordstrasse level crossing had already been dismantled in the first half of November 2019.

outlook

The lack of clarity about the resumption of rail traffic between the state border and Seifhennersdorf has caused the ZVON to reduce the order between Seifhennersdorf and Varnsdorf pivovar Kocour to trips on Friday evenings and on weekends from December 2020. The DRE announced in November 2019 that it wanted to make the line operational again. This would also include the platforms in Seifhennersdorf station and the associated platform roof. A manually operated barrier is conceivable as an interim solution for the Nordstraße level crossing, the erection of an automatic barrier system would take up to two years. The DRE wants to offer the ZVON to start operations in December 2019.

The Ústecký kraj expects the construction of an approximately five-kilometer-long new line between Seifhennersdorf and Rumburk in the medium term to enable continuous passenger trains between Liberec, Varnsdorf and Rumburk. A connection of the trains via Šluknov and Bad Schandau to Děčín is planned.

The ZVON as locally competent authority for the rail transport supports the relevant considerations of Ústecký kraj, for example, development of a potential analysis and testing of various operating scenarios. The line is to tie out of the existing line north of Seifhennersdorf station. However, the ZVON expects high investment costs and regards the proposal as a long-term option. According to media reports, the Ústecký kraj is considering moving the new line east to Rumburk station so that trains coming from Liberec or Seifhennersdorf can continue to destinations south or west of Rumburk without changing direction. Depending on the specific route, the necessity of a 4.5 to 5.5 km long new line is expected. The entire project idea is still in the preliminary studies stage, so that as of 2019 no statements can be made about the investment costs and, if applicable, how they will be borne. The project was already addressed in January 2019 by Dan alok , then Minister of Transport of the Czech Republic, to Martin Dulig , Saxon State Minister for Economic Affairs, Labor and Transport - but without making any concrete agreements. On June 14, 2019, Dulig announced to Vladimír Kremlík , the new Transport Minister of the Czech Republic, a feasibility study for the project from the Saxon side and informed that the associated funds had been made available in the SMWA budget .

Route description

course

To the west of the Mittelherwigsdorf location , the Mittelherwigsdorf – Varnsdorf – Eibau line connects on a single track from the Zittau – Löbau double-track line and turns west into the Mandau valley . It follows it upstream on the orographic right side, essentially south of the closed development of Hainewalde and Großschönau . After about 9.5 km it reaches the territory of the Czech Republic and passes the Varnsdorf city ​​center on its southwestern side in a wide arc over a distance of about 4 km and turns northwards, reaches the territory of the Federal Republic of Germany again and follows to the locality Seifhennersdorf continues the Mandau. She crosses this on a 173 m long viaduct. It then essentially follows the valley of the Leutersdorfer Water , also upstream, turns to the northeast and passes the Leutersdorf location on its eastern side, also predominantly outside the closed development. Between Neueibau and Eibau , the line runs in a northerly direction and after around 23 km it reaches the former Eibau station , where it joins the equally single- track Oberoderwitz – Wilthen line . The route climbs continuously from Mittelherwigsdorf to Eibau and overcomes a little more than 100 meters in altitude.

Operating points

Mittelherwigsdorf (Sachs)

Mittelherwigsdorf stop

Today's Mittelherwigsdorf stop was put into operation on January 2, 1868 at an angle to the line to Löbau as a stop at Scheiben , without a track connection to the Löbau-Zittau Railway at this point. Only after the installation of points on June 27, 1882, the station was elevated to a station. On May 15, 1927, after the incorporation of Scheibe, the site was given the current name Mittelherwigsdorf .

The high-rise buildings consisted of the station building with ancillary building on the platforms in the direction of Großschönau, the striking signal box building directly in the corner of the route, a free abortion and some storage sheds. There were two platform tracks on both routes, plus a loading track with goods shed on the Großschönau side.

With the double-track (re) expansion of the line from Zittau in 1980, the second platform track and the loading track on the Großschönau side were omitted. With the construction of an electronic signal box in 2010, the station was downgraded to a stop with a branch point.

Hainewalde

The Hainewalde stop has existed since the line opened. The original station building, an unadorned type building, was demolished in 1912 and replaced by a new, more representative one. A special feature was the no longer usable pedestrian tunnel that connected the station building with the opposite platform. In its largest extension, the track system comprised two loading tracks in addition to the continuous main track, which were dismantled in 1968 after the relocation of freight traffic to neighboring junction stations. The previous stop was upgraded to a stop on December 1, 1968.

Großschönau (Sachs)

Großschönau station (2014)

Großschönau station was the line's terminus until 1872. From the beginning it had four continuous tracks and a representative reception building. In its function as a terminus there was also a small locomotive station, which was later demolished. In its greatest expansion before the Second World War, the operating center comprised seven tracks with a total of 19 points.

From 1946 to 1951, when passage through Czechoslovak territory was not possible for some time, all trains from Zittau ended in Großschönau. As a reparation payment for the Soviet Union, it was only possible to dismantle the short stub tracks, as all the others were urgently needed.

At the end of the 1970s, a Soviet EZMG track diagram interlocking with Hl light signals was put into operation in Großschönau , which replaced the previous mechanical interlockings. The original Soviet light signals were later replaced by those of the WSSB type .

The largely empty reception building was acquired by the Großschönau municipality in 2012. It is a listed building.

Großschönau is still a train station in 2019, but according to the schedule, there is only one scheduled train crossing every day at the usual minute of symmetry . Transport facilities for freight traffic no longer exist.

In December 2018, a connection point between bus and train was put into operation at the train station. To this end, the area around the station was redesigned, the existing bus stop was relocated closer to the platform, parking facilities were created and the adjacent streets were expanded. Construction started in October 2017.

The community Großschönau wants to renovate the reception building and accommodate a youth club in it. The renovation is to begin in 2020 and is funded by the federal government from the special monument protection program for “nationally important buildings” and from funds for monument preservation by the Free State of Saxony.

Varnsdorf

The Varnsdorf station was opened on January 16, 1869 as Warnsdorf station by the Bohemian Northern Railway as the end point of its branch line from Teichstatt (today: Rybniště ). The original, provisional reception building was replaced in 1871 as part of the integration of the route from Großschönau by the "reception building" that still exists today and seems oversized for the size of the place. It was shared from the beginning by the Royal Saxon State Railways and the Bohemian Northern Railway. The Royal Saxon State Railways and the legal successor Deutsche Reichsbahn had the right to jointly use the station's facilities.

After the establishment of privileged through traffic in 1951, all DR trains in Varnsdorf had an operating stop that was not permitted to switch passengers. This was due to the lack of exit signals in both directions, so that all trains had to be handled personally by the dispatcher. It was not until 1988 that the ČSD set up exit signals, which have since made it possible to drive through without stopping. In the direction of Großschönau, a group exit signal is set up for all tracks immediately before the state border.

Varnsdorf staré nádraží

The Varnsdorf staré nádraží station was commissioned in 1876 in Bohemia by the Royal Saxon State Railways as Altwarnsdorf station . In addition to the continuous mainline track with platform, the maximum size of the operating site had three side tracks for freight traffic, which today are reduced to one. After 1945 Altwarnsdorf was no longer served by tourist traffic, only freight traffic was maintained by the ČSD. The representative station building is still preserved today, but is no longer used for rail operations.

In 2013 a platform was set up again in Altwarnsdorf, which has been served by Trilex trains since October 18, 2013 . Since then, the station has been called Varnsdorf staré nádraží ("Varnsdorf old station").

Varnsdorf-pivovar Kocour

The Varnsdorf-pivovar Kocour stop was privately financed by the Varnsdorf-based Kocour brewery and opened on December 19, 2013. On the platform, the stainless steel passenger shelter designed by the architects Domy jinak advertises the brewery. Since March 2015, this stop has been the final stop for the Trilex trains coming from Varnsdorf or Zittau and Liberec.

Seifhennersdorf

Seifhennersdorf station was opened on November 1, 1874 and was the end of the line until 1876. For this purpose there was a locomotive shed with a turntable for a while, which was demolished again when the route across Bohemia was completed. The station building that still exists today is a Saxon type building that was considerably expanded again in 1907. In its greatest expansion before the Second World War, Seifhennersdorf had eight tracks with 21 turnouts, plus three private sidings. The reduction of the facilities began after 1945 in the course of the reparations payments for the Soviet Union, to which track 4 and some switch connections fell victim. In 1980 an EZMG interlocking with light signals replaced the mechanical interlocking technology. The Seifhennersdorf station is currently not served by trains, which is why replacement buses operate.

Leutersdorf

Leutersdorf stop (2016)

Today's Leutersdorf stop was set up in 1874 as a freight station with a stop for travelers. After the facilities were expanded, the station was a train station from 1876. The operational site reached its greatest expansion in 1929 with five tracks and 12 points. The station building is a type building and initially resembled that of Hainewalde. In 1905 an extension gave it its present appearance.

A first reduction in facilities took place shortly after the Second World War as part of the reparations payments for the Soviet Union, when tracks 1 and 5 were dismantled. From then on only one platform track was available for passenger traffic. In 1959 the station was downgraded to a stop, in 1960 goods traffic ended with the closure of goods handling. After all side tracks were dismantled, Leutersdorf has only been a stopping point since 1971.

Since December 10, 2006, the stop has been without regular passenger traffic.

Eibau

→ Main article : Eibau railway station

The Eibau station was put into operation on November 1, 1874 as a stop on the South Lusatian State Railway. With the commissioning of the line from Oberoderwitz on October 15, 1879, Eibau became a separation station with five tracks. Eibau had the greatest expansion after the double-track expansion of the line from Oberoderwitz to Ebersbach in 1925 with a total of 22 points.

The reduction of the facilities began immediately after the Second World War, when the second Oberoderwitz – Ebersbach track was dismantled as part of the reparations payments for the Soviet Union. In 1988 Eibau received a new electromechanical interlocking with Hl light signals. In 2016, the remaining side tracks were dismantled and the station was stepped down to the stop with a branch. Associated with this was the decommissioning of the previous signal box and the integration of the control center into the Bischofswerda electronic signal box.

Vehicle use

Former Battery-powered rail car VT42 of the SBE in Seifhennersdorf (2009)

The Saxon-Bohemian Railway Company used its Uerdingen rail buses (VT and VS 98), which came from the Hochwaldbahn , until December 2010 . Furthermore, two former accumulator railcars of the earlier DB series ETA 150, converted to diesel operation, were used. At times an NE 81 was also used in passenger traffic.

The Vogtlandbahn has been using Siemens Desiro Classic vehicles as planned since December 2010, supplemented by RegioSprinter if necessary . The Länderbahn is now using Siemens Desiro Classic multiple units for trains on the L7 line and increasingly using Stadler Regio-Shuttle RS1 .

literature

• Wilfried Rettig: Railways in the border triangle East Saxony (D) / Lower Silesia (PL) / North Bohemia (CZ) - Part 2: Secondary, small and narrow-gauge railways, railway operations and repair shops, railway mail , EK-Verlag, Freiburg 2011, ISBN 978-388255 -733-6 , pp. 25-37

Web links

Commons : Mittelherwigsdorf – Varnsdorf – Eibau railway line  - collection of images, videos and audio files

• Oberlausitzer Eisenbahnen - route description, track plans, photos
• Sachsenschiene - route data, station descriptions, track plans, photos
• Timetable 2018

Individual evidence

1. ↑ Route data on www.sachsenschiene.de
2. ↑ Traffic stations (Annex 1 NBS (BT)). (PDF; 82 kB) November 29, 2017, accessed on September 29, 2019 . 
3. ↑ ^{a b c} Romy Altmann-Kuehr: Mandaubahn could run again soon. sz-online.de, November 15, 2019, accessed on November 27, 2019 . 
4. ↑ ^{a b} Surrender of railway infrastructure. Route number 6588, section Seifhennersdorf (a) km 16.346 - Eibau (a) km 22.600. (PDF; 79 kB) Deutsche Regionaleisenbahn GmbH, March 25, 2014, accessed on March 8, 2015 . 
5. ↑ Trade, Industry, Transport and Agriculture. (…) Railway buildings in 1876. In:  Wiener Zeitung , October 5, 1877, p. 7, top left. (Online at ANNO ).
6. ↑ ^{a b} Infrastructure status and development report 2010. (PDF; 844 kB) Internet version. (No longer available online.) Deutsche Bahn AG , April 2011, pp. 6, 9 , archived from the original on July 6, 2015 ; Retrieved July 4, 2015 . 
7. ↑ ^{a b} Vogtlandbahn also served the Seifhennersdorf - federal border section in 2014. (PDF; 35 kB) Zweckverband Verkehrsverbund Oberlausitz-Niederschlesien, June 17, 2013, accessed on July 22, 2013 . 
8. ↑ See press release “Three-country railway Liberec - Zittau - Varnsdorf - Rybniště / Seifhennersdorf secured for the long term. Vogtlandbahn GmbH receives a 10-year contract ". (PDF; 100 kB) Zweckverband Verkehrsverbund Oberlausitz-Niederschlesien (ZVON), February 17, 2009, accessed on February 18, 2013 . 
9. ↑ Katja Zimmermann: Millions for more light and new paths at train stations near the border . In: Sächsische Zeitung (local edition Zittau) . October 22, 2012 ( online (paid) [accessed October 9, 2013]).
10. ↑ Lubahn - making important stops on the railway line Liberec - Zittau - Varnsdorf - Seifhennersdorf. Zweckverband Verkehrsverbund Oberlausitz-Niederschlesien, accessed on October 9, 2013 . 
11. ↑ Information on the construction of the new stop on www.varnsdorf.cz
12. ↑ New stop Varnsdorf staré nádraží. (No longer available online.) Vogtlandbahn GmbH, October 2013, formerly in the original ; Retrieved October 9, 2013 .  ( Page no longer available , search in web archives )  
13. ^ Rolf Hill: Varnsdorf now has three train stations . In: Saxon newspaper . January 28, 2014 ( saechsische.de [accessed April 1, 2014]).
14. ^ Course book of the Deutsche Bahn AG. KBS 236: Rybniště / Seifhennersdorf – Großschönau – Zittau – Liberec. Deutsche Bahn AG , November 26, 2014, accessed on July 4, 2015 . 
15. ↑ Route Eibau - Seifhennersdorf . In: Bahn-Report . tape 33 , no. 194 , March 1, 2015, ISSN  0178-4528 , p. 65 ( [1] [accessed March 8, 2015]).
16. ↑ Memorandum na podporu trati do Eibau of September 29, 2014
17. ↑ Press release "TRILEX trains should continue to Seifhennersdorf". (PDF; 34.7 kB) Zweckverband Verkehrsverbund Oberlausitz-Niederschlesien (ZVON), March 28, 2014, accessed on April 1, 2014 . 
18. ↑ Information on DRE routes. June 1, 2019, accessed on October 31, 2019 ( see Section E.9 Railway 6588 Seifhennersdorf Bgr. - Seifhennersdorf ). 
19. ↑ Timetable changes: Line L7: between Varnsdorf pivovar Kocour and Seifhennersdorf only buses on the way. 09.12.2018 - 14.12.2019. Regentalbahn GmbH , accessed on October 31, 2019 . 
20. ^ Submission of railway infrastructure by the DRE ( Memento from May 26, 2016 in the Internet Archive ), access: May 10, 2018
21. ↑ Surrender of railway infrastructure. Route number 6588, section Seifhennersdorf Bf, ESiG D km 16.346 - junction Eibau block signal 5915 km 22.690. (PDF) Deutsche Regionaleisenbahn GmbH, October 12, 2017, accessed on October 22, 2017 . 
22. ^ KBS 236 Rybniště / Seifhennersdorf – Zittau – Liberec . In: Bahn-Report . tape 36 , no. 213 , May 1, 2018, ISSN  0178-4528 , p. 69 .
23. ↑ ZVON local transport plan. (PDF, 11 MB) Update 2018. Zweckverband Verkehrsverbund Oberlausitz-Niederschlesien , March 22, 2018, p. 146 , accessed on August 16, 2019 . 
24. ↑ Martin Biben: Nová trať přes Anglicko by propojila Liberec s Ustim. Stačí postavit 4,5 kilometers nových kolejí. “A new route through Germany could connect Liberec and Ústí. It is enough to build 4.5 km of new track. ” Hospodářské noviny , May 17, 2017, accessed on August 16, 2019 (in Czech). 
25. ↑ Jan Sůra: Ústecký kraj chce novou trať v pohraničí. Záleží hlavně na Němcích. “The Ústecký kraj wants a new route in the border area. This depends mainly on the Germans. ”Zdopravy.cz, February 20, 2019, accessed on August 16, 2019 (in Czech). 
26. ↑ Martin Dulig's visit to Prague: Saxony and the Czech Republic are moving closer together. SMWA , June 14, 2019, accessed September 15, 2019 . 
27. ↑ Installation and description of EZMG signal boxes at www.sachsen-stellwerke.de
28. ↑ Großschönau buys the station . In: Saxon newspaper . December 19, 2012 ( http://www.sz-online.de/nachrichten/grossschoenau-kauf-bahnhof-2465977.html  ( page no longer available , search in web archives ) [accessed on November 20, 2017]).
29. ↑ see the list of cultural monuments in Großschönau
30. ↑ Holger Gutte: The station becomes a major construction site . In: Saxon newspaper . Local edition Zittau. October 7, 2017 ( saechsische.de [accessed January 15, 2019]).
31. ↑ Start of construction at the train station . In: Saxon newspaper . Local edition Zittau. October 19, 2017 ( http://www.sz-online.de/nachrichten/baustart-am-bahnhof-3799639.html  ( page no longer available , search in web archives ) [accessed on November 20, 2017]).
32. ↑ Bahnhofstrasse in Großschönau becomes free . In: Saxon newspaper . Local edition Zittau. December 6, 2018 ( saechsische.de [accessed January 15, 2019]).
33. ^ Youth workshop at the train station in Großschönau. Großschönau community, September 5, 2018, accessed on January 15, 2019 . 
34. ↑ How Großschönau saves the train station . In: Saxon newspaper . June 13, 2020 ( saechsische.de [accessed July 9, 2020]).
35. ↑ "Nová zastávka u pivovaru Kocour" on www.varnsdorf.cz

Remarks

1. ^ Mention of September 15, 1876 in: Sächsische Eisenbahnen. In:  Wiener Zeitung , October 12, 1877, p. 6, center left. (Online at ANNO ).