Plauensche Grundbahn
| Plauensche Grundbahn | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
 The tram crossed Deuben
at Langer Strasse in mid-1974 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Gauge : | 1450 mm | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Dual track : | Plauen-Deuben | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
The Plauensche Grundbahn was a tram route built by the Saxon state in Dresden and Freital . It ran through the Plauen reason between the Dresden district of Plauen and the Freital district of Hainsberg . The line was opened in 1902 between Plauen and Deuben and gradually extended to Coßmannsdorf. Most recently, it was operated by the VEB Verkehrsbetriebe der Stadt Dresden as part of the Dresden tram network. In 1974 the line was closed and replaced by a bus line.
course
The Plauensche Grundbahn began at the Altplauen bridge at the junction of the tram route to Coschütz from the route coming from Löbtau. It then ran through the Plauenschen Grund along the Weißeritz on Tharandter Strasse through the town of Dölzschen (Dresden district since 1945) to Potschappel (united with Deuben and Döhlen to Freital since 1921). It crossed the town on the central Dresdner Strasse and roughly followed the course of Weißeritz and the Dresden – Werdau railway (Albertsbahn). Behind Potschappel, the Plauen Grundbahn ran through the eastern part of Döhlen ( Neudöhlen ) to Deuben. There the tram station was in the area of today's bus station opposite the " Saxon Wolf ". The Grundbahn followed Dresdner Straße to Hainsberg (Freitaler district since 1964), here the route turned in a sharp left curve onto Rabenauer Straße, crossed Weißeritz and continued to the Hainsberg district of Coßmannsdorf .
history
construction
Background
With the opening of the line by Albertsbahn AG, founded in 1853, on June 28, 1855, the up-and-coming industrial communities of Deuben, Potschappel and Hainsberg in Plauenschen Grund had a connection to the rail network of the subsequently founded Royal Saxon State Railways . Since an end to the strong economic upswing caused by coal mining and the settlement of industrial companies was not in sight, but the state railway only insufficiently served the connection from Dresden to Plauenschen Grund, representatives of these communities demanded the construction of a tram line as a horse-drawn tram from Dresden to Deuben for the first time from 1892 along Tharandter Strasse and Dresdner Strasse . Initially, the Royal Saxon Ministry of Finance rejected the construction because it was too long. In addition, both railway lines would have crossed at ground level (the Albertsbahn was only raised in Freital between 1901 and 1905) and the local roads would have had to be widened.
Planning a suspension railway
On November 19, 1895, an application was rejected, as was a petition from all 16 then independent municipalities of the Döhlen basin of March 30, 1896 to the Saxon state parliament. Although he advocated the tram, the Weißeritz flood in 1897 set other priorities. The “Continental Society for Electrical Companies” in Nuremberg recognized the situation and suggested the construction of a suspension railway similar to that in Wuppertal, which it built itself. While the finance ministry and the municipality of Plauen endorsed the project, it met with unanimous rejection from the municipalities of the Döhlen basin. Nevertheless, preliminary work was commissioned: The railway was to start in Deuben, follow the course of the Weißeritz, get a short tunnel below the Hohen Stein in Plauen and follow the course of the Chemnitzer Straße from above the Resurrection Church in Plauen to finally at the Böhmischer Bahnhof or To end near the Postplatz in Dresden. Despite the approval of the Saxon state and extensive advertising, the project ended in 1903/1904 after the opening of the tram line from Dresden with no results.
City and / or meter gauge: a three-rail track is planned and built In
1898, on February 16, the decree to the Estates explained the future tram policy of the state government, which now pushed ahead with the planning for the construction of the tram route itself in order not to derive the resulting income Leave to private sector. In addition to the resulting Lößnitzbahn , there was a new upswing for the tram project itself: However, the 16 communities in the Döhlen basin again ran storm against the planned meter gauge. Due to the local conditions (the mills and factories of Plauenschen reason had a railway siding) was finally decree to the stands no. 39, the funds for the construction of a tram Loebtau-Deuben (which require in Plauen Following the 26 April 1900 The track network of the "Deutsche Straßenbahngesellschaft" ("Rote") was to receive) in Dresden city gauge (1450 millimeters) approved by the state parliament, whereby a three- rail track for city and meter gauge was laid for the intended freight traffic from Potschappler Markt to the end point .
Construction began on April 1, 1902. Between Habsburgerstraße (later Planettastraße, Fritz-Schulze-Straße, today Altplauen) in Plauen and the Deuben tram station, which was opened with the line, two tracks with the 1450 mm track width customary in Dresden were laid to allow further travel without problems beyond Plauen into Dresden city center. The short section between the tram station and the Hainsberg municipal boundary was only built on a single track. The tram construction also formed the starting point for the almost uninterrupted construction of sidewalks to the left and right of Dresdner Strasse in today's Freital in order to serve traffic safety. The entire line had a length of 7.028 kilometers, of which 6.76 km were double-track and 2.75 km with a third rail for meter gauge. After six months of construction, it was opened on October 8, 1902; the construction costs were between 1.25 and 1.5 million marks . The 309 railcar, which is now in the Dresden Tram Museum, was used for the opening run .
The Plauensche Grundbahn was planned from the beginning as the starting point for further line branches in the places of the Döhlen basin . In addition to the extension to Hainsberg, which was at least partially implemented later, further extensions in meter gauge from there to Tharandt as well as branches through the Poisental towards Kreischa and in the other direction to Zauckerode were planned . The three-rail track was built into the extensions and had a length of 3.922 km from the melting pot factory on Obernaundorfer Weg to Potschappel.
End of the unused third rail
, however, this was never used during the entire time, only in the area of the Deuben tram station a short, just 9.18 m long three - rail section was used by the meter-gauge Deuben freight railway , which the Egermühle and the Sohre leather factory to the Albertsbahn anband, the track-side almost four kilometers long and never used third meter-gauge rail of the double-track three-rail track in the course of the Dresdner Straße was expanded for material extraction from the 1930s.
business
The German tram company in Dresden ( "Die Rote" ) took over the operation of the line . The line did not initially have a number; glass spheres on the roof of the cars, which glowed orange at night, served as identification symbols. The electricity for the operation was provided by the power station for Plauenschen Grund in Deuben. Between October 8 and December 31, 1902, 295,120 passengers were carried, an average of 3472 a day. On January 1, 1906, the city of Dresden united the line operator on the Dresden city tram by buying the two competing (yellow and red trams) companies . On January 5, 1906, another section between the municipality boundary and the Hainsberg inn (today's confluence of Rabenauer Strasse and Dresdner Strasse) was released. This means that the Hainsberg train station was also completely connected to the tram. The further extension to Coßmannsdorf , a Hainsberg district, was completed on April 1, 1912. The line ended at Lindengarten , where the Rabenauer Straße bus stop is today.
In 1902, the route led from Habsburgerstrasse, initially over the Weißeritzbrücke in Altplauen and then in a sharp right-hand bend along the Bienertmühle . It led further below the Bienertgarten along the right side of the Weißeritz in order to change in another sharp right curve to the Hegereiterbrücke and over this to the left Weißeritz side. She stayed on this side until Hainsberg. It was not until 1921 that the line on this section was moved to the left side of the Weißeritz after Tharandter Strasse had been expanded.
The line remained state-owned until 1926 and was then incorporated into the Dresdner Überland-Verkehr GmbH (DRÜVEG). This pursued, among other things, more specific plans for a connecting railway from Deuben to Niederhäslich . On June 6, 1935, the DRÜVEG extended the line from the terminal in Coßmannsdorf (since 1933: Hainsberg ) to the Freital-Coßmannsdorf stop on the Weißeritztalbahn. With a length of 8.9 kilometers, the line reached its greatest expansion stage. The last section was the only one on the line to have a special track structure over a length of 250 meters. In 1941, the Dresdner Straßenbahn AG, which had emerged from the municipal tram company, took over the DRÜVEG and was therefore both the owner and operator of the Plauen basic railway.
After the air raids on Dresden in World War II (February 13, 1945), the Grundbahn was one of the first Dresden trams that could be put back into service. In June it ran the full length of the route from Hainsberg to Planettastraße (former name: Habsburgerstraße) in Plauen and was gradually extended into Dresden city center.
The Plauensche Grundbahn received the "main line number" 3, which it kept until it was discontinued in 1974. A track connection at Postplatz that was specially created for its route in the early 1970s was, after it was discontinued in 1974, the departure point for Dresden city tours by tram for many years and was still in common usage twenty years later as the “Old Three”.
The Plauensche Grundbahn was last expanded in connection with the world championships in canoe slalom and white water racing , which were held in 1961 in Rabenauer Grund near Hainsberg on the Rote Weißeritz . The tram was an important means of transport for this sporting event. In order to increase efficiency, the coupling terminal in Coßmannsdorf was replaced by a turning loop with a lounge for tram drivers and a covered waiting area by July 19, 1961 .
Shutdown
From May 4, 1969, as part of the line reform, line 3 from the Wilder Mann took over the operation of the Plauen basic railway. With the commissioning of the first Tatra trams of the type T4D / B4D , the older MAN railcars from the 1920s were increasingly used on the line. A conversion to Tatra operation would have required, as everywhere in Dresden, the expansion of the track and power supply systems and an expansion of the Freital depot, which according to its own statements was not economically justifiable for the Freital district . In addition, with the introduction of the 30-minute cycle on the Dresden - Freital Reichsbahn line, some of the passengers migrated to the railroad, the argument of the allegedly uneconomical parallel traffic was also used.
By resolution of the councils of the Dresden district and the Freital district, tram traffic was stopped on Sunday, May 26, 1974. The last trip on line 3 left Hainsberg at 4:15 in the direction of the Trachenberge depot . VEB Kraftverkehr Dresden took over the operation of the line with buses. The line was given the designation 3A based on the earlier number . The new bus line could be used with Dresden city tariff tickets until 1991, after which it was integrated into the Freital city bus service with its own tariff. From then until 2018, it was operated by Regionalverkehr Dresden GmbH and since then by Regionalverkehr Saxon Switzerland-Eastern Ore Mountains. Since 1 April 1992, the bus carrying the line designation A . It still runs the same route between Plauen and Coßmannsdorf today as the tram used to do.
During the fall of the Wall , the renovation of Tharandter Strasse between Plauen and Potschappel began in 1989, and the tracks of the basic railway were also removed. In the Freital city area, Dresdner Strasse was paved and the tracks dismantled as early as 1975–1976. In Neudöhlen, former catenary masts are still used for street lighting, and a former mast in front of the former Plauen train station is turned into a glass art object. The former loop track in Coßmannsdorf was built over with a new WBS 70 block shortly before 1989 , the old waiting building next to it is still used as a garage.
Lines
In the course of its existence, the Plauensche Grundbahn was involved in the following lines, among others:
| year | line | connection |
|---|---|---|
| 1905 | 22nd | Postplatz - Deuben |
| 1909 | 22nd | Striesen - Hainsberg |
| 1944 | 22nd | Laubegast - Hainsberg |
| 1945 | 22nd | Hainsberg - Plauen, Planettastraße |
| 22nd | Laubegast - Hainsberg | |
| 1950 | 3 | Tolkewitz - Deuben |
| 12 | Kleinzschachwitz - Hainsberg | |
| 1961 | 3 | Tolkewitz - Deuben |
| 12 | Niedersedlitz - Hainsberg | |
| 1969 | 3 | Wild man - Hainsberg |
literature
- Hermann Großmann: The municipal importance of the tram system is highlighted in the career of the Dresden trams . Baensch, Dresden 1903, p. 134-138 ( digitized version ).
- Holger Michel, Ralph Gruner, Bodo Nienerza: The former tram route Dresden - Freital . In: Verkehrsgeschichtliche Blätter . No. 5, 1984.
Web links
Individual evidence
- ↑ Last sign of the line 3. In: rvd.de. Retrieved June 1, 2014 .
- ↑ a b c d Hermann Großmann: The municipal significance of the tram system illuminated in the career of the Dresden trams . Baensch, Dresden 1903, p. 134-138 ( digitized version ).
- ↑ a b c d e f g Holger Michel, Ralph Gruner, Bodo Nienerza: The former tram route Dresden - Freital . In: Verkehrsgeschichtliche Blätter . Volume 5, 1984, pp. 109-114 .
- ^ Mario Schatz: Meter gauge trams in Dresden. Kenning, Nordhorn 2007, ISBN 978-3-933613-76-9 , p. 55.
- ↑ Paul Dittrich: Between Hofmühle and Heidenschanze - History of the Dresden suburbs Plauen and Coschütz. 2nd, revised edition. Verlag Adolf Urban, Dresden 1941 (1st edition by the same publisher 1940). P. 144.
- ^ Mario Schatz: Meter gauge trams in Dresden. Kenning, Nordhorn 2007, ISBN 978-3-933613-76-9 , p. 56.
- ↑ a b Juliane Puls: Freital. On the way to the city . Erfurt 2000, ISBN 3-89702-227-3 , p. 89-92 .
- ↑ The oldest museum tram in Dresden was 100 years old. In: dvbag.de. Strassenbahnmuseum Dresden eV, archived from the original on June 2, 2014 ; accessed on June 1, 2014 .
- ^ Mario Schatz: Meter gauge trams in Dresden. Kenning, Nordhorn 2007, ISBN 978-3-933613-76-9 , pp. 56-57.
- ↑ Dresdner Verkehrsbetriebe (Ed.): From coachmen and conductors. The 135-year history of the Dresden tram . 3. Edition. Junius Verlag, Dresden 2007, ISBN 978-3-88506-018-5 , p. 57-69 .
- ↑ Details on the changeover from tram to bus operation. In: rvd.de. VEB Verkehrsbetriebe der Stadt Dresden, accessed on June 1, 2014 .
- ↑ 40 years of Line A - Stadtverkehr Freital. In: rvd.de. Regional traffic Dresden , accessed on June 1, 2014 .
- ^ Siegfried Huth, Roland Hanusch: Memories. Freital in the photo between 1950 and 1980 . Ed .: Wolfgang Burkhardt. Freital 2006, p. 28-35 .
- ^ Line history of line 22 ( Memento of December 14, 2007 in the Internet Archive ). Retrieved October 17, 2016.
