Narrow-gauge railway Radebeul Ost – Radeburg

Radebeul Ost – Radeburg
Section of the route map of Saxony from 1902
Route number :	6970; sä. RRg
Course book section (DB) :	509, 12501
Route length:	16.490 km
Gauge :	750 mm ( narrow gauge )
Maximum slope :	16.6  ‰
Minimum radius :	75 m
Top speed:	30 km / h
Legend 0.060 Radebeul East 112 m (Connection from main line Leipzig – Dresden ) 1.565 Crossing with Dresden tram line 4 1.600 White horse 117 m 2.840 Anst Elektrizitätswerk Niederlößnitz 3.510 Lößnitzgrund (formerly Bf) 143 m 4.750 Friedewald (Dresden) Hp 160 m State Road 81 6.000 Instead of Wagner 6.130 Friedewald (Dresden) bath 179 m 6,198 Instead of Günther 6.590 Dippelsdorf pond (2 m) 185 m 6.662 Dippelsdorf pond (4 m) 185 m 6.775 Dippelsdorf pond (2 m) 185 m 8.580 Moritzburg 177 m 9,095 Wild Bridge (6 m) 9.247 Wild Bridge (6 m) 10.310 Cunnertswalde 167 m 10.664 Initially the Stiehler quarry 11.197 Large pond (3 m) 11.570 Bärnsdorf (formerly Bf) 167 m 12.085 Promnitzbach (4 m) 13.860 Berbisdorf (formerly Bf) 158 m 14.632 Promnitzbach (12 m) 15.164 Berbisdorf cultivation 149 m State Road 177 15.981 Anst Baustoffwerke Radeburg 16.010 Junction Radeburg Süd 148 m to Radeburg North (1922–1927) 16.288 Anst Flachglas GmbH 16,310 Instead of Schubert 16,550 Radeburg 148 m 16.634 (End of route)

The narrow-gauge railway Radebeul Ost – Radeburg is a Saxon narrow-gauge railway with a gauge of 750 mm not far from the Saxon state capital Dresden . The marketing name Lößnitzgrundbahn , given in 1998, is also used for the route today ; colloquially it is however, usually as Lößnitzdackel (also briefly Dachshund ) or earlier basic worm called.

The route is known nationwide primarily due to the traditional traffic with historical locomotives and wagons from the early days of the Saxon narrow-gauge railways introduced in 1974. The Lößnitzgrundbahn, including the tracks, is a cultural monument .

history

prehistory

After 1870, Radeburg was the center of an area of ​​almost 300 square kilometers that was not yet accessible by railways. The only means of public transport was the stagecoach, which ran twice a day from Radeburg to Dresden via Moritzburg . When the Berlin – Dresden railway line was planned in 1871 , a possible route via Ortrand and Radeburg to Dresden was also examined. Ultimately, because of the more favorable incline in the Elbe Valley, the route was led via Weinböhla and Cossebaude to Dresden. It was opened on June 17, 1875.

A passenger train in the Radebeul thoroughfare (around 1910)

Another project envisaged a railway from Dresden via Radeburg to Schönfeld to connect to the Cottbus-Großenhainer railway company . This connection was also not implemented.

The Saxon government finally proposed the construction of a narrow-gauge railway from Radebeul to Radeburg. The two chambers of the Saxon state parliament approved the plan on January 17, 1881. However, there was still a dispute over the route. In addition to the later implemented variant from Radebeul through the Lößnitzgrund to Moritzburg, there were also plans for alternative routes directly from Dresden or Klotzsche . Klotzsche was already intended as the starting point for the narrow-gauge railway to Königsbrück , which was under construction , so that the narrow-gauge systems there could have been used inexpensively.

Ultimately, the decision was made to route through the Lößnitzgrund, as this made it possible to achieve greater traffic benefits. The starting point Dresden was ruled out mainly because of the high land acquisition costs for the separately constructed narrow-gauge station in Dresden's Neustadt.

Construction and opening

The surveying work on the new runway began in March 1882. In June 1882 the route was completely surveyed and marked in the area. The construction work was tendered in two lots. The first construction lot from Radebeul to Dippelsdorfer Teich was given to the Berndt company from Dippoldiswalde , the second construction lot from Dippelsdorfer Teich to Radeburg went to Oskar Neumeister.

On September 20, 1883, construction began with the groundbreaking at the rock cut in Dippelsdorf . On average, 380 workers were employed on the construction site to make cuts, dams and bridges. The dams through the Dippelsdorfer and the Großteich represented a special feature, for the filling of which both bodies of water had to be drained in 1884. On May 21, 1884, the planum including all bridges was completed, then the track construction followed. On August 12, 1884, a construction train reached Radeburg for the first time.

Pond crossing at Dippelsdorf

On September 11, 1884, the line, the construction of which had cost a total of 783,906.91  marks , was approved with an inspection train. The opening ceremony of the route finally took place on September 15, 1884. A pageant with invited guests drove from Radebeul to Radeburg and back.

Regular operation began one day later, on September 16, 1884. The first timetable indicated a total of three mixed pairs of trains that required about 90 minutes of travel time for the entire route. The operation was carried out according to the regulations of the "Railway regulations for German railways of minor importance".

The route extension to Radeburg North

Abzw Radeburg Süd – Radeburg North (1922–1927)
Legend from Radebeul Ost 2.070 Junction Radeburg Süd 148 m to Radeburg 1.910 Radeburg South 150 m 1.753 Promnitzbach 1.649 State Road 80 0.971 Big Röder 0.000 Radeburg North 148 m (Connection to the Saxon Northeast Railway )

→ Main article : Saxon Northeast Railway

One of the last major railway projects in Saxony was the “Saxon Northeast Railway”, which was to run parallel to the Prussian border in Upper Lusatia . The construction of the section between Priestewitz and Radeburg was decided in 1914, the start of construction was announced for the year 1916. In fact, the construction of the line began on February 1, 1919 with the establishment of the Radeburg Construction Office. In order to enable the planned continuation of the line in the direction of Kamenz , the new Radeburg standard gauge station had to be planned north of the city. The narrow-gauge railway, which so far ended south of the city, was to be continued there.

Work on extending the narrow-gauge railway finally began in 1920. The new route branched off the previous route shortly before the Radeburg terminus, crossed the Promnitz valley and the Große Röder and finally reached the new Radeburg Nord station in a right-hand arc. In the final stage, the previous Radeburg train station should be abandoned and the new Radeburg Süd train station should take over its tasks. On December 20, 1922, the new line was provisionally put into operation for construction train traffic to Radeburg North.

Ultimately, the construction work on the new railway line came to a standstill in November 1923. When the decision to finally abandon the new building project was decided in January 1927, the tracks of the narrow-gauge railway were also dismantled shortly thereafter.

The new beginning after the Second World War

Train traffic on the narrow-gauge railway Radebeul Ost – Radeburg was resumed at the end of May / beginning of June 1945 after the end of the war. Due to the lack of high-quality locomotive coal, trains were often canceled. For this reason, traffic stopped for a few days in November 1947. The trains were now mainly used for hamster rides , but also by commuters. For the time being, excursion traffic was out of the question.

With the stabilization of general economic conditions, the narrow-gauge railway Radebeul Ost – Radeburg regained its old importance from 1950. The 1955 timetable provided for a total of eight pairs of passenger trains on working days. On Sundays and public holidays in the summer half of the year, three additional trains were now run between Radebeul and Moritzburg, which were mainly used for excursion traffic.

Decommissioning plans

At the beginning of the 1960s, investigations into their economic viability were carried out on all branch lines of the Deutsche Reichsbahn . In view of the Europe-wide trend towards shifting transport from rail to road, the Council of Ministers of the German Democratic Republic decided in 1964 to shut down all narrow-gauge railways in the GDR until 1975. For the narrow-gauge railway Radebeul Ost-Radeburg, this decision meant that from then on no more investments in the Infrastructure. In the following years, only the most necessary maintenance work was carried out on the tracks and systems. From May 26, 1963, the regulations of the simplified branch line operation applied to save personnel .

However, a report from January 1966 saw major problems with a short-term change of mode of transport . The poor road conditions in the vicinity of the railway were particularly problematic. In Lößnitzgrund, it seemed impossible to run a bus route on the only three-meter-wide street, and there would have been a detour between Friedewald and Moritzburg due to the lack of a road connection. The problems in freight traffic were similar, where a relocation to the wagon load nodes in Grossenhain , Ottendorf-Okrilla and Radebeul Ost was planned. The expert opinion finally recommended further detailed investigations in the years 1975 to 1980.

The Reichsbahndirektion Dresden already made the first thinning of the timetable in the mid-1960s, when the additional excursion trains were canceled on Sundays. Compared to the other narrow-gauge railways in Saxony, however, there was still a dense series of passenger trains. The winter timetable 1965/66 recorded nine pairs of trains running daily over the entire route; in the mid-1970s there were eight.

At the end of the 1960s, the idea of ​​an express tram arose on the track body of the narrow-gauge railway, which was to lead to Moritzburg, starting at the White Horse . However, the continued operation of the narrow-gauge railway and the lack of material prerequisites soon made this repeatedly published plan obsolete.

In August 1971 the 18th International MOROP Congress of Model Railroaders met in Dresden . A well-known vehicle exhibition was held at Radebeul Ost train station, where for the first time the narrow-gauge railway was the focus of interest from domestic and foreign visitors.

Development from 1974

At the beginning of the 1970s there were increasing voices calling for some narrow-gauge railways to be preserved as a tourist attraction. On September 17, 1973, the main administration of the operations and transport service decided to maintain seven narrow-gauge railroads in the GDR, including that of the narrow-gauge railway Radebeul Ost-Radeburg. This should now primarily be developed into a tourist attraction while maintaining regular travel and freight traffic.

Train traveling downhill shortly before the Weißes Roß stop (1984)

Vehicle exhibition on the occasion of "150 Years of the Railway in Radebeul" (1988)

Thanks to the commitment of railway enthusiasts, a traditional train ran for the first time on August 10, 1974 . The last passenger wagons of the Saxon narrow-gauge railways still in their original condition were used together with a class IV K locomotive . These trips were carried out regularly over the next few years. This made the narrow-gauge railway Radebeul Ost – Radeburg the first railway line with regular museum operations in the GDR.

The condition of the vehicles was still satisfactory in the 1970s. In view of the sometimes very old age of the wagons, the Deutsche Reichsbahn planned to purchase new Bulgarian passenger wagons, which were to be delivered by 1984. For financial reasons, the GDR canceled the delivery contract in 1982. Ultimately, the DR modernized the existing fleet of passenger coaches.

After the oil crisis in the GDR in 1981, freight traffic rose again due to the state-decreed shift of transport from road to rail. In some cases, even passenger trains had to be replaced by buses in order to be able to drive additional freight trains for the needs of the Radeburg industry.

An outstanding event in the history of the narrow-gauge railway Radebeul Ost – Radeburg was the 100th anniversary celebration in 1984. One of the highlights was the large railway vehicle exhibition at Radebeul Ost station, which was visited by over 50,000 guests. A large number of special trains ran on December 15 and 16, 1984, including a photo train with the two-axle wagons of the Dresden Transport Museum .

The 1988/89 annual timetable recorded a total of seven pairs of passenger trains running daily over the entire route. Another was added on weekdays for rush hour traffic. The traditional train ran on a total of ten different dates in the summer half-year.

After the political change in the GDR

A freight train to Radeburg near Friedewald (Dresden) Bad on February 10, 1990

The social upheaval in eastern Germany in 1989/90 was also associated with considerable changes for the narrow-gauge railway Radebeul Ost – Radeburg. Within a very short period of time, there was a drastic collapse in passenger and freight traffic. The important goods customers such as the Radeburg building material works or the flat glass factory stopped their production or shifted their transports to road traffic. A freight train ran for the last time on May 31, 1991.

Last freight train on May 31, 1991 at the Weißen Roß

The few remaining freights were transported by passenger trains, which then operated as passenger trains with goods transport (PmG). Freight traffic finally ended on May 21, 1993.

The imminent shutdown seemed imminent. Nevertheless, from 1991 to 1993, the Deutsche Reichsbahn still made enormous investments in the line and the vehicle fleet. With the end of freight traffic, it was also possible to better adapt the passenger train timetable to requirements. From the timetable change in May 1991, the route ran every two hours .

In operation by Deutsche Bahn AG

A completely new situation arose with the establishment of Deutsche Bahn AG (DB AG) on January 1, 1994. The new owner now aimed to shut down the line as quickly as possible, at best privatize it.

At the beginning of the 1990s, the Free State of Saxony was considering operating these and other Deutsche Bahn routes through a state-owned company. Ultimately, these plans fell apart in the mid-1990s and the Free State now favored privatization based on the model of the Zittau narrow-gauge railway and the narrow-gauge railway Cranzahl-Kurort Oberwiesenthal - without its cost sharing - although neither the Dresden-Land district nor the neighboring communities wanted to enter into this cost sharing alone. As a result, Deutsche Bahn AG intended to cease passenger transport by 1998.

Service vehicle and steam locomotive with the markings of the Deutsche Bahn in Radeburg on July 22, 1994

This attitude was prevented by the meanwhile sufficiently economically strengthened Verkehrsverbund Oberelbe . On December 8, 1997, the then Zweckverband Verkehrsverbund Oberelbe (ZVOE) decided to divide up the task of local rail passenger transport , i.e. H. also to take over for the two narrow-gauge railways Radebeul Ost-Radeburg and Freital-Hainsberg-Kurort Kipsdorf located in his area . In February 1998 the federal government gave a promise that a large part of the remediation costs - 8.5 million DM - would be taken over from the federal government's “contaminated site fund”. Thereupon the board of directors of DB AG decided on March 16, 1998 to continue operating the route and to refrain from further closure plans.

However, Deutsche Bahn AG continued to stick to its intention to hand over the route to a private operator, but was now limited in its intentions by the financial support of the federal government. On December 31, 2000, the DB subsidiary Mitteldeutsche Bahnreinigungsgesellschaft (BRG) took over the management of the narrow-gauge railway Radebeul Ost-Radeburg. The sale of a steam locomotive in active service to Öchsle Bahn AG in Baden-Württemberg attracted media attention at this time . The sold locomotive 99 788 was entered in the list of cultural monuments of the city of Radebeul .

At the end of the 1990s, the timetable showed a total of eight pairs of trains every two hours on weekdays. Another pair of trains only ran to Moritzburg.

In operation by BVO Bahn / Sächsische Dampfeisenbahngesellschaft

The vehicles have had the Lößnitzgrundbahn logo since 2004 (2006)

On June 11, 2004 the line was transferred to the Annaberg-Buchholz- based BVO Bahn GmbH (today: Saxon Steam Railway Company ) together with the Weißeritztalbahn . This company was founded in 1997 to operate the Cranzahl-Kurort Oberwiesenthal narrow-gauge railway as a spin-off from a municipal bus company. The celebratory handover of the railway to the new owner took place on June 21, 2004 in Moritzburg station. In the “Moritzburg Declaration” announced there, the Free State of Saxony, the Upper Elbe Transport Association and the BVO committed themselves to maintaining the narrow-gauge railways. On June 22nd, 2004 the train service was resumed under the responsibility of the new operator under the name Lößnitzgrundbahn - already assigned by Deutsche Bahn AG in 1998 - this time as a unique feature.

Standard train of the SDG and traditional train in Moritzburg station (2007)

In the years that followed, BVO made enormous investments in infrastructure. In 2005 z. B. the intersection of the Lößnitzgrundbahn with road and tram at the "Weißes Roß" stop was rebuilt, a newly installed swivel to the east of the Lößnitzgrundbahn reduced the angle of intersection with the tram tracks. For the purpose of this conversion, the route was closed from October 24 to December 2, 2005. By 2008, a total of 2.7 million euros had been invested in new tracks and systems.

The traffic performance increased again under the direction of BVO Bahn. In 2007, an average of 482 people used the train every day.

On May 9, 2007, BVO Bahn changed its name to Sächsische Dampfeisenbahngesellschaft (SDG). In addition to better marketing of the transport offer, this step was due in particular to a change in the ownership structure. On June 5, 2007 the Verkehrsverbund Oberelbe took over 35 percent of the shares. For formal legal reasons, the district of Meißen took over the infrastructure from km 0.400 in July 2008. A lease regulates the use by the SDG.

During the celebrations for the 125th anniversary of the route on September 12, 2009 , one of the worst accidents in the history of the Lößnitzgrundbahn occurred near Friedewald . A plane train traveling downhill collided head-on between the Friedewald stop and Friedewald Bad station with a special train traveling uphill, injuring 121 people. The ceremony was then canceled.

On January 4, 2019, the train traffic between Moritzburg and Radeburg had to be stopped after the water from the Promnitz dammed by a beaver dam had undermined the embankment at the bridge of the bypass road in Radeburg. After the damage had been repaired, train traffic was resumed on January 10, 2019.

From March 28 to May 16, 2020, rail operations were suspended without replacement due to the Corona crisis .

Passenger numbers

• 2007: 176.056
• 2008: 212,000
• 2013: 234,000 (decrease due to floods in 2013 )
• 2014: 261,000
• 2017: 252 .816
• 2019: approx. 275,000

Route description

course

simplified elevation profile of the route

The line leaves Radebeul Ost train station in a right-hand bend and initially runs through Radebeul on the side of the street. After a good kilometer, the track crosses at the same level the tracks of the Dresden tram line 4 (formerly the narrow-gauge Lößnitzbahn ) and immediately afterwards reaches the Weißes Roß stop . Shortly afterwards, the railway leads below the Radebeul vineyards into the Lößnitzgrund , which gives it its name . The track now climbs steadily up the Lößnitzbach and passes the Lößnitzgrund and Friedewald Hp stops to reach the Friedewald Bad train station from the Lößnitzgrund . The crossing track was rebuilt here in the early 1980s for traditional traffic, there are no train crossings here in regular traffic . Shortly after the train station, the route crosses the Dippelsdorf pond on a dam , which is the highest point on the route. From now on, the track leads through a hilly, picturesque landscape with meadows, forests and many bodies of water. The next train station in Moritzburg is the most important stop on the route. Most trains end here today. The route finally leads in the Promnitztal to Radeburg via the Cunnertswalde , Bärnsdorf , Berbisdorf and Berbisdorf Annex stops . Just before the entrance to the Zillestadt is the glassworks on the left, which was the most important freight customer on the route until 1990. The two fireclay plants near Radeburg were also connected to the line via a two-kilometer siding until 1990.

Operating points

Radebeul East ⊙

Radebeul Ost station (2010)

→ Main article : Radebeul Ost train station

The Lößnitzgrundbahn begins at Radebeul Ost station . This is where the locomotive treatment facilities and extensive sidings are located. The Radebeul narrow-gauge railway museum is now located in the former goods floor . The structural systems of the station and the exhibition of historic Saxon narrow-gauge vehicles owned by the Dresden Transport Museum and the Radebeul Traditionsbahn Association are listed as historical monuments.

White horse ⊙

Haltpunkt Weißes Roß

→ Main article : Haltpunkt Weißes Roß

The Weißes Roß stop has existed since the line opened. It is named after the neighboring inn "Weißes Roß" , built in 1789 . Because it is easy to change to today's Dresden tram line 4 , the formerly narrow-gauge overland tram called Lößnitzbahn , on Meißner Straße it is always busy with travelers. The facilities of the stop are under monument protection.

Connection of the Niederlößnitz electrical plant

The connecting line branched off from the open line at kilometer 2.84. It served from 1896 to 1928 and from 1945 to 1962 to supply coal to the Niederlößnitz power station . This required up to five freight train journeys a day. In 1962, the company's own power generation was given up and the siding was also demolished.

Lößnitzgrund ⊙

Lößnitzgrund stop (2010)

→ Main article : Lößnitzgrund stop

The Lößnitzgrund stop has existed since the railway opened. The waiting hall, which still exists today, was built in 1897. Today it is a listed building. Between 1921 and 1966 there was a crossing track in Lößnitzgrund, over which train crossings took place as planned.

The well-known Meierei excursion restaurant , located directly at the stop, was of particular importance for passenger traffic at the Lößnitzgrund stop. Since it was closed in 1975, the breakpoint has primarily served as a starting point for visiting the nearby Bilzbad .

Friedewald (Kr Dresden) Hp ⊙

Friedewald (Kr Dresden) Hp

The Friedewald stop (until 1940: Buchholz-Friedewald ) was newly established on October 1, 1899. The facilities originally consisted of a 135 meter long platform, a wooden waiting hall and a free pass.

Friedewald (Kr Dresden) Bad ⊙

Friedewald station (Dresden) Bad (2009)

The Friedewald (Kr Dresden) Bad station (until 1940: Dippelsdorf ) is just before the highest point of the entire route in the Friedewald district of Dippelsdorf . Originally, Friedewald Bad was just a stop that consisted of a continuous main track with a platform and a loading track. The high-rise buildings consisted of a simple waiting hall, a free pass and a car body as a goods shed. In 1901, Friedewald Bad received the crossing track and the massive station building that still exists today. On January 1, 1901, Friedewald Bad was elevated to a station.

On May 26, 1963, Friedewald Bad was closed as a freight station. The loading track was dismantled by 1996.

Moritzburg ⊙

Moritzburg train station (2010)

The Moritzburg station at kilometer 8.53 is the biggest stop of the narrow-gauge railway. Today it is the only train station where scheduled train crossings can take place. The importance of Moritzburg train station has always been based on excursion traffic. The nearby Moritzburg Castle is one of the most important tourist traffic destinations in Saxony. Freight traffic, on the other hand, was always of subordinate importance, it was essentially limited to the dispatch of raw wood from the surrounding forests. The dilapidated side loading ramp on platform 4 still bears witness to this use.

The station building, which dates back to 1883, was restored in 2004 under the direction of the then BVO Bahn. Today it houses the local management.

Cunnertswalde ⊙

Cunnertswalde stop

The Cunnertswalde halt was set up on June 10, 1886. The wooden waiting hall from 1892 was demolished in 1992. With its six square meters of floor space, it was one of the smallest station buildings in Saxony. Cunnertswalde is a need stop.

Bärnsdorf ⊙

Bärnsdorf stop

Today's Bärnsdorf stop has existed since the line opened. From 1889 to 1965 there was also a loading track integrated on both sides. The high-rise buildings of the stop originally consisted of a wooden waiting hall and an official residence. In 1962, the DR built a new waiting hall from precast concrete parts, which was replaced in 1997 by a modern passenger shelter in wood and glass construction.

Berbisdorf ⊙

Berbisdorf stop (2018)

Today's Berbisdorf stop was originally a train station like Bärnsdorf. In addition to the continuous main track with the platform, there was also an open loading track until 1973. The waiting hall that still exists today dates from 1920.

Berbisdorf extension ⊙

The Berbisdorf extension stop was set up on January 29, 1962 in order to shorten the route to the train for residents of the Neuberbisdorf district of Radeburg. Berbisdorf cultivation has been a demand stop since 1983.

Connection railway building material works

→ Main article : Connecting railway building material plants

The two chamotte factories near Radeburg had their own connecting railway from 1901 on, from which further branch tracks went off to other companies. The line, which was closed in 1991, was one of the longest connecting railways on the Saxon narrow-gauge railways. In terms of its size, it was only exceeded by the Reichenau coal railway on the former Zittau – Hermsdorf narrow-gauge railway .

Connection point Flachglas GmbH

The “glassworks” in Radeburg existed before the railway was built. The siding set up in 1885 was at the 16.288 kilometer at the entrance to Radeburg station. Until the cessation of freight traffic on May 31, 1991, the glassworks was one of the most important freight customers on the entire route.

Radeburg ⊙

Radeburg railway station (2011)

The Lößnitzgrundbahn ends at Radeburg station . Since a few years after the opening, the facilities - a station building with an attached goods shed, a two-tier locomotive shed and two auxiliary buildings - were no longer sufficient, the station was expanded around 1900. In addition to adding storeys to the reception building and building a third locomotive shed, several new tracks were also built.

The locomotive shed is now used to store vehicles from the Traditionsbahn Radebeul e. V.

Vehicle use

See also : "Vehicles" in the article Saxon Narrow Gauge Railways

New locomotive 99 1775 in Radebeul Ost (2007)

The locomotives and cars used corresponded to the general Saxon building and procurement regulations for the narrow-gauge railways and could therefore be freely exchanged with vehicles on other Saxon narrow-gauge lines.

In 1884 three locomotives of the class I K with the road numbers 11, 12 and 13 came to Radebeul as initial equipment. From 1893 the I K was gradually replaced by the more powerful IV K class . Class III K locomotives were only used in exceptional cases . When locomotives of class VI K became free with the start of the re-gauging of the Müglitztalbahn , some of them moved to Radebeul from 1935 onwards. They shaped the operation on the Lößnitzgrundbahn until the end of the 1960s. They were replaced in 1969 by the so-called "new construction locomotives" of the 99.77-79 series , which were no longer needed there after the Schönfeld-Wiesa-Meinersdorf and Wilischthal-Thum lines were closed.

Traditionsbahn Radebeul e. V.

→ Main article : Radebeul traditional railway

Traditional train of the TRR e. V. in Friedewald Hp (2007)

Today's Radebeul e. V. (TRR) in a group of railway enthusiasts who began in 1967 with the refurbishment of the last remaining two-axle Saxon narrow-gauge wagons. These wagons intended for retirement had been transferred to Radebeul Ost by an employee of the wagon management department of the Deutsche Reichsbahn in order to ensure that they were preserved in a museum. This made it the first organized association in what was then the GDR that was dedicated to the museum and operational preservation of historic railroad vehicles.

The railway friends finally organized themselves in a working group of the German Model Railway Association (DMV). A great success for the group of railway enthusiasts were the traditional journeys carried out on August 10, 1974 with the last remaining passenger coaches of the Saxon narrow-gauge railways. This was the first time there was a regular museum train service in the area of ​​the former GDR, which is still very popular today.

Once a year, on the two days of the Karl May Festival , the trains of the traditional Radebeul railway used as Santa Fe Express are attacked by Indians. The travelers are defended by cowboys or marshals who ride along.

The association is based in the historic Radebeul goods shed on the premises of the Radebeul Ost train station.

literature

• Wolfram Wagner, Peter Wunderwald: The big book of the Lößnitzgrundbahn Radebeul Ost - Radeburg , Wilsdruffer Bahnbücher, Nossen 2008
• Wolfram Wagner: The narrow-gauge railway Radebeul Ost - Radeburg ; German Model Railway Association of the GDR, Dresden District Board, 1983
• Dieter Krause: 90 years of the Radebeul - Radeburg narrow-gauge railway ; German Model Railway Association of the GDR, Dresden District Board, 1974
• Claus Burghardt: One century narrow-gauge to Radeburg. in: Der Modelleisenbahner, issue 9/1984, transpress VEB Verlag für Verkehrwesen Berlin; Pp. 3-5
• Claus Burghardt, Heiko Prautzsch: 100 years of the narrow-gauge railway between Radebeul and Radeburg in Railway Yearbook 84 . transpress VEB publishing house for transport, Berlin 1984

Movie

• SWR: Railway Romanticism - The Loessnitz Dachshund (episode 248)
• DEFA home film : Narrow-gauge railway from Radebeul Ost to Radeburg (nature / documentary film, episode 1208)

Web links

Commons : Lößnitzgrundbahn  - collection of pictures, videos and audio files

• Homepage of the SDG
• Homepage of the Traditionsbahn Radebeul e. V.
• Description of the route on www.sachsenschiene.de

Individual evidence

1. ↑ Volker Helas (arrangement): City of Radebeul . Ed .: State Office for Monument Preservation Saxony, Large District Town Radebeul (=  Monument Topography Federal Republic of Germany . Monuments in Saxony ). SAX-Verlag, Beucha 2007, ISBN 978-3-86729-004-3 (depiction in the map series).
2. ↑ ^{a b} Large district town of Radebeul (ed.): Directory of the cultural monuments of the town of Radebeul . Radebeul May 24, 2012, p. 34 (Last list of monuments published by the city of Radebeul. The Lower Monument Protection Authority, which has been based in the Meißen district since 2012, has not yet published a list of monuments for Radebeul.).
3. ↑ Wolfram Wagner, Peter Wunderwald: The big book of the Lößnitzgrundbahn ; Wilsdruffer Railway Books 2008; P. 12
4. ↑ Wolfram Wagner, Peter Wunderwald: The big book of the Lößnitzgrundbahn ; Wilsdruffer Railway Books 2008; P. 13 ff
5. ↑ Wolfram Wagner, Peter Wunderwald: The big book of the Lößnitzgrundbahn ; Wilsdruffer Railway Books 2008; P. 146 ff
6. ↑ Wolfram Wagner, Peter Wunderwald: The big book of the Lößnitzgrundbahn ; Wilsdruffer Railway Books 2008; P. 35
7. ↑ Wolfram Wagner, Peter Wunderwald: The big book of the Lößnitzgrundbahn ; Wilsdruffer Railway Books 2008; P. 38
8. ↑ Wolfram Wagner, Peter Wunderwald: The big book of the Lößnitzgrundbahn ; Wilsdruffer Railway Books 2008; P. 42ff
9. ↑ Wolfram Wagner, Peter Wunderwald: The big book of the Lößnitzgrundbahn ; Wilsdruffer Railway Books 2008; P. 46
10. ↑ Wolfram Wagner, Peter Wunderwald: The big book of the Lößnitzgrundbahn ; Wilsdruffer Railway Books 2008; P. 47ff
11. ^ Course book for internal traffic of the Deutsche Reichsbahn - valid from May 29, 1988 to May 27, 1989
12. ↑ Wolfram Wagner, Peter Wunderwald: The big book of the Lößnitzgrundbahn ; Wilsdruffer Railway Books 2008; P. 54ff
13. ↑ Ingolf Roßberg : Steam and sparks over the Lößnitz - the small railway Radebeul-Radeburg . In: Dresdner Geschichtsverein (Hrsg.), Dresdner Hefte - Contributions to cultural history, Issue 54 (2/98): Kulturlandschaft Lößnitz - Radebeul, ISBN 3-910055-44-3 , p. 106
14. ↑ Wolfram Wagner, Peter Wunderwald: The big book of the Lößnitzgrundbahn ; Wilsdruffer Railway Books 2008; P. 60ff
15. ↑ Jürgen Rech: Saxony's Summer Theater . In: eisenbahn magazin 9/2001, Alba, Düsseldorf 2001, p. 14
16. ^ Directory of the cultural monuments of the city of Radebeul. (PDF; 95 KB) Large district town of Radebeul, April 17, 2008, p. 23 , archived from the original on August 21, 2010 ; Retrieved April 27, 2009 (updated 2012). 
17. ^ Course book Saxony of DBAG - valid from May 30, 1999
18. ^ City of Radebeul (ed.): Expansion of Meißner Strasse. Large district town of Radebeul, Urban Development 2007. p. 14. ISBN 978-3-938460-07-8 online , accessed on December 10, 2015.
19. ↑ Wolfram Wagner, Peter Wunderwald: The big book of the Lößnitzgrundbahn ; Wilsdruffer Railway Books 2008; P. 65ff
20. ^ Investigations after the accident of the Lößnitzgrundbahn against the train driver and conductor. In: lvz-online.de. September 28, 2009, archived from the original on September 28, 2009 ; Retrieved December 17, 2014 . 
21. ↑ Lößnitzgrundbahn: 52 injured in a train accident in Saxony. In: The world online. September 13, 2009, accessed December 17, 2014 . 
22. ↑ "Biber puts railway embankment under water" on sächsische.de
23. ↑ "SDG stops driving on all routes" on the SDG website
24. ↑ Press release of the Verkehrsverbund Oberelbe from May 13, 2020
25. ↑ Floods spoil the balance sheet for Saxony's small railways . In: Saxon newspaper . February 11, 2014 ( saechsische.de [accessed April 13, 2020]).
26. ↑ VVO: Press release: Successful season on a narrow track. February 25, 2015, accessed March 23, 2015 . 
27. ↑ VVO with fable year 2016 , Dresdner Latest News from July 15, 2017 (online at http://www.dnn.de/Dresden/Lokales/VVO-mit-Fabeljahr-2016 )
28. ↑ Mixed balance on the narrow gauge , Dresdner Latest News from 8./9. February 2020, p. 23
29. ^ Large district town of Radebeul (ed.): Directory of the cultural monuments of the town of Radebeul . Radebeul May 24, 2012, p. 7th f . (Last list of monuments published by the city of Radebeul. The Lower Monument Protection Authority, which has been located in the Meißen district since 2012, has not yet published a list of monuments for Radebeul.).
30. ^ Frank Andert (editor): Stadtlexikon Radebeul. Historical manual for the Loessnitz . Ed .: Large district town of Radebeul. 2nd, slightly changed edition. City archive, Radebeul 2006, p. 44 f .
31. ^ Large district town of Radebeul (ed.): Directory of the cultural monuments of the town of Radebeul . Radebeul May 24, 2012, p. 24 (Last list of monuments published by the city of Radebeul. The Lower Monument Protection Authority, which has been based in the Meißen district since 2012, has not yet published a list of monuments for Radebeul.).
32. ↑ Matthias Hengst: True-to-scale track plans and buildings for Saxon narrow-gauge railways , p. 37
33. ↑ ^{a b} Wolfram Wagner, Peter Wunderwald: The big book of the Lößnitzgrundbahn ; Wilsdruffer Railway Books 2008; P. 94
34. ↑ Wolfram Wagner, Peter Wunderwald: The big book of the Lößnitzgrundbahn ; Wilsdruffer Railway Books 2008; P. 97
35. ↑ Wolfram Wagner, Peter Wunderwald: The big book of the Lößnitzgrundbahn ; Wilsdruffer Railway Books 2008; P. 101
36. ↑ Wolfram Wagner, Peter Wunderwald: The big book of the Lößnitzgrundbahn ; Wilsdruffer Railway Books 2008; P. 106
37. ↑ Wolfram Wagner, Peter Wunderwald: The big book of the Lößnitzgrundbahn ; Wilsdruffer Railway Books 2008; P. 109
38. ↑ Wolfram Wagner, Peter Wunderwald: The big book of the Lößnitzgrundbahn ; Wilsdruffer Railway Books 2008; P. 111
39. ↑ Wolfram Wagner, Peter Wunderwald: The big book of the Lößnitzgrundbahn ; Wilsdruffer Railway Books 2008; P. 114
40. ↑ Wolfram Wagner, Peter Wunderwald: The big book of the Lößnitzgrundbahn Wilsdruffer Bahnbücher 2008; P. 126
41. ↑ Wolfram Wagner, Peter Wunderwald: The big book of the Lößnitzgrundbahn Wilsdruffer Bahnbücher 2008; P. 194 ff.
42. ↑ Wolfram Wagner, Peter Wunderwald: The big book of the Lößnitzgrundbahn Wilsdruffer Bahnbücher 2008; P. 236 ff.