Narrow-gauge railway Goßdorf-Kohlmühle – Hohnstein

Goßdorf-Kohlmühle – Hohnstein (Saxon Switzerland)
Excerpt from the route map of Saxony 1902
Route number :	sä. KH
Course book range :	165f (1951)
Route length:	12.133 km
Gauge :	750 mm ( narrow gauge )
Maximum slope :	33  ‰
Minimum radius :	100 m
Top speed:	30 km / h
Legend 0.000 Goßdorf-Kohlmühle 146 m (Connection of the Bautzen – Bad Schandau railway line ) 0.097 Sebnitz Bridge (12 m) 0.472 Sebnitz Bridge (15 m) 1.018 Sebnitz Bridge (15 m) 1.372 Sebnitz Bridge (33 m) 1.494 Tunnel 1 (63 m) 2,674 Tunnel 2 (38 m) 4.760 Lohsdorf 256 m ~ 5.50 6.721 Mühlgraben Bridge (11 m) 7.180 Unterehrenberg 311 m 8.600 Oberehrenberg 335 m 9.820 Vertex 358 m 10,820 Connection to Rittergut Wittig 346 m 11,698 Hohnstein Bridge (27 m) 12,133 Hohnstein (Saxon Switzerland) 330 m

The narrow-gauge railway Goßdorf-Kohlmühle – Hohnstein (also Schwarzbachbahn ) was a Saxon narrow-gauge railway in Saxon Switzerland . It began in the Goßdorf-Kohlmühle station of the Sebnitztalbahn and led in the valley of the Schwarzbach to Hohnstein . The line, opened in 1897, was shut down and dismantled in 1951, ostensibly to gain material for the construction of the Berlin outer ring .

Since 1995 the Schwarzbachbahn e. V. to rebuild part of the route and operate it as a museum railway . For the time being, the former train station in Lohsdorf was restored and new tracks were laid there.

history

prehistory

Hohnstein, located on the edge of the rocky landscape of Saxon Switzerland , has always been away from the national traffic flows. In the course of the commercial boom, Hohnstein tried to improve transport connections from around 1870. At that time, all goods had to be transported over steep paths to the town located about 100 meters above the Polenztal on a high plateau. With the advancing railway construction in Saxony, the city of Hohnstein first asked for a rail connection in November 1883. This request fell in a phase (from 1878) in which the Royal Saxon State Railways wanted to supplement the already expanded network based on the foreign model with a network of simplified railways (" secondary railways "), in order to enable the economically necessary route connection, especially in remote areas.

The town of Hohnstein is located on a high plateau above the Polenztal (2010)

The variant of a Polenz Valley Railway from Dürrröhrsdorf via Hohnstein to Bad Schandau , which was favored at the time, failed due to the low population in the area of ​​the route and the high costs. In addition, the construction of this railway would still have required the laborious transport of goods from the valley station to the city.

On January 9, 1888, the Hohnstein Office submitted another petition to the Saxon state parliament . A train was now required from the Krumhermsdorf train station of the Sebnitztalbahn in the direction of Lohmen . For topographical reasons, however, this variant was also ruled out, as a continuation from Hohnstein in the direction of Lohmen would have required crossing the deeply cut Polenz valley.

Another petition from August 1, 1889, as in 1883, provided for a train from Dürrröhrsdorf via Hohnstein to Porschdorf. This project was finally handed over to the Saxon government on August 18, 1890 "for consideration" . An objection from Prince Georg finally made the project fail. He did not want the "romance of the Polenz valley to be disturbed by a train" .

The Ulbersdorf manor owner von Carlowitz therefore proposed in June 1891 that a narrow-gauge railway be run through the Schwarzbachtal. The Ministry of Finance, which is responsible for railway construction projects, finally agreed to this idea.

Construction and opening

The original project envisaged the Hohnstein train station on the Kretzschelei. It was finally realized on Brandstrasse.

Souvenir photo of the construction work on the upper portal of tunnel 2 (1896)

In April 1892, the first preparatory work for the construction of the line began. A construction office was set up in the Wendisch ferry station (today: Rathmannsdorf ) on the Sebnitztalbahn, which coordinated the preparatory work. Its tasks were the measurement of the route, the determination of the most favorable route and finally the tendering of the construction works. The first plans envisaged the construction of a three-rail track from Kohlmühle to the confluence of the Schwarzbach and Sebnitz . Due to the heavy traffic on the main line, however, this cost-effective solution was abandoned and a route parallel to the standard gauge track was planned.

The Saxon state parliament approved the construction of the railway to Hohnstein on February 15, 1894. There was still a dispute about the location of the train station in Hohnstein, which was initially planned at the Kretzschelei. In its own interest, however, the city of Hohnstein wanted the line to be extended to Brandstrasse in order to have the train station closer to the city. The greatest resistance to this plan came from a manor owner. With his own entries he tried to get the station as close as possible to his farm. In addition, there were also considerations of building the station north of the city because of the possible further construction to Lohmen. The Ministry of Finance finally approved the extension of the route to Brandstrasse on April 17, 1895. The city had to provide the land required for this free of charge and pay for the connection to the road network.

Construction work began in April 1896. Between 300 and 500 workers were simultaneously employed on the construction site to build the numerous bridges, cuttings and the two tunnels in the Schwarzbachtal. The line was completed in the spring of 1897, and the line was approved by an inspection train on April 28, 1897. At that time, the construction cost a total of 1,375,783.58 marks .

On April 29, 1897, the Saxon Ministry of Finance announced that the line would go into operation on May 1, 1897. The Royal Saxon State Railways opened the new line on April 30, 1897 with a festive event. The first timetable of the narrow-gauge railway indicated a total of four pairs of trains that needed about an hour for the entire route. The stagecoach between Hohnstein and Bad Schandau ran for the last time on May 31, 1897.

business

Contrary to expectations, the volume of goods was moderate. Like other narrow-gauge railways in Saxony , the railway never received a large volume of traffic, so that the route was always dependent on subsidies. The establishment of industry along the railway did not succeed either, which in the end was a weighty argument for the construction of the railway. The roller truck traffic , which is quite common on other routes, was thus dispensable. Rather, the route served for the delivery and removal of products from agriculture and small industry.

A typical mixed train in the Hohnstein terminus (around 1905)

On July 31, 1897, a flood disaster occurred in the entire Saxon mountainous region , which also affected the Schwarzbachbahn. Major damage to the railroad track, however, only occurred on the section in the Sebnitztal, which could be repaired quickly. From August 3, 1897, the narrow-gauge railway ran again.

After the First World War - on April 1, 1920 - the Royal Saxon State Railways merged with the newly founded Deutsche Reichsbahn . The Schwarzbachbahn now belonged to the network of the Reichsbahndirektion Dresden .

In the mid-1920s, Hohnstein Castle , which had previously served as a “correctional institution for work-shy men” and a youth prison, was expanded into a youth hostel . When it opened on April 24, 1926, the narrow-gauge railway could barely cope with the large number of passengers. In 1930 what was then Germany's largest youth hostel already had 57,000 guests. Most of them used the narrow-gauge railway to get there.

Winter timetable 1929/1930

In the 1930s, the densest train traffic (up to five train pairs per day) was handled. It was based primarily on the use of the railway by hikers and summer visitors.

Overall, however, the operation was unprofitable, so that the railway came under criticism as early as the 1930s in economic studies. One of the reasons for the inefficiency was the regular bus connection between Pirna and Hohnstein, which had existed since the late 1920s, and which pulled travelers away thanks to faster and more frequent travel options. The extensive new construction and expansion of the state road between Pirna and Sebnitz from 1934 finally created the final prerequisites for a complete shift to motor transport.

The line survived the Second World War without any significant damage. After the end of the war, the route experienced a brief upswing. The Sebnitztalbahn was interrupted by burst bridges and some of its traffic had to be shifted to the Schwarzbachbahn. In addition, hamster rides on the railway line brought some traffic.

Since the Reichsbahn repair shop in Chemnitz , which was badly damaged during the war, was initially unable to repair narrow-gauge locomotives and vehicles that were still operational were confiscated by the occupying power of the Soviet Union as reparations , only one operational locomotive was available. In order to be able to carry out the necessary repairs on Sunday, trains now only run on weekdays. In the event of major damage to the locomotive, traffic also came to a standstill.

In May 1949, the Deutsche Reichsbahn again stationed a reserve locomotive in Hohnstein. On the occasion of the elections for the Third People's Congress on May 15, 1949, Sunday traffic was reintroduced. However, the transport services remained at a low level, since, despite the increasing normalization of life, a connection with pre-war tourism was unthinkable.

Shutdown

The tunnels in the Schwarzbachtal were preserved after the closure (2009)

Due to the low volume of traffic, the Dresden Railway Directorate decided on May 25, 1951 to dismantle the line for the extraction of superstructure materials. The completely surprised population was informed that the rails were "urgently needed for the construction of the Südring in Berlin to hold the World Youth Festival ." The official reason was the "armament of the West German monopolists" , which could "provide plenty of building materials" . Two days later - on May 27, 1951 - there was the last scheduled train service.

The Deutsche Reichsbahn commissioned VEB Bergungsbetrieb Berlin for the dismantling work, which began on June 1, 1951 at the Hohnstein terminus. The rails obtained were taken to Goßdorf-Kohlmühle by means of a dismantling train. In September the tracks were completely dismantled. Only the buildings and all bridges remained.

To what extent the dismantled material was reinstalled elsewhere is unknown. Contrary to the official announcement, the rails were almost certainly not used for the construction of the Berlin outer ring, as the rail profiles designed for narrow-gauge railways could not be used there due to the much higher axle load. It is therefore most likely that it will be reused on other narrow-gauge railways.

After the tracks were dismantled, the former railway facilities were initially not used, as the Dresden Railway Directorate expected the line to be rebuilt until the end of the 1950s. On January 1, 1962, the Deutsche Reichsbahn handed over the entire former railway site including all tunnels and bridges to the communities of Goßdorf, Lohsdorf, Ulbersdorf, Ehrenberg and Hohnstein.

Route description

course

Simplified route profile of the Schwarzbachbahn

The line began on the Sebnitztalbahn in the Goßdorf -Kohlmühle station and initially ran parallel to the standard-gauge railway towards Sebnitz . After a kilometer, the railway crossed the Sebnitz on a concrete arch bridge, led through the tunnel under the robbery castle of Goßdorf and reached the Schwarzbachtal that gave it its name . From then on, the railway ran steadily uphill along the right bank of the Schwarzbach, passed another short tunnel and reached Lohsdorf . After Lohsdorf, the train led across meadows along the Ehrenberger Water to Unter- and Oberehrenberg . After Oberehrenberg, the route turned left out of the valley and reached the plateau near Hohnstein through a cut . The train finally led downhill to the small town's train station.

Operating points and sidings

Goßdorf-Kohlmühle

Goßdorf-Kohlmühle station (2010)

→ Main article : Goßdorf-Kohlmühle station

The Goßdorf-Kohlmühle station (until 1936: Kohlmühle) was a gauge changing station on the Bautzen – Bad Schandau railway line. The operating site existed even before the construction of the narrow-gauge railway as an insignificant stop at the paper factory located there (today: Kohlmühle linoleum factory). The facilities of the narrow-gauge railway consisted only of the transfer track, a siding, a loading track, the reloading hall and the separate locomotive shed . There was also an equipment transfer ramp to the control lane so that locomotives and wagons could be exchanged with other routes.

The former station building, which has long been unused but is still inhabited, as well as over 9,000 square meters of the adjacent station area have been owned by Schwarzbachbahn e. V.

Lohsdorf

Lohsdorf stop (2010)

The Lohsdorf stop was the station with the least amount of freight and passenger traffic on the entire route. In addition to the continuous main track, there was only one loading track, which was connected with switches on both sides. A wooden waiting hall was used for tourist traffic. Around 1924, the rural trading cooperative had a warehouse built on the loading platform, which is still there today. The local agricultural cooperative demolished the wooden waiting hall in 1991 to provide additional parking space for their machines. In the course of the partially planned reconstruction of the narrow-gauge railway, the stop was restored largely true to the original with all tracks and systems by 2006.

The Lohsdorf stop is a stop on the tourist themed steam train route Saxony .

Unterehrenberg

The Unterehrenberg stop was at the beginning of the elongated Waldhufendorf Ehrenberg. The importance of the station lay mainly in freight traffic. Mainly agricultural products such as milk and grain were sent. Mainly building materials, coal and fertilizer for local needs were received. The high-rise buildings of the station corresponded to those in Lohsdorf.

Oberehrenberg

Oberehrenberg stop (1993)

The Oberehrenberg stop was the busiest stopover, which was also used by the residents of the nearby town of Cunnersdorf. In addition to the goods already listed for Unterehrenberg, finished upholstered furniture and its semi-finished products were also handled here. The high-rise buildings of the stop corresponded to those of the other two stations on the way. The historic waiting hall was still in a desolate condition at the end of the 1990s. It was created by the Schwarzbachbahn e. V. salvaged and used to complete the Lohsdorf museum station.

Connection railway Rittergut Wittig

The connecting line of the manor near Hohnstein existed from 1909 to 1922. The track was used for loading agricultural products.

Hohnstein (Saxon Switzerland)

Hohnstein station (2009)

As the terminus, the Hohnstein station was the operational center of the narrow-gauge railway. The locomotive treatment systems were located here with a two-tier locomotive shed and several sidings. The massive, clinkered entrance building was a type construction, as it had also been implemented on other Saxon narrow-gauge railways.

Until the beginning of the 1990s, the station's high-rise buildings were still completely in place. A large part of the site, including the locomotive shed, was used by VEB Kraftverkehr to park buses and a daycare center was housed in the reception building.

It was only when the private company Reiseverkehr Puttrich acquired the site in the mid-1990s that the outbuildings were demolished. Since then, the locomotive shed has housed a workshop for buses and a new hall was built around it. In the meantime, however, it has been removed. The station building is still original, it is now a listed building.

Civil engineering

bridges

Hohnstein Bridge (2009)

As with all river valley railways, the Goßdorf-Kohlmühle – Hohnstein narrow-gauge railway required a whole series of river crossings. For cost reasons, some of the bridges were built with the then new type of building material concrete . The large Sebnitz bridge at kilometer 1.372 was built by the Dresden branch of the "Actiengesellschaft für Beton- und Monierbauten Berlin". The structurally similar, but smaller bridge at kilometer 11.698, on the other hand, was built by the "Cementwaarenfabrik Cossebaude", which had made the cheapest offer for it at 8,528 marks.

tunnel

The narrow Schwarzbachtal also required the construction of two tunnels that are 63 and 37 meters long. Both tunnels were given a clearance gauge that would have made it possible for later roll-headed traffic with standard-gauge freight wagons without any problems. Structurally, it is remarkable that only the portals were completely bricked up. In the interior of the tunnel, the tunnel walls were not fastened; only the tunnel ceiling is vaulted. Both tunnels were also built by the AG für Beton- und Monierbauten. Today they are the only still existing narrow-gauge railway tunnels in Saxony, after the Weißeritztalbahn tunnel in Rabenauer Grund was demolished in 1905 .

Vehicle use

→ See also: Main article Saxon narrow-gauge railways

The earlier Hohnsteiner locomotive 99 555 in the color scheme of the Kgl. Saxon. State Railways in Lohsdorf (2011)

The covered freight car K 3028 is now owned by Schwarzbachbahn e. V. (2010)

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 1895, the Saxon Ministry of Finance ordered two class IV K locomotives , five 2nd and 3rd class passenger cars, two driver cars with luggage and mail compartments and twelve freight cars as initial equipment. This small number of vehicles remained largely constant over the entire operating time, even if some of the two-axle wagons were later replaced by four-axle models. The trains, which were mostly mixed as a freight train with passenger transport , consisted of one or two passenger carriages, the company car and a few open and covered goods wagons.

Due to the low volume of traffic, the IV-K locomotives were replaced by the older and less powerful class IK soon after they opened . For a long time, the Hohnsteiner regular locomotive was the No. 11. The Deutsche Reichsbahn decommissioned the locomotive, now designated 99 7504, as the last of its series in 1928.

Until the shutdown, IV-K locomotives were again at home in Hohnstein. The locomotive 99 555 at the time came to Mügeln after it was shut down , where it was retired in 1973. From 1977 to 2002 it was a monument locomotive in Söllmnitz near Gera , today it is an operational museum locomotive of the association of the Zittauer Schmalspurbahnen e. V.

When the line was dismantled in 1951, a tender locomotive was also used, which was originally built by a Soviet locomotive factory for a forest railway in Romania. This had reached the Zittau depot as spoils of war in 1943 and was given the number 99 4052 there. Before the dismantling trains, the vehicle, ridiculed as a "rubber steamer", was used as a brake locomotive.

The route today

Hiking trail on the route near Lohsdorf (2010)

The route of the narrow-gauge railway Goßdorf-Kohlmühle-Hohnstein has remained largely unobstructed to this day. Only a short section between Oberehrenberg and Hohnstein has been leveled and is used for agricultural purposes. Today a hiking trail runs along the route between Goßdorf-Kohlmühle and Lohsdorf, which also leads through the two tunnels in the Schwarzbachtal. Of the high-rise buildings of the train stations, only the station buildings in Goßdorf-Kohlmühle, Lohsdorf and Hohnstein still exist today. The good state of preservation of the rammed concrete arched bridges is remarkable , and over a hundred years after they were built, they have so far shown hardly any corrosion damage.

Schwarzbachbahn e. V.

The Schwarzbachbahn e. V. was founded in 1995 with the aim of rebuilding the Goßdorf-Kohlmühle-Hohnstein narrow-gauge railway. The association's initial plans included both tourist traffic with historic vehicles and school traffic with railcars on the entire route. The steam locomotive 99 555, which was erected as a monument in Söllmnitz near Gera , was to be purchased for use in front of the museum trains .

Ultimately, these ambitious goals can only be partially achieved to this day. A visible result of the association's work is the faithful reconstruction of the Lohsdorf train station, including the tracks. For the festive inauguration in August 2006, a steam locomotive came to the Schwarzbachtal for the first time in 55 years. With the machine borrowed from the Preßnitztalbahn , driver's cab rides were offered on the station tracks.

Further planning for the construction of the track towards Goßdorf-Kohlmühle has not yet been implemented. The planned takeover of the steam locomotive 99 555 failed due to the lack of opportunities to maintain the locomotive in the Schwarzbachtal. The locomotive was sold to the Zittauer Schmalspurbahnen eV association in 2002 by the municipality of Söllmnitz. V. sold.

At the station festival on August 27 and 28, 2011, the first section of the rebuilt track (in the direction of Hohnstein) was presented. A total of 4,000 guests attended the event. Another 180 m long stretch in the direction of Hohenstein, including the first bridge over the Schwarzbach, was put into operation on August 26, 2017. The following 400 m long section was opened on August 31, 2019. In the coming years the association wants to rebuild the 2.42 km long section to Unterehrenberg.

The rebuilding of the scenic and touristically significant section between Goßdorf-Kohlmühle and Lohsdorf, which was defined as an essential goal of the association, was finally rejected in November 2019 by the responsible regional office of Saxony for reasons of nature conservation law. The planned construction phase is located in the Saxon Switzerland landscape protection area and at the same time in the “Sebnitz and Lachsbachtal” fauna and flora habitat, which is protected under European law . In the opinion of the authority, the "pronounced calm character, the lack of disturbance and the uncut of the Schwarzbachtal ... would foreseeably be lost."

The association is based in the station building of Goßdorf-Kohlmühle.

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  Steam train rides to the station festival in Lohsdorf in 2011

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  Steam train rides to the station festival in Lohsdorf in 2015

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  The club's own diesel locomotive V 10 C

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  Information board of the steam train route Saxony at Lohsdorf station

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  Track end towards Hohnstein

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  newly established free pass in Lohsdorf

literature

• Rolf Böhm: Hiking map of Saxon Switzerland - Brand-Hohnstein 1: 10,000 . Verlag Rolf Böhm, Bad Schandau, 1993 (2nd edition 2000, ISBN 3-910181-06-6 )
• Matthias Hengst: Former Saxon narrow-gauge railways north of the Elbe . Bufe-Fachbuch-Verlag, Egglham 1995, ISBN 3-922138-56-X .
• Klaus Kieper, Reiner Preuß: Narrow Gauge Railway Archive . transpress VEB publishing house for transport, Berlin 1980, without ISBN.
• Erich Preuß , Reiner Preuß : Narrow gauge railways of Upper Lusatia . transpress VEB publishing house for transport, Berlin 1980, without ISBN.
• Erich Preuss , Reiner Preuss : Narrow gauge railways in Saxony . transpress Verlag, Stuttgart 1998, ISBN 3-613-71079-X .
• Reiner Preuß : Everything about narrow-gauge railways in Upper Lusatia. transpress Verlag, Stuttgart 2012, ISBN 978-3-613-71431-1 , pp. 110-117.
• Karlheinz Uhlemann: The former narrow-gauge railway Goßdorf-Kohlmühle-Hohnstein . In: Mitteilungen des Landesverein Sächsischer Heimatschutz Heft 3/2007, ISSN  0941-1151 , pp. 39–44.
• Wolfram Wagner, Wolfgang König: The history of the narrow-gauge railway Goßdorf-Kohlmühle – Hohnstein 1897–1951 . 2nd revised edition. German Model Railway Association of the GDR, Dresden 1984.
• Wolfram Wagner, Reinhard Hupfer, Karlheinz Uhlemann: History and stories of the Saxon narrow-gauge railway Goßdorf-Kohlmühle - Hohnstein and the Schwarzbachbahnverein . Schwarzbachbahn e. V. (self-published), Hohnstein 2011

Web links

Commons : Schwarzbachbahn  - Album with pictures, videos and audio files

Wiktionary: Schwarzbachbahn  - explanations of meanings, word origins, synonyms, translations

• Homepage of the association “Schwarzbachbahn e. V. "
• Route description on www.sachsenschiene.de
• Pictures of the current state on www.stilllegen.de

Individual evidence

1. ↑ Wolfram Wagner, Wolfgang König: The history of the narrow-gauge railway Goßdorf-Kohlmühle – Hohnstein 1897–1951 ; DMV 1984, p. 6ff.
2. ↑ Wolfram Wagner, Wolfgang König: The history of the narrow-gauge railway Goßdorf-Kohlmühle – Hohnstein 1897–1951 ; DMV 1984, p. 7
3. ^ Announcements of the Landesverein Sächsischer Heimatschutz, issue 3/2007, p. 40.
4. ^ Matthias Hengst: Former Saxon narrow-gauge railways north of the Elbe ; Bufe, Egglham 1995, p. 18.
5. ↑ Wolfram Wagner, Wolfgang König: The history of the narrow-gauge railway Goßdorf-Kohlmühle – Hohnstein 1897–1951 ; DMV 1984, p. 16.
6. ↑ Richard Vogel: Königstein area, Saxon Switzerland - values ​​of the German homeland, Volume 1, 2nd revised edition; Akademie Verlag Berlin 1985, p. 47
7. ↑ Wolfram Wagner, Wolfgang König: The history of the narrow-gauge railway Goßdorf-Kohlmühle – Hohnstein 1897–1951 ; DMV 1984, p. 32
8. ^ Karlheinz Uhlemann: The former narrow-gauge railway Goßdorf-Kohlmühle-Hohnstein . In: Communications from the Saxon Homeland Security Association , issue 3/2007, p. 42
9. ^ Announcements from the Saxon Heritage Protection Association, issue 3/2007, p. 42.
10. ↑ Wolfram Wagner, Wolfgang König: The history of the narrow-gauge railway Goßdorf-Kohlmühle – Hohnstein 1897–1951 ; DMV 1984, p. 39f.
11. ^ Matthias Hengst: Former Saxon narrow-gauge railways north of the Elbe ; Bufe, Egglham 1995, p. 19ff.
12. ↑ ^{a b} News on the Schwarzbachbahn e. V. ( Memento from June 23, 2010 in the Internet Archive ) - accessed on June 6, 2010
13. ^ Matthias Hengst: Former Saxon narrow-gauge railways north of the Elbe ; Bufe, Egglham 1995, p. 23f.
14. ^ Matthias Hengst: Former Saxon narrow-gauge railways north of the Elbe ; Bufe, Egglham 1995, p. 25.
15. ^ Matthias Hengst: Former Saxon narrow-gauge railways north of the Elbe ; Bufe, Egglham 1995, p. 26.
16. ^ Matthias Hengst: Former Saxon narrow-gauge railways north of the Elbe ; Bufe, Egglham 1995, p. 29f.
17. ↑ Wolfram Wagner, Wolfgang König: The history of the narrow-gauge railway Goßdorf-Kohlmühle – Hohnstein 1897–1951; DMV 1984, p. 10
18. ^ Matthias Hengst: Former Saxon narrow-gauge railways north of the Elbe ; Bufe, Egglham 1995, p. 22f.
19. ↑ Wolfram Wagner, Wolfgang König: The history of the narrow-gauge railway Goßdorf-Kohlmühle – Hohnstein 1897–1951 ; DMV 1984, p. 40.
20. ^ Wolfram Wagner, Reiner Scheffler: Die Sächsische IV K ; Traditionsbahn Radebeul e. V., 1991 p. 23f
21. ↑ Erich Preuß , Reiner Preuß : Schmalspurbahnen in Sachsen , transpress, Stuttgart 1998; ISBN 3-613-71079-X , pp. 99, 103f.
22. ^ "The route extension in Lohsdorf" in "Eisenbahn-Kurier" 11/2019, page 26
23. ↑ Press release of the State Office of Saxony from November 21, 2019

This article was added to the list of excellent articles on November 17, 2010 in this version .