Dresden – Deuben suspension railway

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The suspension railway Dresden – Deuben is a never realized project of a monorail suspension railway as an elevated railway between Dresden and Deuben (today part of the city of Freital ), which was pursued in the years 1896 to around 1903/1904. It was to be built on the model of the Wuppertal suspension railway and both solve the local traffic problems of the communities in the Döhlen basin and ensure a fast connection to Dresden.

prehistory

From the 1890s onwards, the then 16 independent municipalities in the Döhlen Basin increased their requests to improve local transport. A tram connection was obvious, but for unknown reasons it remained unrealized at the time. The Albertsbahn, on the other hand, was unable to increase its passenger traffic, and further stops and train stations were also outside the discussion. In connection with the fact that at this point in time another suspension railway in the Dresden area (the Loschwitz – Oberloschwitz mountain suspension railway ) was being discussed and the contracts for the construction of today's Wuppertal suspension railway had been concluded, it made sense to discuss such a project.

On February 10, 1897, the company Elektrizitäts-AG, formerly Schuckert & Co , submitted the already worked out plan of a suspension railway connection, correctly a single-rail suspension railway system Eugen Langen , starting from Dresden Postplatz via Annenstrasse and Freiberger Strasse to Löbtau and from there above the river Weißeritz to Hainsberg in front. To this end, she had secured the support of the Augsburg and Nuremberg machine works . The operator was to be the Continentale Gesellschaft für electrical enterprises ( Conti ). The devastating Weißeritz flood of July 30th and 31st, 1897 and the consequence that numerous roads were not or only with difficulty for months afterwards gave impetus to the (flood-proof) project: The Saxon Ministry of Finance for its part approved preparatory work for the section from the city limits of Dresden At that time, the independent municipality of Plauen , which, along with the royal ministries, was the strongest supporter of the project, starting on Grenzstraße (today's Bamberger Straße) to Deuben with options to extend to Dresden, whereby the city itself was skeptical and waiting for the project. Conti was responsible for the specific preparation .

Project

In February 1899, Conti submitted a plan for a suspension railway from the Dresden / Plauen corridor border on Grenzstrasse (Bamberger Strasse) to Deuben at the Egermühle . It stipulated that, from the corridor border to Dresden, the railway should run at a height of 4.5 to 5 meters along Chemnitzer and Coschützer Straße to Krausestraße behind the Plauen church . There it should turn in the direction of the Plauenschen Grund , go through a short tunnel above the forester's house (near Hegereiterbrücke ) to the Weißeritz and then run above the Weißeritz to Deuben. Stations were also provided where significant visitor traffic was to be expected, such as below the Begerburg , which was to be connected by an elevator and bridge, similar to the way it was created in 1904 in the elevator to the Ostrauer Scheibe in Bad Schandau on a private initiative. In the meantime, Conti had founded a Dresden subsidiary, Elektra AG, to implement the project .

The 16 independent municipalities of the Döhlen Basin flatly rejected the project, also because more or less the realization of a tram was emerging as the more realistic variant. The Conti tried to refute the counterarguments: were publicly discussed the extension on Chemnitz and Anne road to Dresdner Postplatz, another variant from Plauenschen Place a link to the then undergoing renovation Hauptbahnhof Dresden should reach, but also an extended line variant from Postplatz underground to Pirnaischer Platz and from there again above ground through Johannstadt to Blasewitz . Another extension to Pirna was also considered, as was an extension to the Weißer Hirsch with an underground crossing of the Elbe. Supplementary cable cars, such as from Deuben to Burgk , were supposed to improve the public connection on the one hand, and on the other hand it was now known that 750,000 marks were estimated per building kilometer. This amount, around 5,100,000 euros in monetary value in 2019, just for the construction costs, even then seemed out of date. In addition, the Conti was faced with considerable technical problems: the difference in altitude between Plauen and the Weißeritz valley, a jump in altitude of around 80 meters, can hardly be managed with a pure adhesion membrane , as was provided in this project, and made the project even more expensive.

The End

The “tram policy” in Saxony was re-regulated in 1898 by another decree ( Decree to the Estates , No. 32, of February 16, 1898). In parallel with its own commission to Conti (or Elektra AG ) , the royal state government planned a tram line that opened in 1902 as the Plauensche Grundbahn . The projects for the suspension railway were planned until around 1903/1904, then they were discontinued.

The files were kept in the Saxon Main State Archives . They are still there today, but the project has been forgotten. As a suspension railway, however, the mountain suspension railway in Loschwitz was opened in 1901, whose project sponsor was also Conti with its subsidiary Elektra AG .

literature

  • 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.
  • Annette Dubbers (Hrsg.): Plauen - From the history of a Dresden district . Self-published, Dresden 2006, ISBN 3-937199-34-9 , p. 40.
  • Mario Schatz: Meter gauge trams in Dresden. Kenning, Nordhorn 2007, ISBN 978-3-933613-76-9 , pp. 55-56.

Web links

  • Heinz Fiedler: Schwebend durch den Plauenschen Grund from October 8, 2014, online at saechsische.de , accessed on December 16, 2019 (not very informative about the actual project, but further accompanying information)

Individual evidence

  1. ↑ a b c Schatz, p. 55.
  2. ↑ Dittrich, p. 144, footnote 161.
  3. ↑ Dittrich, p. 144.
  4. ↑ Fiedler, graphic representation in the article.
  5. ↑ Dittrich, p. 144, footnote 162.
  6. ^ Fiddler
  7. ^ Schatz, p. 56.
  8. ↑ Archives in the Main State Archives , accessed online on February 16, 2019.
  9. ↑ Dresdner Verkehrsbetriebe (Ed.): From coachmen and conductors. The 135-year history of the Dresden tram. 3rd, extended and additional edition. Junius, Dresden 2007, ISBN 978-3-88506-018-5 , p. 52.