Dresden tram

Dresden tram
Tram of the type NGT6DD at the Zwinger
Basic information
Country	Germany
city	Dresden
opening	September 26, 1872
operator	DVB
Transport network	VVO
Infrastructure
Route length	134.4 km
Track length	296.1 km
Gauge	1450 mm
Power system	600 V DC overhead line
Stops	259
Depots	3
business
Lines	12
Line length	213.1 km
Cruising speed	20.2 km / h
vehicles	47 NGT6DD-ER 13 NGT6DD-ZR 23 NGT8DD 40 NGT D8DD 43 NGT D12DD 19 T4D-MT and TB4D 5 power cars and 7 intermediate cars of the freight tram ( CarGoTram )
statistics
Reference year	2013
Residents in the catchment area	600,764 thousand
Mileage	13.1 million train kilometers / year
Topographic route network as of October 2012

The Dresden tram is the most important public transport provider in Dresden . The tram network currently covers a total route length of 134.3 kilometers and has the unique track width of 1450 millimeters. The first electric tram ran in 1893. The tram network is operated by Dresdner Verkehrsbetriebe AG (DVB).

history

→ Main article : History of the Dresden tram network

Horse tram

This section needs to be revised: horse bus incomplete (see bus transport in Dresden ), the process does not correspond to the story.
Please help to improve it , and then remove this flag.

Double deck car of the horse tram line Böhmischer Bahnhof - Tannenstraße - Arsenal of the Tramways Company of Germany Ltd .; the Arsenal cars had a green faceplate with a large white "A". This line later became the "7", which still runs its historic main route via Königsbrücker Strasse today.

In 1838, Dresden received a forerunner of public passenger transport with the first horse-drawn bus line. In the following years this network was further expanded and also connected the closer suburbs. September 26, 1872 saw the opening of the first horse-drawn tram line with a gauge of 1440 mm. This principle gradually replaced the horse-drawn bus, the last two lines of which were discontinued in 1899.

The first horse-drawn tramway ran from Pirnaischer Platz (the eastern entrance to the city center) to the affluent suburb of Blasewitz . It was operated by the Continental-Pferdeeisenbahn-Actiengesellschaft ( company headquarters in Berlin ). Until 1873 the line was extended to Plauen . After this first line, however, horse-drawn bus lines were only reluctantly replaced. In 1879  the Tramways Company of Germany Ltd. leased based in London, this line and is committed to further expansion. Because of the color of their carriages, this company was popularly called The Yellow .

After differences of opinion between the city and the English company, the German tramway company in Dresden was licensed in 1889 . Because of the color of their carriages, this society was popularly called The Red . On July 6, 1893, the red company opened the first electric tram in Saxony from Schloßplatz to Blasewitz. The Tramways Company was only able to carry out an electrical operation on the suburban route between Blasewitz and Laubegast because the city did not grant foreign companies a license to operate electric trams. In 1894, the yellow company was therefore dissolved and the Dresden Tram Company was founded for its facilities in Dresden .

Electrification took about ten years. The former horse-drawn tram cars were converted into trailers for the electric trams.

Association of local transport - the urban tram

Railcar from 1927

The city of Dresden took over both tram companies in 1905 and merged them on January 1, 1906 to form the Dresden City Tram .

The route network was reformed for the first time in 1909. The originally meter gauge lines of the Dresden suburban railway ( Niedersedlitz -  Laubegast ) and the Lößnitzbahn ( Mickten -  Kötzschenbroda ) were integrated into the network (after re-gauging ). In 1911 the line to Klotzsche (to Schänkhübel) was established. In the 1920s, Postplatz , already a central traffic junction in Dresden at that time, was rebuilt. The cheese bell, which is now a listed building, was created as a waiting hall for the local tram stops .

Dresdner Straßenbahn AG

Big pike

On January 1, 1930, the city tram was converted back into a private form and the Dresdner Straßenbahn AG was founded. In the autumn of 1931 the large Hechtwagen was used for the first time . At that time it was one of the longest tram cars. Another major innovation was that the driver had a seat. Cars of this type were still delivered after the war. In 1934 the smaller two-axle variant, the small pike, followed .

In 1941 the DRÜVEG was taken over by the Dresdner Straßenbahn AG . The Lockwitztalbahn, previously operated by the DRÜVEG, now also belonged to the Dresdner Straßenbahn AG network .

Tram operation in 1949 in the rubble field of the inner old town (view from the north end of Prager Strasse along Seestrasse and Schloßstrasse to the Catholic Court Church )

The time after the war

As a result of the Second World War , in particular the air raids on Dresden in February 1945, many routes were destroyed, then either temporarily restored or finally abandoned.

• The first air raid on Dresden took place on October 7, 1944, in which track damage was repaired within 24 hours, only on Schweriner Strasse it was not cleared until October 14, 1944.
• After the attack on January 16, 1945, which affected the west of the city (Friedrichstadt, Löbtau, Cotta, Oppellvorstadt), the damage caused was finally removed on January 21.
• After the 13.-15. Air raids that took place in February 1945 were only 44.9 kilometers in operation (Weixdorf / Hellerau-industrial site, Weißig-Bühlau-Weißer Hirsch (Plattleite), Weinböhla-Trachau (Geblerstrasse), Cossebaude-Schunckstrasse, Hainsberg-Depot Freital, Kreischa-Niedersedlitz) . By March 1, 1945, with a route length of 97 kilometers, approx. 52 percent of the route length of February 12, 1945 (185.5 kilometers) was operated again.
• The air raids of March 2, 1945 affected the old and new towns, the south and east of Dresden, so that afterwards only 77.9 kilometers of route network were in operation.
• By April 13, a total of 131.8 kilometers of route network had been restored (72 percent of the network of February 12, 1945) when the network was again reduced by the construction of anti-tank barriers.
• On April 17, 1945, the last air raid on Dresden took place on various places, mainly the Friedrichstadt, Löbtau and the Dresden railway systems, after which only 31.6 kilometers (17 percent of the network from February 12, 1945) were passable.
• From April 23 to 28, 1945, operations were completely shut down (total failure of the electrical energy supply).

On May 7, 1945 - at this time 123.3 kilometers of the route network were in operation again - the four Elbe bridges in the center were blown up by the SS, the Red Army reached Dresden and at around 5 p.m. the tram service was completely shut down. On May 8, 1945, the Red Army entered Dresden. On May 12, 1945, operations were resumed on the first stretch, Hainsberg – Planettastraße (Fritz-Schulze-Straße) with a length of 8.8 kilometers.

Time of the GDR

From Laubegast to Cossebaude: Line 19 on Borsbergstraße, summer 1958

Track construction in Warthaer Strasse, 1969

The Tatra units have been in service since February 1969 and were used in multiple traction. In the night traffic of the 1990s, they sometimes drove as a single car.

The most serious tram accident in the history of the city of Dresden occurred on December 9, 1959 in Dresden-Plauen. Driving too fast on the icy, sloping stretch from Coschütz derailed the sidecar on line 11 in the Westendring hairpin bend, leaving 11 dead and over 70 injured.

Conductor operations were gradually abolished in the trams. Initially, the railcar was only set up for season ticket holders and marked with a "Z". Then there was no conductor for the middle car with two trailers, so that only the last car remained for paying passengers ("ZZ"). The conductor in the last car collected and took over the dispatch signal at stops and when maneuvering. From September 16, 1963, the conductorsless operation was gradually introduced through the use of payment boxes until 1967. The wagons were then marked with "OS" (no conductors). The driver was then responsible for handling the stops himself.

From 1968 tram cars from the Czechoslovak manufacturer ČKD Tatra were procured and used. For ČKD Tatra, Dresden was a test field for the export of railcars to the GDR. Three Tatra T3 railcars (6401, 6402, 6405) were in trial operation in Dresden from December 1964 to May 1965. The use of this type was only possible to a limited extent due to the width of 2.5 meters in regular service and was only used on the routes Waltherstrasse depot - Tolkewitz depot and Neustädter Markt - Klotzsche station.

With the participation of the Dresden transport company, the Tatra T4 D with a width of 2.2 meters and the accompanying sidecar B4D was specially developed for the GDR transport company . The transport company of the city of Dresden used these railcars and sidecars from 1968 to 1984. The Tatra cars initially had a red-beige paintwork. The network was reformed on May 4, 1969 because of the now existing option of using large trains up to 45 meters long (multiple units + multiple units + sidecars). Some of the main features of these changes have been preserved to this day. In 1986 the Tatra T6A2 D was also tested in Dresden and remained in operation in small numbers until 2001.

On December 18, 1977, the last tram ride on the Lockwitztalbahn took place. The remaining vehicles were then transferred before the overhead line was dismantled at the beginning of 1978 . Individual other lines were also shut down by 1990, such as the line to Freital-Hainsberg on May 26, 1974 or the line to Pillnitz on April 9, 1985 . The line to Cossebaude was closed on December 2, 1990, a few weeks after reunification.

Historical development of the Dresden tram network

Line overview from 1883

Information for the timetable of October 7, 1883 according to Hermann Großmann: The municipal significance of the tram system is highlighted in the development of the Dresden trams. Wilhelm Baensch, Dresden 1903.

Starting station	final destination	Line length in kilometers
Blowjoke	Bohemian train station	7.197
Plauen	Postplatz	2.995
Löbtau	Postplatz	2.608
Waldschlößchen	Postplatz	4.025
arsenal	Bohemian train station	5.023
Georgplatz	Neustadt train stations	2.673
Pieschen	Postplatz	3.462
Bautzner Strasse	Georgplatz	4,347
Chasing	Neumarkt	4.025
Striesen	Schäferstrasse (through Kreuzstrasse)	6.102

Line overview from 1901

These and other route network overviews have been compiled according to the history of the Dresden tram

Starting station	final destination	comment
Dresdner Straßenbahn AG
Plauen	Blasewitz / Loschwitz
Central Station	Johannstadt (Fürstenstrasse)
Georgplatz	Neustadt (Hechtstrasse)
Central Station	Albertstadt (Arsenal)
Chasing	Neustadt (Waldschlößchen)
Waldschlößchen	Bühlau
Postplatz	Wolfnitz
Postplatz	Plauen
Postplatz	Pecked
Leaf guest	Cotta
Georgplatz	Neustädter Bahnhof
Blowjoke	Neugruna (Ludwig-Hartmann-Str.)
German tram company
Friedrichstadt (Friedrichstrasse)	Blowjoke
Theater square	Neumarkt
Wild man	Südvorstadt (Bergkeller)
Neustädter Bahnhof	Marienstrasse
Trachenberge (St. Pauli Cemetery)	Neustadt (Albertplatz)
Neumarkt	Gruna
Albertstadt (Grenadier Barracks)	Güntzplatz
Palace Square	Loschwitz
Postplatz	Plauen (Habsburger Str.)
Central Station	Südvorstadt (Ackermannstr.)	Ring line

Line overview 1906

Resolution of the city council of 1904, but only after the city took over the two tram companies, now the “Städtische Straßenbahn”, in 1906. The former yellow (Dresden tram company) received the odd line numbers, the red one (German tram company to Dresden) the even line numbers. Line numbers 20 and 24 were intended for intermediate lines (analogous to 8 to 6), but were not used (incidentally, line 24 never existed in Dresden).

Line no.	Starting station	final destination	comment
1	Loschwitz	Plauen
2	Blowjoke	Friedrichstrasse
3	Central Station	Johannstadt (Fürstenstrasse)	via Pirnaischer Platz
4th	Theater square	Neumarkt	inner ring line
5	Hechtstrasse	Georgplatz
6th	Wild man	Räcknitz
7th	arsenal	Central Station
8th	Trachenberger Platz	Südvorstadt (Bergkeller)
9	Waldschlösschen	Leubnitz-Neuostra
10	Neustädter Bahnhof	Marienstrasse
11	Waldschlösschen	Bühlau	from 25 January 1906 from Neustadt station
12	St. Pauli cemetery	Albertplatz
13	Postplatz	Wolfnitz
14th	Neumarkt	Seidnitz
15th	Postplatz	Plauen
16	Grenadier barracks	Güntzplatz	The Güntzplatz was built in 1906 in the area today Dr. Külz ring / Pfarrgasse
17th	Postplatz	Pecked
18th	Schlossplatz	Loschwitz (- Pillnitz)
19th	Leaf guest	Cotta
21st	Leaf guest	Cotta (- Cossebaude)	from September 27, 1906
22nd	Postplatz	Plauen (Habsburger Str.) (- Deuben)
23	Striesen (Geisingstrasse)	Wettiner Str. Train station	via Postplatz
25th	Neustädter Bahnhof	Südvorstadt (Reichenbachstrasse)
26th	Central Station	Zschertnitz	open ring line over Albertplatz
27	Blowjoke	Ludwig-Hartmann-Strasse
28	Central Station	Johannstadt (Fürstenstrasse)	via the exhibition grounds (Stübelplatz)
30th	Old market	Striesen (Altenberger Str.)

Line overview from 1909

Line no.	Starting station	final destination	comment
1	Loschwitz or Suburb of Neugruna (Ludwig-Hartmann-Str.)	Suburb of Plauen (Chemnitzer Platz)
2	Blowjoke	Friedrichstrasse	1910 extended to the slaughterhouse
3	Neustädter Bahnhof	Barbarossaplatz
4th	Neustädter Bahnhof	Neustädter Bahnhof	Inner ring line via Schnorrstrasse
5	Hechtstrasse	Strehlener Platz - suburb of Zschertnitz
6th	Wild man	Bergkeller - suburb of Räcknitz
7th	arsenal	Suburb of Wölfnitz or Old cotta
9	Waldschlößchen	Suburb Strehlen - Leubnitz-Neuostra
11	Neustädter Bahnhof	Bühlau - Weißig	from Bühlau and the state tram
12	St. Pauli cemetery	Suburb of Gruna (Green Meadow) - Seidnitz
15th	Plauen (Ringstrasse)	Mickten suburb	extended to Radebeul - Kötzschenbroda
16	Grenadier barracks	Reichenbachstrasse
18th	Schlossplatz	Loschwitz - Pillnitz	from Loschwitz municipal association railway
19th	Leaf guest	Cotta suburb (shoemaker's house)
21st	Tolkewitz	Cossebaude	From Hst. Cotta state tram
22nd	Altenberger Strasse	Habsburger Str. - Hainsberg	from Habsburger Str. state tram
23	Striesen (Geisingstrasse)	Pfotenhauerstrasse	via Postplatz - Hauptbahnhof
26th	Central Station	Central Station	Outer ring line
	Pecked	Kötzschenbroda	meter-gauge Lößnitzbahn
	Leaf guest	Loweredlitz station - Zschachwitz	meter-gauge suburban railway

Line network 1927

The following tram lines operated in Dresden on November 24, 1927:

line	course
1	( Coßmannsdorf - Freital -) Plauen, Habsburgerstraße - Chemnitzer Platz - Münchner Platz - Nürnberger Platz - Reichsplatz - Bismarckplatz - Central Station - Prager Straße - Waisenhausstraße - Georgplatz - Johannesstraße - Pirnaischer Platz - Amalienstraße - Rathenauplatz - Marschallstraße - Sachsenplatz - Eliasplatz - Trinitatisplatz - Königsheimplatz - Blasewitz, Schillerplatz - alternately to: Loschwitz, Körnerplatz or Neugruna, Ludwig-Hartmann-Straße (Continuous night traffic only Plauen - Neugruna every 30 minutes; to Coßmannsdorf only on weekdays from 5 a.m. to 8 p.m. and Sundays from 8 a.m. to midnight, journeys from / to Coßmannsdorf begin / end in Loschwitz, additional journeys Plauen - Königsheimplatz during rush hour)
2	( Schlachthof -) Friedrich- / Waltherstraße - Ostraallee - Postplatz - Pirnaischer Platz - Stübelplatz - Stephanienplatz - Fürstenplatz - Wartburgstraße / Augsburger Straße - Barbarossaplatz - Hüblerplatz - Blasewitz, Schillerplatz - alternately to: Loschwitz, Körnerplatz or Neugruna, street station (no night traffic; to the slaughterhouse on weekdays 8:00 p.m. to midnight and on Sundays 8:00 a.m. to 1:00 p.m. only every second trip, to Neugruna only on weekdays, on Sundays all trips to Loschwitz)
5	( Hechtstraße / St.-Pauli-Friedhof -) Buchenstraße - Bischofsplatz - Alaunplatz - Markgrafenstraße - Kurfürstenplatz - Sachsenplatz - Marschallstraße - Rathenauplatz - Moritzring - Pirnaischer Platz - Maximiliansring - Georgplatz - Waisenhausstraße - Prager Straße - Central Station - Bismarckplatz - Lindenauplatz - Strehlener Platz ( - Zschertnitz, Moreaustraße ) (No night traffic; to the St. Pauli cemetery on weekdays 8:00 pm to midnight and on Sundays 8:00 am to 12:00 pm and 8:00 pm to 1:00 am only every second trip, to Zschertnitz on Sundays 8:00 am to 12:00 pm only every second trip)
6th	Wilder Mann - Trachenberger Platz - Riesaer Platz - Großenhainer Platz - Neustädter Bahnhof - Marienbrücke - Ostraallee - Postplatz - Dippoldiswalder Platz - Plauenscher Platz - Hohe Brücke - Bergstrasse - Reichsplatz - Räcknitz (Continuous night traffic every 60 minutes; additional journeys Wilder Mann - Postplatz / Breite Straße if required during rush hour traffic)
7th	alternating from Klotzsche, Königswald or Hellerau-Rähnitz - Arsenal - Albertplatz - Neustädter Markt - Schloßplatz - Theaterplatz - Postplatz - Freiberger Platz - Ebertplatz - Kesselsdorfer Straße - Wölfnitz (Continuous night traffic every 60 minutes from Klotzsche and Hellerau-Rähnitz to Wölfnitz; additional trips from Arsenal to Wölfnitz during daytime traffic, additional trips to the industrial site - Wölfnitz during rush hour)
8th	Striesen, Altenberger Straße - Pohlandplatz - Fürstenplatz - Stephanienplatz - Stübelplatz - Lennéplatz - Wiener Straße - Central Station - Plauenscher Platz - Könneritzstraße - Marienbrücke - Neustädter Bahnhof - Albertplatz - Kurfürstenplatz - Sachsenplatz - Eliasplatz - Trinitatisplatz - Wartburgstraße / Augsburger Straße - Barbarossaplatz - Striesen, Altenberger Street (drive in both directions, daily 5 a.m. - 2 a.m.)
9	Grenadierkaserne - Forststraße - Albertplatz - Neustädter Markt - Schloßplatz - Neumarkt - Maximiliansring - Georgplatz - Bürgerwiese - Lennéplatz - Zoo - Wasaplatz - Friedrich-August-Platz - Leubnitz-Neuostra, Finkenfangstraße (no night traffic, daily 5 a.m. to midnight)
10	Übigau, Böcklinstraße - Mickten - Erfurter Platz - Marienbrücke - Ostraallee - Postplatz - Falkenstraße - Plauenscher Platz - Central Station - Wiener Straße - Lennéplatz - Stübelplatz - Stephanienplatz - Fürstenplatz - Fürsten- / Pfotenhauerstraße (no night traffic, daily 5 a.m. - 2 a.m.)
11	( Weißig, Bahnhof -) Bühlau - Weißer Hirsch - Waldschlößchen - Albertplatz - Neustädter Bahnhof - Wilhelmplatz - Neustädter Markt - Schloßplatz - Neumarkt - Maximiliansring - Georgplatz (- Waisenhausstraße - Prager Straße - Central Station - Bismarckplatz - Reichsplatz - Nürnberger Platz - Südvorstadt, Nürnberger Straße ) (Continuous night traffic only Bühlau - Georgplatz every 60 minutes; to Weißig on weekdays and Sundays from 5 a.m. to 12 noon only every third trip, on Sundays from 12 noon to midnight every second trip, in rush hour traffic and additional trips Bühlau - Georgplatz if required)
12	St. Pauli Cemetery - Trachenberger Platz - Riesaer Platz - Großenhainer Platz - Neustädter Bahnhof - Albertplatz - Carolaplatz - Rathenauplatz - Moritzring - Pirnaischer Platz - Maximiliansring - Johann-Georgen-Allee - Stübelplatz - Comeniusplatz - Gruna (- Seidnitz - Dobritz, junction Reick - Leuben - Niedersedlitz station ) (Continuous night traffic every 60 minutes St. Pauli Cemetery - Niedersedlitz station; during rush hour every second journey ends in Dobritz, otherwise in Gruna)
13	Waldschlößchen - Albertplatz - Neustädter Markt - Schloßplatz - Neumarkt - Maximiliansring - Georgplatz - Bürgerwiese - Lennéplatz - Zoo - Wasaplatz - Friedrich-August-Platz - Reick, Strbf. (- Dobritz, Reick junction ) (continuous night traffic every 60 minutes Moritz- / König-Johann-Straße - Reick, Strbf .; to Dobritz only every second trip)
14th	Mickten, Wurzener Straße - Moritzburger Platz - Fritz-Reuter-Straße - Bischofsplatz - Alaunplatz - Markgrafenstraße - Kurfürstenplatz - Sachsenplatz - Marschallstraße - Rathenauplatz - Moritzring - Pirnaischer Platz - Maximiliansring - Georgplatz - Waisenhausstraße - Prager Straße - Central Station - Bismarckplatz (- Lindenauplatz - Strehlener Place ) (no night traffic, daily 5 a.m. - 2 a.m.; to Strehlener Platz only on weekdays in the afternoon)
15th	Mickten, Strbf. - Erfurter Platz - Wilhelmplatz - Neustädter Markt - Schloßplatz - Theaterplatz - Postplatz - Falkenstraße - Chemnitzer Platz (- Plauenscher Ring - Coschütz, Karlsruher Straße ) (Continuous night traffic every 30 minutes; after Coschütz on Sundays 8 a.m. - 1 p.m. only every second trip, otherwise all trips)
17th	Mickten, Sternstraße - Erfurter Platz - Neustädter Bahnhof - Albertplatz - Carolaplatz - Rathenauplatz - Striesener Platz - Fürstenplatz - Pohlandplatz - Striesen, Gottleubaer Straße (no night traffic, daily 5 a.m. - 1 a.m.)
18th	Cotta, Pennricher Straße - Fröbelstraße - Löbtauer Straße - Wettiner Platz - Postplatz - Pirnaischer Platz - Amalienstraße - Rathenauplatz - Marschallstraße - Sachsenplatz - Bönischplatz - Johannstadt - Barteldesplatz - Blasewitz, Schillerplatz - Loschwitz (- Wachwitz - Niederpoyritz - Pillnitz ) (continuous night traffic every 30 minutes Cotta - Pfotenhauer / Fürstenstraße, every 60 minutes to Loschwitz; to Pillnitz only every third trip on weekdays, every second trip on Sundays)
19th	alternating from Cossebaude - Gohlis - Stetzsch - Kemnitz - Briesnitz - ... or Leutewitz - Roquettestraße - Hamburger Straße - Wettiner Platz - Postplatz - Pirnaischer Platz - Amalienstraße - Rathenauplatz - Striesener Platz - Fürstenplatz - Pohlandplatz - Tolkewitz - alternately to: Laubegast, Kronstädter Platz or Leuben - Niedersedlitz station (Continuous night traffic every 60 minutes from Cossebaude and Leutewitz to Niedersedlitz; to Laubegast daily 5 a.m. - 2 a.m., trips from Cossebaude to Niedersedlitz, trips from Leutewitz to Laubegast)
20th	Cotta, Roquettestraße - Altcotta - Kronprinzenplatz - Kesselsdorfer Straße - Ebertplatz - Freiberger Platz - Postplatz - Pirnaischer Platz - Amalienstraße - Rathenauplatz - Striesener Platz - Fürstenplatz - Pohlandplatz - Striesen, Gottleubaer Straße (- Tolkewitz, Strbf. ) (no night traffic, daily 5 a.m. - 2 a.m.; to Tolkewitz only on weekdays 5 a.m. - 8 p.m. and Sundays 1 p.m. - 8 p.m.)
22nd	( Coßmannsdorf - Freital -) Plauen, Habsburgerstraße - Löbtauer Straße - Wettiner Platz - Postplatz - Pirnaischer Platz - Stübelplatz - Stephanienplatz - Fürstenplatz - Wartburgstraße / Augsburger Straße - Barbarossaplatz - Striesen, Altenberger Straße (Continuous night traffic every 60 minutes; to Coßmannsdorf on weekdays from 5 a.m. to midnight and on Sundays from 8 a.m. to midnight only every second trip)
26th	Central station - Wiener Straße - Lennéplatz - Stübelplatz - Kaulbachstraße - Holbeinplatz - Sachsenplatz - Kurfürstenplatz - Albertplatz - Neustädter Bahnhof - Marienbrücke - Könneritzstraße - Plauenscher Platz - Central Station (operated in both directions; no night traffic, only on weekdays from 5 a.m. to 11 p.m. and on Sundays from 8 a.m. to 11 p.m.)
-	Lößnitzbahn : Mickten, Strbf. - Trachau - Radebeul - Kötzschenbroda (- Zitzschewig ) (meter gauge) (No night traffic; to Zitzschewig on weekdays from 5 a.m. to 8 p.m. and on Sundays from 8 a.m. to 1 p.m. only every third trip, otherwise every second trip)
-	Suburban railway : Niedersedlitz station - Putjatinplatz - Altkleinzschachwitz - Kleinzschachwitz - Zschieren, ferry (no night traffic, daily 5 a.m. to midnight)

There was also the meter-gauge Lockwitztalbahn from Niedersedlitz to Kreischa, which, however, was still operated independently in 1927.

Line overview for 1929

Line no.	Starting station	final destination	comment
1	Loschwitz	Habsburger Str. - Hainsberg
2	Loschwitz	slaughterhouse
3	Wild man	Altenberger Str.
4th	Wettinerstraße station - main station	Pfotenhauerstrasse
5	St. Pauli cemetery	Nürnberger Strasse	via Hechtstrasse
6th	Wild man	Räcknitz (from 1931 to Coschütz)	via Postplatz - Plauen (Chemnitzer Str.)
7th	Weixdorf	Wolfnitz
9	Grenadier barracks	Leubnitz-Neuostra
10	Übigau	Altenberger Strasse
11	Zschertnitz	Bühlau - Weißig
12	St. Pauli cemetery	Niedersedlitz
13	Waldschlößchen	Dobritz
14th	Pecked	Central station (Werderstrasse)
15th	Coschütz	Pecked	Tariff endpoint Trachau (Geblerstrasse)
16	Neugruna (Ludwig-Hartmann-Str.)	Habsburg Street
17th	Pecked	Gottleubaer Strasse
18th	Pillnitz - Loschwitz	Leutewitz
19th	Cossebaude	Niedersedlitz
20th	Leutewitz	Altenberger Strasse
21st	Gruna (Green Meadow)	Habsburg Street	Plauen (Habsburgerstrasse)
22nd	Leaf guest	Habsburger Str. - Hainsberg
26th	Central Station	Central Station	Ring line "26 ring"
	Niedersedlitz	Zschieren	Suburban train
	Pecked	Kötzschenbroda - Zitzschewig	meter-gauge Lößnitzbahn

Line overview for 1938

Linin no.	Starting station	final destination	comment
1	Loschwitz	Planettastraße
2	Loschwitz	slaughterhouse
3	Wild man	Altenberger Strasse
5	St. Pauli Cemetery	Central Station
6th	Wild man	Coschütz
7th	Weixdorf	Wolfnitz
8th	Hellerau	Wolfnitz
9	Grenadier barracks	Leubnitz-Neuostra
10	Übigau	Altenberger Strasse
11	Weißig - Bühlau	Nürnberger Strasse	Shuttle service Weißig - Bühlau
13	St. Pauli cemetery	Dobritz
14th	Zschertnitz	Pecked
15th	Weinböhla	Niedersedlitz
16	Neugruna (Ludwig-Hartmann-Str.)	Planetteastrasse
17th	Pecked	Gottleubaer Str.
18th	Pillnitz	Leutewitz
19th	Niedersedlitz	Cossebaude
20th	Leutewitz	Altenberger Strasse
22nd	Leaf guest	Hainsberg
25th	Trachau (Geblerstrasse)	Kleinzschachwitz
26th	Central Station	Central Station	Ring line "26 ring"
31	Niedersedlitz	Kreischa	Lockwitztalbahn

Line overview for 1945

After the bombing raids of February 1945 there was no longer a coherent network. There were only individual partial lines (up to May 1945 on about 123 km route length).

Line overview at the end of February 1945

Line no.	Starting station	final destination	comment
7/8	Weixdorf / Hellerau	Neustadt (Bischofsweg)
11	Whitish	White deer (Plattleite)
15th	Weinböhla	Pecked
19th	Cossebaude	Cotta (Schunkstrasse)
22nd	Hainsberg	Freital station
31	Niedersedlitz	Kreischa

Line overview from June 2, 1945

Line no.	Starting station	final destination	comment
3	Leaf guest	Johannstadt (Sachsenplatz)
6th	Wild man	Neustädter Bahnhof
7th	Weixdorf	Neustadt (Bischofsweg)
8th	Hellerau	Neustadt (Bischofsweg)
9	Dobritz	Lüttichaustr.
10	Übigau	Pecked
11	Weißig - Bühlau	Neustadt (Forststrasse)
13	Trachenberge (St. Pauli Cemetery)	Neustädter Bahnhof
15th	Weinböhla	Neustadt (Uferstrasse)
115	Niedersedlitz	Johannstadt (Stübelplatz)
16	Neugruna (Ludwig-Hartmann-Str.)	Johannstadt (Sachsenplatz)
18th	Pillnitz	Johannstadt (Sachsenplatz)
18th	Friedrichstadt (Cottaer Str.)	Leutewitz (Gottfried-Keller-Str.)
19th	Niedersedlitz	Johannstadt (Fürstenplatz)
20th	Leutewitz	Wolfnitz
22nd	Hainsberg	Plauen (Planetteastr.)	about Freital
25th	Johannstadt (Stübelplatz)	Kleinzschachwitz
26th	Johann-Georgen-Allee	Johannstadt (Sachsenplatz)
31	Niedersedlitz	Kreischa

Since July 14, 1945 there was again a continuous tram connection through the destroyed city center. Line 22 ran again between Hainsberg - Freital - city center (without a stop) - Tolkewitz.

Line overview from December 31, 1945

Line no.	Starting station	final destination	comment
2	slaughterhouse	Neustadt (Forststrasse)
3	Striesen (Huttenstrasse)	Striesen (Altenberger Str.)
6th	Wild man	Wallstrasse
6th	Plauen (Fritz-Schulze-Str.)	Coschütz
7th	Weixdorf	Georgplatz	from the end of 1946 back to Wölfnitz
8th	Hellerau	Georgplatz	from the end of 1946 back to Wölfnitz
9	Dobritz	Neustädter Bahnhof	from the end of 1946 extended to Klotzsche (Deutsche Eiche)
10	Übigau	Pecked	from the end of 1946 to Südvorstadt (Nürnberger Str.)
11	Weißig - Bühlau	Neustädter Bahnhof	from the end of 1946 back to Südvorstadt (Nürnberger Str.)
13	Trachenberge (St. Pauli Cemetery)	Leubnitz-Neuostra
15th	Weinböhla	Wallstrasse
115	Niedersedlitz	Freital (tram station)
16	Neugruna (Ludwig-Hartmann-Str.)	Johannstadt (Sachsenplatz)	from the end of 1946 extended to Neustädter Bahnhof
18th	Pillnitz	Leutewitz (Gottfried-Keller-Str.)
19th	Niedersedlitz	Cossebaude
20th	Leutewitz	Wolfnitz
22nd	Leaf guest	Hainsberg	about Freital
25th	Trachau (Geblerstrasse)	Kleinzschachwitz
26th	Lüttichaustr.	Johannstadt (Sachsenplatz)	from the end of 1946 again as the "26er-Ring" line
31	Niedersedlitz	Kreischa

Line overview from December 31, 1949

Line no.	Starting station	final destination	comment
2	Loschwitz	slaughterhouse
3	Tolkewitz	Freital (tram station)
4th	Trachenberg	Mockritz
7th	Weixdorf	Wolfnitz
8th	Hellerau	Leutewitz
9	Wild man	Kleinzschachwitz
11	Bühlau	Coschütz
13	Übigau	Leubnitz
15th	Südvorstadt (Nürnberger Str.)	Weinböhla
16	Wild man	Leaf guest
18th	Pillnitz	Leutewitz (Gottfried-Keller-Str.)
19th	Niedersedlitz	Cossebaude
31	Niedersedlitz	Kreischa

Line overview from December 31, 1950

Line no.	Starting station	final destination	comment
2	Loschwitz (Calberlastrasse)	slaughterhouse
3	Tolkewitz	Freital (tram station)
4th	Trachenberg	Mockritz
5	Leutewitz	Übigau
6th	Südvorstadt (Nürnberger Str.)	Klotzsche
7th	Weixdorf	Wolfnitz
8th	Hellerau	Leutewitz
9	Wild man	Kleinzschachwitz
10	Johannstadt	Reick
11	Bühlau	Coschütz
12	Kleinzschachwitz	Hainsberg
13	Leubnitz	Radebeul-East
14th	Niedersedlitz	Radebeul-West
15th	Südvorstadt (Nürnberger Str.)	Weinböhla
16	Wild man	Leaf guest
17th	Leuben	Wolfnitz
18th	Pillnitz	Cotta
19th	Niedersedlitz	Cossebaude
31	Niedersedlitz	Kreischa

Line overview at the end of 1961

Line no.	Starting station	final destination	comment
2	Loschwitz (Calberlastrasse)	slaughterhouse
3	Tolkewitz	Freital (tram station)
4th	Trachenberg	Mockritz
5	Reick	Übigau
6th	Südvorstadt (Nürnberger Str.)	Industrial site
7th	Weixdorf	Wolfnitz
8th	Hellerau	Leutewitz
9	Wild man	Kleinzschachwitz
10	Striesen	Übigau
11	Bühlau	Coschütz
12	Niedersedlitz	Hainsberg
13	Leubnitz	Radebeul-East
14th	Kleinzschachwitz	Radebeul-West
15th	Plauen (Münchner Str.)	Weinböhla
16	Wild man	Niedersedlitz
17th	Niedersedlitz	Wolfnitz
18th	Pillnitz	Leutewitz
19th	Leaf guest	Cossebaude
20th	Johannstadt	Cotta
31	Niedersedlitz	Kreischa
50	Leaf guest	Cotta	Special line in rush hour traffic
51	Niedersedlitz	Gohlis (Strbf)	Special line in rush hour traffic
52	Industrial site	Radebeul-East	Special line in rush hour traffic
53	Industrial site	Tolkewitz	Special line in rush hour traffic
54	Leuben	Radebeul-West	Special line in rush hour traffic
55	Plauen	Coswig	Special line in rush hour traffic
56	Südvorstadt	Wild man	Special line in rush hour traffic
57	Wolfnitz	Strbf.Klotzsche	Special line in rush hour traffic
59	Hainsberg	Radebeul-West	Special line in rush hour traffic

Line overview from May 4, 1969 (new line network)

Line no.	Starting station	final destination	comment
1	Coschütz	Johannstadt
E1	Coschütz	Fucik Square
2	Leaf guest	Cotta
3	Wild man	Freital-Hainsberg
4th	Pillnitz	Radebeul West
E4	Loschwitz	Radebeul West
5	Südvorstadt (Nürnberger Str.)	Weinböhla
6th	Wild man	Niedersedlitz
E6	Neustadt station	Niedersedlitz
7th	Weixdorf	Wolfnitz
E7	Industrial site	Wolfnitz
8th	Hellerau	Leutewitz
9	Kleinzschachwitz	Übigau
10	Tolkewitz	slaughterhouse
11	Bühlau	Plauen
12	Cossebaude	Niedersedlitz
13	Leubnitz	Mickten (- Übigau)
E13	Reick	Radebeul East
14th	Kleinzschachwitz	Leutewitz
E.	Südvorstadt	Industrial site
31	Niedersedlitz	Kreischa

Line overview at the end of 1975

Line no.	Starting station	final destination	comment
1	Cossebaude	Johannstadt
2	Leaf guest	Cotta
3	Wild man	Plauen
4th	Pillnitz	Radebeul-West
E4	Postplatz	Radebeul-West
5	Südvorstadt (Nürnberger Str.)	Weinböhla
6th	Wild man	Niedersedlitz
7th	Weixdorf	Wolfnitz
E7	Industrial site	Wolfnitz
8th	Hellerau	Leutewitz
9	Kleinzschachwitz	Übigau
10	Tolkewitz	slaughterhouse
11	Bühlau	Plauen
12	Niedersedlitz	Coschütz
13	Reick	Übigau
E13	Reick	Radebeul-East
14th	Kleinzschachwitz	Leutewitz
15th	Wolfnitz	Loschwitz
31	Niedersedlitz	Kreischa

Line overview 1991

line	End point	Remarks
1	Leutewitz - Tolkewitz
2	Gorbitz - Laubegast
3	Wild Man - South Suburb
4th	Weinböhla - Johannstadt
5	Radebeul West - Plauen
6th	Wilder Mann - Bf. Niedersedlitz
7th	Weixdorf - Wölfnitz
8th	Hellerau - Leutewitz
9	Friedrichstadt - Kleinzschachwitz
10	Gorbitz - Laubegast
11	Plauen - Bühlau
12	Bf. Niedersedlitz - Coschütz
13	Übigau - Prohlis
14th	Kleinzschachwitz - Strbf. Waltherstrasse
15th	Übigau - Zschertnitz
16	Mickten - Zschertnitz
17th	Wölfnitz - Prohlis
26th	Johannstadt - Fetscherplatz	open ring line

vehicles

The 45-meter-long low-floor articulated railcar NGT D12DD is DVB's showcase vehicle

Workplace of the dispatcher for tram traffic in the operations control center in Trachenberge

The vehicles are painted in the city ​​colors black and yellow . In the meantime, a large part of the vehicle fleet has been modernized, equipped with new information technology and made barrier-free . This includes the BLIS ( information system for the blind ), the electronic destination displays and passenger information monitors, which are controlled by the IBIS (Integrated On-Board Information System) . The communication between every vehicle in the DVB AG network and the operations control center is carried out in a modern form via the computer-aided operations control system (RBL) and interfaces such as the IBIS device via data telegrams (every 15 seconds to the control center) and infrared beacons (installed on routes) realized.

The vehicle fleet has been continuously modernized since around 1993. Immediately after German reunification, work began on modernizing the Tatra wagons (T4D) . In the meantime, all Tatra wagons that are still in existence are at this modernized level. Since the beginning of 1996, the transport companies have been converting their tram fleet to look like a tram, but a tram in the classic sense is not supposed to run. The aim is to run a large part of the routes on their own tracks and to build stops (platforms) that are suitable for the handicapped and thus give the Dresden tram a character similar to that of a light rail. Therefore the Tatra wagons were taken out of regular service until 2010.

The topography makes special demands on the vehicles in Dresden . The highest point in the tram network is the Bühlau end point. At 300 meters above sea ​​level, it is almost 190 meters higher than the city center. Other sections (such as the Gorbitz – Pennrich line, which was opened in 2008) also reach points that are one hundred meters higher than the city center. The low-floor cars are - measured per ton of weight - about twice as fast motorized like the Tatra cars.

The fleet currently includes the following vehicles: The modernized T4D -MT multiple units (modernized, with thyristor control) are only used occasionally on the student line E3, the stadium feeder E10 and the exhibition line 20, otherwise they serve as a reserve. During the modernization of the crime rate between 1994 and 1997, so-called “TB4D” railcars were created from normal railcars , which only have an auxiliary driver's cab but could drive independently. Double and triple units are used here. In May 2010, the departure of the Czech vehicles from scheduled service after 40 years of service in Dresden was celebrated.

Between 1995 and 1998 DVB moved into the first low-floor wagons with the articulated railcar NGT6DD . Of the total of 60 vehicles, 13 are designed as bidirectional vehicles . These vehicles can be used primarily for construction work that does not allow turning. Both versions have a total length of 30 meters and can carry around 200 passengers.

In 2001/2002, the transport company had the articulated railcar NGT8DD built. At 41 meters, it is a 2-segment longer version of the NGT6DD. There is space for 256 passengers. The 23 wagons of this type were the first low-floor wagons in Dresden that could replace the Tatra large trains (T4D + T4D / TB4D + B4D) with their capacity on heavily used lines.

NGT8DD in Dresden-Plauen

Since the introduction of the 45 meter long, 12-axle type NGT D12DD railcars in 2003-2005, the Tatra B4D-MS sidecars have not been used any more. The transport company bought 32 cars and ordered a similar short version. A railcar can carry a total of 260 passengers. The first car was named “ City of Bautzen ” after the place of manufacture . With the exception of the 17th car, which is also the 100th low-floor tram in Dresden and was christened “ Free State of Saxony ”, many of the cars are named after cities in Saxony, primarily from the Dresden transport association . The NGT D12DD are the 2nd generation of low-floor wagons, and the experience gained was incorporated into their development. The NGT D12DD has fully-fledged bogies again under the long segments of the railway (as in the Tatra wagons) instead of the fixed bogies under the short segments of the 1st generation. Other innovations include: B. the passenger information in the interior via TFT screens. So z. B. the next stop with additional information or the following four stops can be displayed (the displays alternate cyclically).

The low-floor car type NGT D8DD is the short version of the type NGT D12DD and is very similar in appearance and technology. The interior design differs only in the arrangement of the seats in the door areas and in the updated passenger information system, which also supports English text output. With a length of 30 m, the modern vehicles can also be used on lines that are not in demand. During an inauguration ceremony, the first train with the number 2601 was baptized in the name of the twin city Columbus / Ohio ; In future, all of Dresden's twin cities are to be honored in this way. These cars have been running on the Dresden route network since September 2006. The order was for 20 wagons and two redeemed options for 10 additional vehicles each, so that 40 wagons of this type roll on Dresden's tracks. A delivery of 11 further 12-axles between 2009 and 2010 completed the low-floor vehicle fleet. Since May 2010, 166 low-floor cars have taken over the entire operation, 83 each of the 1st and 2nd generation. The Tatras are now only used in exceptional cases, e.g. B. on line 8, as a student shuttle on line E3, as a school booster on lines E6 and E11, for football matches as line E10 (Bahnhof Mitte - Hauptbahnhof - Dresden stadium - Fetscherplatz ) and as line 16 when the tram museum is open, otherwise they form a reserve for major events such as B. the 2011 Kirchentag .

On August 22, 2019, the contract between Bombardier Transportation and DVB for the delivery of the next generation of vehicles was signed. A total of 30 railways are to be purchased. The railways designated as NGT DXDD are to be ten-axle vehicles with a length of 43 meters and a width of 2.65 meters for the first time in Dresden. As in Rostock, the railways will only be wider than the platform height 2.65 meters so that they can use the same platforms as the previous railways. The railways should also be fully air-conditioned and equipped with WiFi and USB charging sockets. From the new railways, 21 one-way and 9 bidirectional cars would be ordered. There is an option to deliver an additional 10 lanes. The order, worth 197 million euros, also includes maintenance for 24 years. The project was supported by the Free State of Saxony with 102 million euros from the Regional Fund for Regional Development (ERDF). The first train should be delivered in summer 2021. The delivery and commissioning of the railways should be completed by autumn 2023. The new railways can only run on routes that are already equipped with a track center distance of 3 meters. These would be lines 2 and, after the expansion of Großenhainer and Königsbrücker Straße, lines 3 and 7.

All NGT D12DD and NGT D8DD have video surveillance systems since the beginning . All vehicles of the types NGT6DD and NGT8DD have now been retrofitted with cameras .

CarGoTram freight tram

The fleet has bidirectional vehicles for use in construction work. When using connecting switches , these vehicles can turn around without turning loops .

A special feature in the fleet, the cargo tram CarGoTram . With her the Dresden Transport supply the central location in Dresden Transparent Factory of Volkswagen . In addition, two trains run on the slightly more than four kilometers long route between the vehicle plant and the logistics center in Dresden's Friedrichstadt . With a length of almost 60 meters, these trains are the longest vehicles in Dresden's road traffic . In order to avoid traffic disruptions, there are several routes for the railways.

The Dresden Tram Museum is located in the Trachenberge depot . Historic Dresden tram vehicles are collected there, for example the Große Hecht , and the Dresden Tram Museum e. V. maintained. The Tram Museum can be visited once a month (after registration) or on the spring and autumn opening days.

Surname	image	origin	Construction year	number	LÜP	Number of axles	Empty weight	V max	power	promotion
NGT DXDD-ER		Bombardier Bautzen	2021-2023	21st	43,300 mm	10		70 km / h		295 people
NGT DXDD-ZR		Bombardier Bautzen	2021-2023	9	43,300 mm	10		70 km / h		295 people
NGT D12DD		Bombardier Bautzen	2003-2005 2009-2010	43	45.090 mm	12		70 km / h		295 people
NGT D8DD		Bombardier Bautzen	2006-2009	40 (in 2 series with 20 cars each)	30,040 mm	8th	38.7 t	70 km / h	510 kW	172 people (first series), 176 people (second series)
NGT8DD		Bombardier Bautzen	2001-2002	23	41,020 mm	8th	48.1 t	70 km / h	570 kW	256 people
NGT6DD-ER		DWA Bautzen	1995-1998	47	30,280 mm	6th	33.4 t	70 km / h	380 kW	184 people
NGT6DD-ZR		DWA Bautzen	1995-1998	13	30,280 mm	6th	34.5 t	70 km / h	380 kW	184 people
T4D -MT / TB4D		ČKD Tatra Mountains	1968-1984	13 railcars, 6 railcars	15,000 mm	4th	17.22 t (T4D-MT), 17.1 t (TB4D)	60 km / h	172 kW	74 people (T4D-MT), 77 people (TB4D)
CarGoTram		Schalke ironworks	2000	5 powered end cars and 7 intermediate cars (2 trains)	59,400 mm	20th	90.0 t	50 km / h	900 kW	60 t load

• 

  ET 54 at the final stop in Plauen

• 

  The old Lottchen children's tram , now in the GDR Museum in Pirna

• 

  ET 57 on the Blue Wonder

• 

  T4D-T4D-B4D large train in original paintwork ( museum vehicles of the tram museum )

• 

  The new Lottchen children's tram

• 

  A traction of 3 Tatra T4D-MT on the Carolabrücke

Measuring tram

Since March 2009, the transport company has been using a measuring tram which is supposed to collect data on structural loads in normal use over at least five years. The tram is an articulated railcar NGT D8DD . The Institute for Railway Vehicles and Railway Technology of the Faculty of Transportation Science at the TU Dresden deals with the evaluation of the data . The findings will later help to improve simulations of the material load, optimize maintenance intervals and develop improved vehicles. Other partners are participating in the project, such as the vehicle manufacturer Bombardier Transportation with its plant in Bautzen or the material research company IMA Dresden. The vehicle carries full advertising advertising the project and all partners. The train also runs in regular service with the usual equipment.

Depots

Tatra T4D as a rail grinding car at the Waltherstrasse depot

Converted Tatra T4D as a contact line inspection vehicle in front of the Tolkewitz depot

Since the new depot in Gorbitz (including workshops) in the west of the Dresden network went into operation in 1996 , most of the originally quite numerous smaller tram depots have been gradually shut down. In addition to Gorbitz, only the depots in Trachenberge (in the north-west) and in Reick (in the south-east) remained from 2007 . The latter was fundamentally renewed and expanded from 2005 to 2007. All systems are designed as modern depots with track loops and, unlike the smaller systems, do not require maneuvering in public traffic areas.

Gorbitz depot

The Gorbitz depot is located to the south-west of the tram network and covers an area of ​​11,000 m². In addition to the storage hall with twelve tracks, the depot also includes the operations workshop with six tracks and the main workshop with an attached ancillary workshop, which comprises five tracks. Periodic inspections are carried out in the company workshop and general inspections and extensive repairs are carried out in the main workshop. The transport companies can carry out repairs and repairs on bogies and paint vehicles in the specialized workshop. It replaced the Naußlitz depot , which today houses a “ Kaufland ” supermarket. The main workshop was previously located in the Tolkewitz depot, which has now also been closed (this was only designed for repairing the Tatra railway).

Reick depot

The Reick depot is located on the south-eastern edge of the network and is mainly designed as a parking facility. It replaces the old vehicle hall in Reick and the facility in Tolkewitz and has nine 150 meter long tracks in a storage hall. 45 of the 30-meter railcars can be parked in Reick. All eastern terminal stops (Laubegast, Kleinzschachwitz, Niedersedlitz and Prohlis) south of the Elbe can be reached directly by expanding an intersection in Leuben. The facility also has a three-track hall for cleaning work in and on the vehicles.

The 6200 m² facility is located on the site of the old depot. This had its entrance on the Mügelner Strasse, which runs north of the plant. The entrance to the new depot, on the other hand, is on the southern new line from Albert-Wolf-Platz to Altreick. In the past, a siding connected this depot with the Dresden-Reick freight yard , but this was dismantled together with the freight yard in the first years of the 21st century.

Trachenberge depot

The Trachenberge depot is located in the north of Dresden, between Heidestrasse and Trachenberger Strasse. It is designed as a parking facility and also offers parking space for 34 buses. In addition, it contains the tram museum in the old vehicle hall . The Dresden transport company has its headquarters on the site .

The celebration of 140 years of trams in Dresden (starting with the horse-drawn tram ) took place at the Trachenberge depot in September 2012 . In this context, the first ever European Tram to determine the best tram drivers in Europe took place. The winner was the Budapest tram team .

Other depots

There were also the depots in Dresden in Johannstadt (closed in 1998 and demolished for the new Max Planck Institute for Molecular Cell Biology and Genetics ), Gohlis (Meißner Straße 23, now used commercially), Naußlitz (converted into a Kaufland branch), Blasewitz (Tolkewitzer Straße, converted into a shopping center), Bühlau (today built with the Bühlau swimming pool), Klotzsche (meanwhile demolished) and Mickten (converted into a shopping center) as well as outside the city limits in Coswig (built with a shopping center and the town hall), Freital - Deuben and in Kreischa (meter gauge, for the Lockwitztalbahn ).

There is also the Waltherstrasse depot , which has only been used for DVB construction vehicles for a long time.

The Tolkewitz tram station was demolished in December 2015. The Tolkewitz school campus, which was inaugurated in summer 2018, was built on the site .

Line network since 1990

Trams at Postplatz before the stops were merged		Postplatz stop in Wallstrasse after the redesign

The last major reforms on which the current network is based took place in 2000 on the trams and in 2009 on the bus routes.

Twelve tram lines are currently in operation on a 213-kilometer network, the route network is 134.3 kilometers long, 11.7 kilometers of which are single-track.

Although the tram network is decentralized, Postplatz , where more than half of all lines run, can be described as the most important transfer point. Other important transfer stops are at Hauptbahnhof / Wiener Platz , Hauptbahnhof / Unter den Brücken, Hauptbahnhof Nord, at Pirnaischen Platz , at Bahnhof Mitte , at Straßburger Platz ( Transparent Factory ) and at Albertplatz . A total of two thirds of the lines cross the Elbe over one of the four inner-city bridges, line 6 is the only one twice ( Marien and Albert bridges ). The majority of the traffic axes that run parallel to the Elbe are south of the Elbe.

The street ring around the city center, the traditionally so-called 26 ring , is named after the route of the discontinued ring tram line 26. Every tram line in the city runs over or crosses parts of the ring. All of the city's major train stations and numerous other central transfer stations are located on this ring.

A special feature is the tram line 4, which runs outside of Dresden through the major district towns of Radebeul and Coswig and ends in Weinböhla . With a length of around 29 kilometers, it is by far the longest line in the tram network. Its run through Dresden - especially through the Laubegast district and through the inner old town past Theaterplatz - as well as through the wine-growing area in Radebeul makes the line interesting for tourists. DVB therefore markets them as the “Kul Tour line”. The lines of line 7 to Weixdorf and line 8 to Hellerau also have the character of interurban trams . Line 9 is marketed as a “shopping line” as it connects two large shopping centers on the outskirts and passes the important shopping centers and streets in the city center. Lines that are only being set up temporarily (e.g. due to construction work) traditionally receive numbers in the 40 range.

Line overview 1994

Overview of the standard tram lines in 1994.

Line no.	Starting station	final destination	comment
1	Leutewitz	Tolkewitz
2	Prohlis	Gorbitz
3	Wild man	Plauen
4th	Leaf guest	Übigau
5	Südvorstadt	Weinböhla
6th	Wild man	Niedersedlitz
7th	Wolfnitz	Weixdorf
8th	Hellerau	Leutewitz
9	Friedrichstadt	Kleinzschachwitz
10	Gorbitz	Leaf guest
11	Bühlau	Plauen
12	Coschütz	Niedersedlitz
13	Pecked	Prohlis
14th	Kleinzschachwitz	Wolfnitz
26th	Johannstadt	Johannstadt	Ring line via Neustadt station

Line overview 1999

Overview of the standard tram lines in 1999.

Line no.	Starting station	final destination	comment
1	Leutewitz	Tolkewitz
2	Gorbitz	Prohlis
3	Wild man	Coschütz
4th	Leaf guest	Weinböhla
5	Südvorstadt	Übigau
6th	Neustadt train station	Niedersedlitz
7th	Weixdorf	Gorbitz
8th	Hellerau	Central station
9	Kleinzschachwitz	Friedrichstadt
10	Gorbitz	Leaf guest
11	Bühlau	Zschertnitz
13	Pecked	Prohlis
14th	Kleinzschachwitz	Leutewitz
26th	Neustadt train station	Johannstadt

Current line overview

Schematic tram network with all stops, from November 26, 2011

line	Route (with important stops)	length	Travel time	Number of stops	Planned according to the "Stadtbahn 2020" project
1	Prohlis - Gruna - Straßburger Platz - Postplatz - Central Station - Leutewitz	15.2 km	47 min	34	equal
2	Kleinzschachwitz - Gruna - Straßburger Platz - Postplatz - Mitte train station - Cotta - Gorbitz	18.1 km	54 min	38	equal
3	Coschütz - Plauen - Central Station - Albertplatz - Neustadt Station - Wilder Mann	11.9 km	38 min	25th	equal
4th	Laubegast - Striesen - Straßburger Platz - Postplatz - Mickten - Radebeul - Coswig - Weinböhla	28.6 km	81 min	Direction Laubegast: 57, Direction Weinböhla: 56	equal
6th	Niedersedlitz - Tolkewitz - Schillerplatz - Sachsenallee - Neustadt station - Mitte station - Cottaer Straße - Löbtau - Wölfnitz	19.1 km	62 min	Direction Niedersedlitz: 48, Direction Gorbitz: 47, Wölfnitz - Niedersedlitz: 43, Niedersedlitz - Wölfnitz: 42	equal
7th	Weixdorf - Klotzsche - Albertplatz - Pirnaischer Platz - Central Station - Löbtau - Gorbitz - Pennrich	23.0 km	64 min	43	Weixdorf - Klotzsche - Albertplatz - Pirnaischer Platz - Central Station -  University - Löbtau - Gorbitz - Pennrich
8th	Hellerau - Albertplatz - Postplatz - Prager Straße - Central Station - Südvorstadt	13.3 km	39 min	27	Hellerau - Klotzsche - Postplatz -  Webergasse
9	Prohlis - Reick - Zoo - Lennéplatz - Central Station - Prager Straße - Postplatz - Neustädter Markt - Neustadt - Mickten - Kaditz	16.9 km	51 min	40	Prohlis - Reick - Wasaplatz -  University - Central Station - Prager Straße - Postplatz - Neustädter Markt - Neustadt - Mickten - Kaditz
10	(from line 12) Striesen, Ludwig-Hartmann-Str. - Straßburger Platz - Central Station - Central Station - Friedrichstadt - Dresden Exhibition Center	11.2 km	35 min	23	equal
11	Bühlau - Weißer Hirsch - Albertplatz - Neustadt Station - Postplatz - Central Station - Lennéplatz - Zschertnitz	15.8 km	46 min	31	Weißig - Bühlau - Weißer Hirsch - Albertplatz - Neustadt Station - Postplatz - Central Station - Lennéplatz - Zschertnitz
12	(from line 10) Striesen, Ludwig-Hartmann-Str. - Schillerplatz - Straßburger Platz - Prager Straße - Postplatz - Löbtau - Leutewitz	14.5 km	50 min	32	equal
13	Prohlis - Reick - Zoo - Lennéplatz - Strasbourg Square - Rosa-Luxemburg-Platz - Alaunplatz - Mickten (- Kaditz)	14.7 km	48 min	37 (according to Kaditz: 43)	equal
20 (demand line)	Messe Dresden - Postplatz - Central Station - Central Station - Messe Dresden (ring line)	3.7 km	13 min	23	equal

In the 1990s, line number 51 was used for the "Citysprinter", a high-speed tram line from Bühlau to Gorbitz. Business trips and special tours featuring the DVB with the line number 59. This corresponds to the tradition of the transport company from the 1960s, at that time were in the rush hour time requires covering additional lines with numbers of 51 introduced until the 59th This offered the “working people” a supplementary system, so that no transfer was necessary on busy routes on the way to work. On the spring and autumn opening days of the Dresden Tram Museum, the Ring Line 16 (Tram Museum - Albertplatz - Altmarkt - Anton- / Leipziger Strasse - Tram Museum) operates as a feeder. For certain events, line 20 is a tram line as a feeder from the city center to the Dresden Exhibition Center .

The most heavily used line is the 7 with around 51,500 passengers per working day.

Light rail concept

Driveway to Augustusbrücke on Schloßplatz , 2008

The light rail concept in Dresden differs from others in some ways. There are no subway-like routes planned in Dresden. There will therefore probably never be a light rail in the narrowest sense. In the inner city area , for example on Theaterplatz , a tram in the classic sense will continue to run. Due to the visual connections there, high-floor railways could very quickly be excluded. With the modernization of the vehicle fleet, the transport companies are relying on low-floor . In order to make the stops more comfortable, they are drawn to the middle of the street where there is a parking lane. In other cases the lane is raised to allow level boarding. In some places, stops are also secured by traffic lights. In addition to comfort, the main aim is to ensure accessibility .

In the city center, the trains sometimes run on special tracks , such as the route from the main train station to Albertplatz and the crossing main route from Straßburger Platz to Postplatz. The Carolabrücke is the only Elbe bridge in Dresden with structurally separate tram tracks. In the outskirts of the city, special railway bodies have been built, especially in recent years, for example the curved track on the southern Westendring in Coschütz , in which an altitude of 50 meters is overcome over a distance of almost 1 km. When connecting the large settlements of Gorbitz and Prohlis in the 1970s and 1980s, the routes were equipped with special railway bodies from the beginning, as was the case with the overland tram route to Weixdorf , Hellerau and Weinböhla outside the localities.

• Stop shapes
• 

  Elevation of the tramway for level entry if there is insufficient space, here at the Great Garden

• 

  Stop at the tram track, here on Pirnaischer Platz

• 

  Stop in an island location in the middle of the street, here at Dresden-Neustadt train station

• 

  Stop in the middle of the street, here in Kesselsdorfer Straße at the Tharandter Straße stop (modernized today)

In some places the tracks are designed as grass tracks in order to reduce noise and increase the rainwater drainage area ( surface unsealing ). Where tram routes run along parks and avenues , the grass track also has an aesthetic value. Next to or on busy roads, the special track body is partially paved so that it can be used by buses and rescue vehicles. There are priority circuits for trains and buses at crossings .

"Combibord" platform

At stops where buses and trams stop, the aim is to ensure that a barrier-free change is possible from both modes of transport. For this purpose, the Dresden transport company developed and patented the “ Combibord ” - a platform that can be used by both buses and trains without barriers. As with the Kassel special board , the “Combibord” can also be adapted to other low-floor buses and trains.

Network development

Since 1990

Since 1990 the tram network has been comprehensively converted several times. Above all, the number of lines was reduced, but individual sections of the route were also shut down, these are:

• Meißner Landstraße - Cossebaude (replaced by bus route 75 since 1990)
• Tharandter Straße - Altplauen - Reckestraße - Plauenscher Ring (replaced by bus route 63 since 1998, as well as a new line on a different route [Nöthnitzer Straße - Westendring])
• northern Fetscherstraße - Pfotenhauerstraße (replaced by bus line 305 since 2000, the tracks were removed when the feeder to the Waldschlößchenbrücke was expanded ).

The first major investment made after the fall of the Wall was the exemplary modernization of pilot line 2 in the 1990s ; selected for this purpose as one of the lines with a relatively large proportion of separate track, mainly because it runs on the two large network extensions from the socialist era in Prohlis (1981) and Gorbitz (1986).

In the course of the planning of the Waldschlößchenbrücke , a new construction route was planned from Fetscherstrasse via Stauffenbergallee to Königsbrücker Strasse . However, after being converted into a “tram option” in the meantime, it was finally deleted entirely from the “Waldschlößchenbrücke traffic train” project. This happened even though the transport companies had provided evidence of the economic benefit of such a route, because it corresponded to the priorities of transport policy at the time (preference for MIV ), see Dresden Bridge Dispute - section "Tram" .

Construction work on Postplatz, May 2006

In 1999 the new line to Coschütz between Nöthnitzer Strasse and Westendring was completed as a replacement for the disused line via Altplauen. Due to the flooding of the Elbe in 2002 , the route over the Kaditz flood channel to Übigau had to be abandoned and replaced by bus route 79. In 2004, the route from Sternstrasse via Elbepark to Kaditz (Riegelplatz) was built as a replacement . Another major construction project was the extensive renovation of the Postplatz , which was completed at the end of 2006, with a reduction from 8 to 4 platforms. Lines 1 and 2, which previously ran in a straight line over Schweriner Strasse, have since been initially run with line 12 on Freiberger Strasse.

After the previously single-track lines to the endpoints Kleinzschachwitz and Niedersedlitz were expanded to double-track in the 1990s, this also happened in 2006 on Leubener Straße between Leuben and Laubegast . Thanks to a new turning option at the Leubener Friedhof , Laubegast can now also be reached directly from the Reick depot. This new route for moving vehicles out and in was necessary because of the outsourcing of the Tolkewitz depot .

In February 2007, after four years, the route on line 6 from Dresden Mitte station to the Tharandter Strasse stop on Kesselsdorfer Strasse was reopened . A bridge over the Weißeritz river had to be rebuilt there after the floods in 2002 . On November 29, 2008, the new line from the Gorbitz depot via Gompitz to Pennrich was put into operation, which was the most significant network expansion in more than 20 years (at that time the development of the new development areas Prohlis and Gorbitz). On May 29, 2011, the 1.3 km extension of line 10 from the Vorwerkstraße stop to the new terminus at Messe Dresden was put into operation. The route runs with a newly built bridge parallel to the Schlachthofbrücke over the left Elbe River Ostra flood channel, after considerations about level passage and inductive energy supply using the Primove system from Bombardier Transportation were rejected. Construction began in July 2010, and this is the first "Priority A" project on the list approved by the city council in 2010.

future

In November 2009, the Dresden public transport company submitted plans for several new tram routes to the Dresden city council. At its meeting on April 15, 2010, the committee decided on a project list, divided into priorities A (high priority) to D (not to be pursued further), which should also be included in the transport development plan 2025plus. The plans for routes of priority level A have since been bundled in the overall Stadtbahn 2020 project and a corresponding framework application was submitted to the Dresden State Office at the beginning of March 2011 . The projects in detail are:

Priority A (see also Stadtbahn 2020 ):

• Reconstruction of the tram route from Johannstadt via Pfotenhauerstraße to Plauen (3.2 km) as the reintroduction of line 5, currently bus line 62, (temporarily deferred by funding)
• Construction of a new tram route from Bühlau to Weißig (3.5 km), but in the meantime deferred in priority C (currently bus route 61)
• Construction of a new tram route from Löbtau to Südvorstadt over the Nossener Bridge (operated by relocating line 7) and continuing over Zellescher Weg to Wasaplatz (relocating line 9), to relieve the burden on bus route 61

Priority B:

• New or reconstruction of the tram route from Wasaplatz to Leubnitz (bus route 75)
• Construction of a new tram route in the Wasaplatz corridor - Strehlen stop - Tiergartenstraße - Gruna - Striesen - Blasewitz (bus route 61)

Priority C:

• Corridor Tolkewitz - Seidnitz - Reick (approximate route of bus 65 between Schillerplatz and Hülßestrasse)
• Dohnaer Straße (bus route 66)
• Bürgerwiese (bus route 75)
• Reisewitzer Straße (roughly former line 8, today bus line 63)
• Briesnitz Cossebaude (former line 1, today bus line 75)
• Wilschdorf / Rähnitz corridor
• Waltherstrasse (via Waltherstrasse Bridge)
• Kesselsdorfer Straße (today's bus route 70)
• Straightening of Prohliser Allee (between Albert-Wolf-Platz and Dobritz stop)
• Laubegast (extension of line 4 to section line 86)
• Ostragehege - Mickten (continuation of line 10, requires a new bridge in the Ostragehege)
• Kaditz / Serkowitz (extension of line 9 in the area of ​​bus line 64)
• Prohlis
• Südhöhe (section of bus route 63)

without priority in coordination with the surrounding area:

• Construction of a new tram route from Weixdorf to Ottendorf-Okrilla (5.0 km) or Königsbrück (15.0 km)
• Construction of a new light rail line from Pennrich towards Kesselsdorf

Stadtbahn 2020

In July 2011, the Saxon State Ministry for Economic Affairs, Labor and Transport announced that it would not register the highest-priority Johannstadt – Plauen route for funding with the Federal Ministry of Transport because it was not feasible. In September 2011, the DVB handed over the then reduced framework application to the SMWA, which forwarded it to the BMVBS for funding under the GVFG by July 2012. The preliminary planning for the following sections contained therein should be partially completed by the beginning of 2014:

• Relocation of the tram route between Tiergarten and Wasaplatz (tram lines 9, 13) from Wasastraße to Oskarstraße (and via Gustav-Adolf-Platz) with a link to the S-Bahn stop Strehlen (partly included in priority B, subproject 1.4). The building permit was granted in September 2016, construction began on March 1, 2017, and the opening was planned for 2018. On April 18, 2017, however, the Saxon Higher Administrative Court imposed a construction freeze due to procedural errors. In August 2017, the State Office of Saxony asked for more figures on the forecast traffic load in the area around the Strehlen stop in 2030, so that the renewed building permit was delayed further. After the 14-month construction freeze, work could be resumed, commissioning took place on July 5, 2019, and scheduled line operations began on July 6.
• Construction of a new tram route from the Tharandter Straße transfer station in Löbtau (subproject 1.1, ended on September 29, 2019) to the Südvorstadt over the Nossener Bridge (operated by relocating line 7, subproject 1.2) and continuing via Zellescher Weg to Wasaplatz (relocation of Line 9, sub-project 1.3), the proposed establishment of a new S-Bahn stop at Nossener Brücke was dropped by the city council's resolution
• New construction of a 3.5 km long tram route from Bühlau to Weißig (currently bus route 61, subproject 2), initially planned until 2019 ^{[out of date]} . Due to the difficulties involved in the renovation of Ullersdorfer Platz and a changed assessment of the cost-benefit ratio, currently (as of 2016) only an extension to a new park and ride area is planned.

In the council resolution to postpone the Bühlau - Weißig line, the administration was simultaneously commissioned to resume planning for the Johannstadt - Plauen urban railway line and to apply for funding from the Free State of Saxony. At the end of 2016, the Strehlen - Striesen - Blasewitz corridor from priority B was commissioned to conduct an in-depth investigation.

Transport development plan 2025plus

The Transport Development Plan 2025plus (VEP), which has been drawn up since 2009, has been in political consultation since October 2013 and was approved by the city council in November 2014. Measures relating to the light rail system are contained in Appendix 6 as well as Figures 11 and 23 of the plan and include:

Priority A +:

• Use of the railway line between Weixdorf and Königsbrück for a tram connection with line 7 to Ottendorf-Okrilla Nord, possibly Königsbrück (serial no. 81, long-term)

Priority B ++:

• Tram route Strehlen - Schillerplatz via Zwinglistraße / Pohlandplatz (serial no.99, after implementation of Stadtbahn 2020)

Area provision:

• City railway line from Pennrich in the direction of Kesselsdorf (Plan No. 8)
• the projects of priority C contained in the project list of April 15, 2010 (plan nos. 14-18, 20-25, 27, 28)
• Corridor Gittersee (Plan No. 19)
• Schillerplatz - Loschwitz (Plan No. 26)
• Fetscherstraße North (Plan No. 29)

Night traffic

Most tram lines operate on at least part of their normal route throughout the night. They generally run every 15 minutes until around 10:45 p.m., every 30 minutes until around 1:45 a.m., then every 60 minutes. Since 2018, it has been driving every 30 minutes on weekends and before public holidays. At night there is a possibility to change between almost all lines at Postplatz ( Postplatztreffen ) with guaranteed connections.

literature

• Hermann Großmann: The municipal importance of the tram system is highlighted in the career of the Dresden trams . Baensch, Dresden 1903. ( digitized version )
• Werner Kreschnak: History of the Dresden tram . Ed .: Works party organization of the VEB Verkehrsbetriebe der Stadt Dresden. 2nd, revised edition. Verlag Tribüne, Berlin 1981, ISBN 3-88506-018-3 .
• Dresdner Verkehrsbetriebe AG (Ed.): 120 years of trams in Dresden . Dresden 1992.
• Dresdner Verkehrsbetriebe AG (ed.): From coachmen and conductors - the 125 year history of the tram to Dresden . Dresden 1997, ISBN 3-88506-008-6 .

Movie

• SWR: Railway Romanticism - The good old electric (episode 646)
• Hirsch Film Film Production: Dresden Once & Now. Out and about with the tram. Dresden 2002

Web links

Commons : Trams in Dresden  - Collection of pictures, videos and audio files

• Official website of the Dresdner Verkehrsbetriebe with route network maps, current construction information, figures and data, etc.
• Photo collection for the different trams
• Category: Tram in the Dresden City Wiki
• Tram Dresden - History ( Memento from December 20, 2017 in the Internet Archive )
• Transport network in Dresden as OpenStreetMap overlay

Individual evidence

1. ↑ ^{a b} All information as of December 31, 2013: dvb.de: Numbers & Data → Brochure 'Numbers and Data 2013' German (PDF | 1.9 MB)
2. ↑ Hermann Großmann: The municipal significance of the tram system illuminated in the career of the Dresden trams . Wilhelm Baensch, Dresden 1903, p. 42/43, as a digital version (accessed on September 27, 2016): “ The superstructure measured 1440 mm track width in the clear between the inner flange edges. “, Which is clearly not the gauge in today's sense, but the description of the gauge.
3. ↑ According to the lemma, the following report in the sense of WP: NPOV concentrates exclusively on the lemma, the victims associated with the consequences and human suffering are therefore assigned to other articles.
4. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 143.
5. ^ DVB: Of coachmen and conductors. The 135-year history ... , pp. 143, 146.
6. ↑ ^{a b c} DVB: Of coachmen and conductors. The 135-year history ... , p. 150.
7. ↑ ^{a b c} DVB: Of coachmen and conductors. The 135-year history ... , p. 151.
8. ^ DVB: Of coachmen and conductors. The 135-year history ... , p. 153.
9. ↑ T3 - The Tatra Age begins . In: DVB Info . No. 01 , 2010, p. 22 .
10. ↑ Hermann Großmann: The municipal significance of the tram system is highlighted in the development of the Dresden trams. Wilhelm Baensch, Dresden 1903 ( digitized version ), p. 71.
11. ↑ Werner Kreschnak, history of the Dresden tram, publisher Tribune, 2nd edition, 1981
12. ↑ Mario Schatz: Major line and tariff reform 100 years ago. In: Tram Museum Dresden (Ed.): The bell - information newspaper of the Association of Tram Museum Dresden e. V. Issue 43 (January 14, 2010), pp. 15–21.
13. ↑ Timetable of the city tram and bus routes to Dresden. Winter edition, valid from November 24, 1927. Self-published by the municipal tram.
14. ↑ Dresden takes Tatra-Tram out of operation Eisenbahnjournal Zughalt.de on May 30, 2010
15. ↑ TU Dresden, professorship for vehicle modeling and simulation: project pages for the measuring tram
16. ↑ European Championship of Tram Drivers starts in Dresden. In: t-online.de . September 25, 2012, accessed December 16, 2018 . 
17. ↑ Tolkewitz tram station becomes the campus , at dresden-tolkewitz.de, accessed on March 10, 2016.
18. ^ Ingolf Pleil: Tolkewitz school campus officially opened. In: Dresdner Latest News . August 19, 2018, accessed December 16, 2018 . 
19. ↑ DVB: Kultourlinie 4 - culture across the board
20. ^ The tram in Dresden from 1988 to 1994. ( Memento from July 29, 2016 in the Internet Archive )
21. ^ Dresdner Verkehrsbetriebe AG 1994 to 2000. ( Memento from April 20, 2018 in the Internet Archive )
22. ↑ ^{a b} Stadtbahn Dresden 2020 - Project 1: Löbtau - Südvorstadt - Strehlen. DVB, January 25, 2016, accessed January 25, 2016 . 
23. ↑ How much trams can Dresden afford? ( Memento of April 14, 2009 in the Internet Archive ) (Dresdner Blätt'l 3/98 of February 20, 1998 on the subject of maintaining the route network )
24. ↑ Cost-benefit study (NKU) tram route "Waldschlösschenbrücke" in Dresden. Traffic planning Köhler and Taubmann GmbH, 1999, archived from the original on July 29, 2007 ; Retrieved October 17, 2013 . 
25. ↑ The train should run through the flood channel to the fair , in: Sächsische Zeitung , February 19, 2009 ( online for a fee ).
26. ↑ DVB fact: The tram network is growing p. 12, issue 5, 12/2009 ( Memento from January 3, 2014 in the Internet Archive ) (PDF file; 6.20 MB)
27. ↑ City council draft V0405 / 10 list of priorities for new tram routes as a basis for further planning. Council Information System, April 15, 2010, accessed January 3, 2017 . 
28. ↑ ^{a b} City Council draft V0689 / 15 Stadtbahn 2020 - Subproject 2 Bühlau - Weißig. Council Information System, March 17, 2016, accessed January 3, 2017 . 
29. ↑ Christin Grödel: Tram line from Johannstadt to Plauen has to wait ( memento from July 24, 2012 in the web archive archive.today ), in: Dresdner Latest News , July 7, 2011 (based on the press release of the Dresdner Verkehrsbetriebe ( memento from December 12, 2015 in the web archive archive.today )).
30. ^ Minutes and drafts of the 43rd meeting of the City Council. Council Information System, July 12, 2012, accessed January 4, 2013 . 
31. ↑ Dresdner Verkehrsbetriebe can combine trams with buses and S-Bahn. State Office of Saxony , September 13, 2016, accessed on September 27, 2016 . 
32. ↑ In 2018 trains are rolling in Oskarstrasse. Sächsische Zeitung , September 27, 2016, archived from the original on October 27, 2016 ; accessed on September 27, 2016 . 
33. ↑ Christoph Springer: Construction stop on Oskarstrasse. In: sächsische.de . August 25, 2017. Retrieved December 16, 2018 . 
34. ↑ Opening of the new tram route - DVB | Dresdner Verkehrsbetriebe AG. Retrieved July 7, 2019 . 
35. ↑ Uwe Hofmann: In the summer of 2019, the first tram will run on Oskarstrasse. In: Dresdner Latest News. November 29, 2018, accessed December 16, 2018 . 
36. ↑ Now the traffic is rolling on Oskarstrasse. Retrieved July 7, 2019 . 
37. ↑ Stadtbahn Dresden 2020 - Project 2: Bühlau - Weißig. DVB, accessed on September 27, 2016 . 
38. ↑ City council draft V0948 / 16 Stadtbahn 2020 adjustments in the tram and bus network. Council Information System, November 3, 2016, accessed January 3, 2017 . 
39. ↑ City council draft V2476 / 13 Transport Development Plan 2025plus (VEP 2025plus). Council Information System, August 8, 2013, accessed January 2, 2014 . 
40. ↑ Minutes of the public part of the 4th meeting of the City Council (SR / 004/2014) on Thursday, November 20, 2014. (PDF; 589 KB) State Capital Dresden, pp. 25–28 , accessed on May 11, 2015 .