Narrow-gauge railway Zittau – Oybin health resort / Jonsdorf health resort

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Zittau – health resort Oybin / health resort Jonsdorf
Excerpt from the route map of Saxony 1902
Zittau – Oybin health resort
Route number :	6960; sä. ZO
Course book section (DB) :	238
Route length:	12.222 km
Gauge :	750 mm ( narrow gauge )
Maximum slope :	30  ‰
Minimum radius :	80 m
Top speed:	30 km / h
0.008 Zittau 263 m Liberec – Zittau (formerly Zittau-Reichenberger Railway ) 1.159 Zittau Hp 246 m Zittau tram ~ 1.600 Neisse bridge railway stop 1.647 Junction Neisse bridge 235 m to Reichenau – Hermsdorf i. B. Neißeviadukt ( Zittau – Liberec , formerly Zittau-Reichenberger Eisenbahn ) 1.920 Connection of roof and insulation material works, prev. Werner & Co. 2,639 Zittau Süd used to be a shooting range 232 m 3.050 Mandau Bridge (43 m) 3.110 Zittau Casernenstrasse until 1897 4,368 Zittau suburb 243 m 5.170 EÜ Niederviebig (10 m) 5,699 Olbersdorf Niederdorf 266 m 6.550 Olbersdorf Bridge (124 m) Connection to the Olbersdorf opencast mine 7.310 Olbersdorf Oberdorf formerly Zeissigschenke 285 m 7.900 Connection to the impregnation plant, formerly Katz & Klumpp 8,933 Bertsdorf ( Inselbahnhof ) 336 m to Jonsdorf health resort 9,969 Oybin Niederdorf health resort 347 m 10,997 Devil's mill 370 m 12.230 Oybin health resort 389 m formerly double-track line
Bertsdorf – Jonsdorf health resort
Route number :	6961; sä. BJ
Course book section (DB) :	238
Route length:	3.831 km
Gauge :	750 mm ( narrow gauge )
Maximum slope :	33  ‰
Minimum radius :	100 m
Top speed:	30 km / h
from Zittau 0.000 Bertsdorf ( Inselbahnhof ) 336 m to health resort Oybin 2.146 Health resort Jonsdorf Hst 402 m 3.831 Jonsdorf health resort 451 m

The narrow-gauge railway Zittau – Kurort Oybin / Kurort Jonsdorf is a Saxon narrow-gauge railway with a 750 mm gauge in Upper Lusatia . It runs from Zittau via Bertsdorf either to the health resort Oybin or the health resort Jonsdorf in the Zittau Mountains . The Sächsisch-Oberlausitzer Eisenbahngesellschaft (SOEG) has been the owner and operator since 1996 .

Today the line is known nationwide under the marketing name Zittauer Schmalspurbahn .

history

prehistory

With the Zittau – Löbau line of the Löbau-Zittau Railway Company , Zittau received a railway connection in 1848. In the decades that followed, the Zittau area was opened up with additional railway lines, for example the Reichenberg – Zittau railway line in 1859 and the Zittau – Hagenwerder railway line in 1875 (with an extension to Görlitz). Although a certain amount of excursion traffic into the Zittau Mountains was already developing, the Saxon state was not interested in building a railway line.

After the construction of the Zittau – Reichenau narrow-gauge railway had begun in 1883 , Alfred Moschkau in particular campaigned for a narrow-gauge railway. Together with Max Alexander Thiemer and 16 other citizens, he founded a committee in the same year that wanted to promote the construction of the railway. Since the Saxon state had to buy up numerous insolvent and unprofitable private railway companies in the 1870s, no further private companies were allowed. Only when a deposit was made was it possible to begin preliminary work on the railway construction. This task was initially transferred to the company Davy, Donath & Co. , later the company Reymer & Masch was commissioned.

But the funds raised by innkeepers and local manufacturers were just enough for project planning work, and financing the actual railway construction was out of the question. Since the Oberlausitzer bank did not want to go into the project, which was founded on August 28, 1888 Zittau-Oybin-Jonsdorf railway company whose capital in the amount of 1.5 million marks from the bank Sörgel, Parrisius & Co. came . The company received the concession for railway construction on March 28, 1889.

Construction and commissioning

Although construction of the railway began on June 26, 1889, the “first groundbreaking ” did not take place until 1.5 months later - on August 9, 1889. The route and the location of some stations were slightly changed while the railway was being built. Since the ZOJE was allowed to use the line to Reichenau up to km 1.65 and the existing facilities in Zittau, a total of around 14 km of track had to be laid. In the Zittau urban area, the course of the Mandau had to be regulated to improve flood protection , which is why the route in Zittau was only temporarily laid out. After the first vehicles were delivered in the fall of 1889, the first construction train ran with one of the new locomotives in the summer of 1890. In the autumn of 1890, the completion of the building was delayed until the beginning of November 1890 due to bad weather.

The ceremonial opening of the route took place on November 24, 1890, but since the route was damaged by a storm during the inauguration, only the Zittau – Bertsdorf section was initially used as planned. Only on December 15, 1890, the continuous train service could be started. The Royal Saxon State Railways took over the management from the beginning .

Unrealized connection to Bohemia

As early as 1874 there were plans on the Bohemian side to build a railway from Niemes via Gabel , Großmergthal , Niederlichtenwalde to Jonsdorf , others preferred a route to Oybin . Under the leadership of the Zittau lawyer Max Alexander Thiemer, who had already won the concession to build the Zittau-Oybin-Jonsdorfer Railway, an agreement was finally reached on crossing the border at Rabenstein near Jonsdorf. On April 1, 1899, the railway construction committee was constituted and the route plans, which now envisaged a route along the Zwittebach and Woberbach to the Bohemian Northern Railway to Röhrsdorf , were designed by the civil engineer Richard Müller.

In 1891 the Vienna Ministry of Commerce approved the start of the preparatory work and in the same year the city of Zittau also gave its approval for work in the Ratswald near Jonsdorf. However , the Saxon Chamber of Estates suspended the expropriation application for the 3.2 km long route on Saxon territory in 1892. The negotiations for the acquisition of the route required for the railway stretched until 1894 and were linked to the payment of a deposit of 15,000 marks, of which 10,000 marks related to the reconstruction of the railway systems in Zittau , which were necessary for the regulation of the Mandau . In 1895, Thiemer obtained the cancellation of the deposit for Mandau regulation, which had no connection to the project. In 1895 new problems arose on the Austrian side because the project was suddenly called into question and in 1896 the powers were transferred to a newly created Ministry of Railways.

Since the company's loss had increased significantly since 1895 and had risen to 16,100 marks in 1896, it was no longer able to pay a deposit at all. The financial situation worsened as a result of the Mandau regulation, so that the Zittau-Oybin-Jonsdorfer Eisenbahngesellschaft had to sell properties and finally even offered to sell the railway to the state.

In 1899, Thiemer was able to win a new investor in Hermann Bachstein from Berlin and the rail connection of the Jonsdorf millstone quarries was planned. After a cost estimate was submitted, interest in a siding to the mill quarries died out again. Since 1899, the Saxon Ministry of the Interior had made a commitment to grant construction costs of 22,000 marks for each Saxon railway kilometer, but the Bohemian Northern Railway showed no interest in support. When in 1902 the Aussig-Teplitz Railway allowed the Bohemian Northern Railway to build a 12.5 km long connecting line from Röhrsdorf to the Northern Bohemian Transversal Railway to Deutsch Gabel , the narrow-gauge railway project lost a large part of its supporters. On December 19, 1904, the Northern Railway was granted the concession and put the 17 km long line into operation on October 7, 1905.

The plans for a narrow-gauge railway between Saxony and Bohemia over the Zittau Mountains had thus died. The planned continuation from Jonsdorf via Waltersdorf to Großschönau was also not implemented.

Until nationalization

Rolling stands started operating in 1897 after an entrepreneur had bought four roll stands , two years later ZOJE bought two more roll stands itself.

On August 7, 1904, there was a serious accident in which nine people were seriously injured when two trains collided between Bertsdorf and Oybin. The accident put a heavy burden on society, as after the repair of the two badly damaged locomotives LAUSCHE and TÖPFER the already small surplus was almost completely used up.

As early as 1898, because of the poor operating results, the ZOJE had made a first attempt to sell the narrow-gauge railway to the Saxon state for 1.6 million marks, because the railway did not generate enough profit to pay a dividend and finance necessary expansion. However, the railway was too expensive for the state. A second attempt at sales in 1901 also failed. In 1903 the company made a third attempt, this time for 850,000 marks. On July 1, 1906, the narrow-gauge railway was sold to the state for 770,000 marks, although the state railway had already financed extensions.

Two-track expansion

The number of passengers doubled within a few years (1891: 246,777, 1909: 523,000). The largest transport services in excursion traffic were provided on Sundays and public holidays as well as during the summer holidays. On the peak day, Whit Monday 1909, 12,337 people were carried. The transport requests came within a few hours, which meant a highly unequal capacity utilization of the trains and led to disagreements between the passengers and the staff responsible for safety.

Four variants were investigated to improve it: expansion of the operating equipment, extension of the Zittau tram into the mountains, electrification of the narrow-gauge railway or conversion to standard gauge . The General Management of the Royal Saxon State Railways finally found another solution, which was justified as follows:

"[...] a fundamental improvement and an orderly railway operation that would meet all legitimate requirements for many years to come would best be achieved by moving towards a double-track expansion of the Zittau Vorstadt – Oybin line. This would make it possible to run around twice the number of trains that could run in the summer of 1909, even in times of heavy traffic. A substantial increase in resources could be avoided, since the circulation of the trains could be accelerated considerably and the number of wagons to be carried in them could be limited. For ten-minute operation, only 14 passenger car axles over and above the current stock would have to be procured ... Compared to maintaining single-track operation with a considerable increase in operating resources, the double-track expansion initially has the advantage of greater safety and simplification of the operating mode, but at the same time also has the advantage of lower costs because existing tracks on the stations can be used and the land acquisition is likely to encounter difficulties only in a few places [...] "

- 28. Decree to the Estates

The 7.8 km long double-track extension of the line including the Zittau Vorstadt (extension of the tracks and new reception building) and Oybin (extension of the reception building) as well as the relocation of the route in Olbersdorf to remove a level crossing was approved by both chambers of the state parliament in 1910 . The costs (excluding the construction of the bridge over Dorfstrasse in Olbersdorf) were estimated at 783,000 marks. The two-track operation began on April 15, 1913. On good days, 5,000 to 7,000 people were transported. The journey time between Zittau Vorstadt and Oybin with stops at all subway stations of 38 minutes in 1936 was not reached again until decades later. The Zittau narrow-gauge railway was next to the Borkumer Kleinbahn , the Rhein-Haardtbahn and the Mannheim – Weinheim line of the Upper Rhine Railway, one of the few narrow-gauge railways in Germany with double-track operation.

In 1943/44 the second track on the Bertsdorf – Kurort Oybin section was dismantled. After the Red Army bombarded a passenger train, train traffic was interrupted between May 7 and 21, 1945. The second track between Zittau Vorstadt and Bertsdorf was dismantled in autumn 1945, but the dismantling of the entire narrow-gauge railway that had already started was canceled.

Interim shutdown plans

With the expansion of the lignite mining area around Olbersdorf planned from 1974, the future of the line also became uncertain, as it would stand in the way of mining. In 1981 it was decided to discontinue tourist traffic from autumn / winter 1990 and to replace it with a tram, freight traffic in 1991. The railway was therefore deleted from the list of narrow-gauge railways to be preserved. After the social and economic changes in 1989/90, however, there was a reorientation in energy policy, so that the expansion of the Olbersdorf open-cast mine became obsolete. The 100th anniversary of the route was celebrated in May 1990. Since the route maintenance had been radically reduced due to the imminent closure, larger sections of the route had to be renovated in autumn 1990.

Development from 1990

Parallel exit from Bertsdorf station (February 2006)

Freight traffic on the route ends in March 1993. On the instructions of the Federal Ministry of Transport , Deutsche Bahn should withdraw from the operation of the Saxon narrow-gauge railways. Since the railway is of great importance for tourism, Saxony decided to support privatization. On July 28, 1994, the Saxon-Upper Lusatian Railway Company (SOEG) was founded. On December 1, 1996, SOEG took over the line, buildings, locomotives and wagons as well as operations from Deutsche Bahn.

Route description

course

simplified elevation profile of the routes

After leaving the Zittau train station, the narrow-gauge railway crosses the Liberec – Zittau line at the same level and then continues for about 1.5 km parallel to it. After the line to Hermsdorf has been unthreaded at km 1.6, the railway line crosses under the Neisse Viaduct ( ⊙ ) and then bypasses Zittau to the south. The stretch, which initially descends to Zittau Süd, reaches its lowest point here at 232 m above sea level and then rises continuously to the health resort Oybin or the health resort Jonsdorf. After Zittau Süd, the Mandau is also bridged ( ⊙ ), which was crossed on a temporary wooden bridge in the early years, as the Mandau was relocated in the catchment area of ​​the narrow-gauge railway after several severe floods.

After the Zittau Vorstadt train station, the route runs south along the State Road 133. At 6.55 km, the route passes the Olbersdorfer Bridge. While the line previously ran east of the village of Olbersdorf, the line crosses August-Bebel-Straße and now runs west of the built-up area to Bertsdorf train station .

Operating points

Zittau – Oybin health resort

Zittau ⊙

→ Main article : Zittau train station

The station, opened in 1848, has been the starting point of the Zittau – Reichenau narrow-gauge railway since 1884 . The existing facilities were only slightly expanded with the construction of the ZOJE line.

Since the narrow-gauge systems were no longer sufficient after a few years, the station area was rebuilt in the 1910s and 1920s. The resulting narrow gauge section has essentially been preserved to this day.

Zittau Hp ⊙

Zittau stop with 99 758

The station was opened together with the line to Reichenau as an unoccupied stop. With the construction of the ZOJE line, the stop was manned by a guard who, in addition to selling tickets for train journeys , secured the nearby road (today's B 99 ) with flags. A wooden extension to the train station restaurant built in 1888 served as a storage facility until 1961.

Junction Neisse bridge ⊙

The branch of the line to Reichenau was set up in 1890, this is where the ZOJE line began. A small half-timbered building lined with bricks was built for the guard to be provided by the ZOJE. The branch was occupied until 1946, after which only two sidings were served by 1960/61 on the no longer used main track towards Reichenau.

Zittau South ⊙

Zittau Süd train station

The Zittau Süd train station (until 1950: Zittau Schießhaus ) was only built in 1897. Initially located outside of the built-up urban area, the development around the station grew in the following decades. In addition to residential buildings, numerous factories were built, many of which were given their own siding after 1945. In the 1960s and 1970s, the sidings were removed again. Today the station is unoccupied.

Zittau Casernenstrasse

The station, also known as the Zittau Kasernenstrasse stop , had only been set up temporarily. After the mandate regulation, the station was superfluous and was closed in 1897 in favor of Zittau Schießhaus.

Zittau Vorstadt train station ⊙

Initially only a rather small station, the Zittau Vorstadt station developed into an important intermediate station in the first few decades , as most of the excursion traffic began and ended here.

The current station building was built in 1912. Both the long platform and the underpass to the platform built in 1913 are unusual for a narrow-gauge station.

Olbersdorf Niederdorf ⊙

The station was opened under the name Niederolbersdorf . In 1914 the name was changed to Olbersdorf Niederdorf , and a reception building was built in 1915. The station has been vacant since 1965, and in 1970 it was downgraded to a stop.

Olbersdorf Oberdorf ⊙

When it was put into operation, the station was called Zeißigschänke , named after a nearby inn. It was not until 1914 that the name was changed to Olbersdorf Oberdorf , and the massive station building was also built in the 1910s.

In the 1990s, an equipment transfer ramp was built in the station.

Bertsdorf ⊙

→ Main article : Bertsdorf train station

Two trains in Bertsdorf on May 26, 2012

The eponymous district of Bertsdorf in the municipality of Bertsdorf-Hörnitz is about 2 km from Bertsdorf train station . The nearby Olbersdorf only slowly grew towards the station after the opening of the narrow-gauge railway.

The station is equipped with a reception building, a boiler house, a coal shed and a goods shed. Originally, Bertsdorf was the sole operating center, but has now lost its importance in favor of the Zittau train station .

Health resort Oybin Niederdorf ⊙

Initially opened with the name Wittigschänke , the station received a massive reception building in 1916. With the dismantling of the second track in 1943, the station was downgraded to a stop. Both freight tracks were dismantled at the end of the 1960s, and the station building is now privately owned.

Teufelsmühle ⊙

The stop, named after a nearby mill, was equipped with a waiting room and a free pass. In 1973 the waiting hall was demolished and a year later the demand stop was given up completely.

The stop was reopened in 1990, and a wooden waiting hall has now been built again.

Oybin health resort ⊙

Train in Kurort Oybin station, November 10, 1989

In the early years, Oybin was modestly equipped, but there was a massive reception building from the start. Since the tracks were soon insufficient, they had to be expanded several times, the station building was also given an extension and a goods shed was built.

The track system, which has been reduced to two tracks in the meantime, has now been supplemented somewhat.

Bertsdorf – Jonsdorf health resort

Kurort Jonsdorf Hst ⊙

So far, the station has had three different names, in detail these were:

• until 1914: Bad Jonsdorf
• until May 14, 1935: Jonsdorf Bad
• since May 15, 1935: Kurort Jonsdorf stop

When operations opened, the station was equipped with a waiting hall and an exit, and both buildings are designed as a half- timbered house based on the local architectural style . The loading line had to be expanded just one year after the opening of the company.

Today only the continuous main track remains at the stop, which has been unoccupied since autumn 1980.

Jonsdorf health resort ⊙

VT 137 322 in Jonsdorf (2007)

At the start of operations, the Jonsdorf stop (upgraded to a train station in 1905) was kept simple, as a new, prestigious train station was to be built at a different location if it was to continue. Only a small wooden waiting hall and a free pass were built on high-rise buildings, and a car body was set up for freight traffic . Just one year after the opening, the economical facilities - three tracks with four switches had to be sufficient - were expanded to include a side loading ramp.

As the continuation was not implemented and the volume of traffic increased steadily, the station was expanded in the first half of the 1910s. In addition to a massive reception building, a goods shed was also built. In 1934 the name was changed to Kurort Jonsdorf .

After the cessation of freight traffic in 1969, the track systems that had meanwhile grown to four tracks, including a short stump track, were dismantled down to the continuous main track and a bypass track.

Engineering structures

Mandau Bridge

Since the narrow-gauge railway was to have a slightly modified route following the Mandau regulation, the provisional Mandau bridge was built from the unusual building material wood. About half of the tracks on the 88 m long bridge were in a curved track with a 90 m radius. The 18 openings were 4 m wide apart from the 8 m wide four openings over the Mandau. The three pile yokes that stood directly in the river bed of the Mandau were given icebreakers for protection.

After the river was straightened in 1897, the Mandau Bridge was replaced by a combined road and rail bridge.

Olbersdorfer Bridge ⊙

The 124 m long Olbersdorfer Bridge at km 6.55 is the only larger bridge structure on the narrow-gauge railway today. The structure was realized in 1913 together with the double-track expansion. The bridge was created because the level crossing with the busy Olbersdorfer Dorfstraße had become a traffic obstacle.

A first renovation of the structure took place in 1971 and in 1976 the bridge girder of the second track was removed. In 1999 the bridge was renovated again.

Vehicle use

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

The vehicles corresponded to the general principles of the vehicles procured for the Saxon narrow-gauge railways. After the nationalization, locomotives and wagons were therefore freely exchanged with other narrow-gauge railways as required.

All vehicles initially had the lever brake , the Körting suction air brake was introduced from 1922. In the 1930s, the switch from the initially used central buffer coupling to the Scharfenberg coupling took place . In the 1930s, continuous steam heating also replaced the ovens previously used. Since spare parts for the Körting suction air brake had not been available for a long time, the company switched to the air brake in 1993 .

Locomotives

Bertsdorf station. IK steam locomotive No. 54

99 555 with the color scheme of the Royal Saxon State Railways (2010)

Class 99.73–76 locomotive

ZOJE acquired five locomotives of the Saxon class IK from the Sächsische Maschinenfabrik in Chemnitz , as they were already used by the state railway. From 1908 or 1909 the type IV K (series 99.51-60) was used. On a trial basis, such a locomotive had already been in Zittau in 1896, because the superstructure was too weak, the vehicle was transferred to another route. From 1913, the double locomotive No. 61 A / B formed from two I K was used in Zittau, and in 1919 it was handed over to the Mulda – Sayda narrow-gauge railway .

Since the performance of the 99.51-60 series was insufficient, it was replaced by the 99.64-65 / 67-71 series from 1925/26 . This meant that the last vehicles of the class I K, which had meanwhile been re-designated as the 99.750–752 series, were dispensable, but in the last few decades the vehicles in Zittau only served as a reserve or were in shunting service. Standard locomotives of the class 99.73-76 were used for the first time from 1928 , which in turn replaced the class 99.64-65 / 67-71.

After the end of the Second World War , the DR had to surrender numerous narrow-gauge locomotives as reparations. The 99.64–65 / 67–71 and 99.73–76 series were particularly affected. Since Zittau had to hand over several machines, there were no longer enough locomotives available. Locomotives of the 99.51–60 and 99.64–65 / 67–71 series were therefore relocated to Zittau from other narrow-gauge railroads. With the delivery of the first new build locomotives of the 99.77-79 series , vehicles of the 99.73-76 series were again dispensable on other routes. In order to standardize the vehicle fleet, the individual series were distributed over a few routes, the 99.73-76 series was concentrated on the Zittau routes and the Weißeritztalbahn .

In the 1960s, three more vehicles came to Zittau. While the two models of the V 36.48 series were to be tested here, the 99 4532 was used as a shunting locomotive in Zittau. The machine has been shut down since the boiler deadline in 1989/90.

Today, most of the operation is carried out with the standard locomotives, only one new locomotive, the 99 787, has been stationed in Zittau since 1993. The conversion of the steam locomotives to main oil firing from 1991 also caused a stir. In contrast to other steam locomotives, the Zittau narrow-gauge locomotives were not operated with heavy, but with light oil. Since the light oil firing did not prove itself, all machines have meanwhile been dismantled to coal firing.

In the 2000s, SOEG procured two used diesel locomotives, an L30H and an L45H . An HF 130 C is also stationed as a shunting locomotive at Bertsdorf station.

Railcar

VT 137 322-325

Railcar 137 322 (2007)

→ Main article : DR 137 322 to 325

The four railcars built in 1938 were to be the first of a larger series of railcars with which the narrow-gauge railways could be operated more economically. Since the Second World War prevented further new vehicles from being built, these were the only four vehicles. During the Second World War, the railcars were parked due to a lack of fuel. In 1943 the Wehrmacht confiscated the vehicles, only the 137 322 remained in Zittau.

Due to a lack of vehicles, the railcar was used again from 1947, and four passenger cars were converted into sidecars . Until 1964, the vehicle was mainly used between Bertsdorf and the spa town of Jonsdorf, in times of low traffic and as reinforcement.

The vehicle has now been refurbished and has been used for special trips since 2007.

VT 137 600

→ Main article : DR VT 137 600

Between 1954 and 1957 another multiple unit, the VT 137 600, was used on the route. The one-off, which was created in 1951 from a damaged vehicle, did not prove itself, on the one hand it was too inefficient, on the other hand it was quite susceptible to repair.

literature

• Herbert Bauer: Reverence for a small train. The construction and operation of the narrow-gauge railway from Zittau to the health resorts of Oybin and Jonsdorf. On the local history of Zittau and the surrounding area. Published on the occasion of the 100th anniversary of the commissioning of the narrow-gauge branch lines Zittau – Kurort Oybin and Bertsdorf – Kurort Jonsdorf on November 25, 1990. Published by the Kulturbund der DDR , Kreisleitung Zittau, Zittau 1988, DNB 944476430 .
• Herbert Bauer: The unfinished railway line (= interest group of the Zittauer Schmalspurbahnen eV publication. 2002, 2; Ninety years ago. Volume 17). Association of the Zittauer Schmalspurbahnen eV, Oybin 2002, ZDB -ID 2373346-9 .
• Reiner Preuß : The Zittau-Oybin-Jonsdorfer Railway. transpress Verlag, Stuttgart 1999, ISBN 3-613-71107-9 .
• Reiner Preuß: Everything about narrow-gauge railways in Upper Lusatia. transpress Verlag, Stuttgart 2012, ISBN 978-3-613-71431-1 , pp. 12–79, 118–125.
• Wilfried Rettig: Railways in the tri-border region East Saxony (D) / Lower Silesia (PL) / North Bohemia (CZ). Part 2: secondary, small and narrow-gauge railways, railway operations and repair shops, railway mail. EK-Verlag, Freiburg 2011, ISBN 978-3-88255-733-6 , pp. 48-51.

Web links

Commons : Zittauer Schmalspurbahn  - Collection of images, videos and audio files

• Information from SOEG Zittau
• Association of the Zittauer Schmalspurbahnen e. V.
• History and information about the Zittau railcar VT 137 322
• Data on the route on www.sachsenschiene.de

Individual evidence

1. ↑ Reiner Preuß: Two-track operation on a narrow-gauge railway . In: Sächsische Heimatblätter . 5/1990, pp. 277-80.
2. ↑ 28. Decree to the Estates, concerning several railway matters. In: Decrees. 1910, p. 19.
3. ^ Announcements about the negotiations of the (Saxon) state parliament (1910). Third volume. P. 3003 ff.
4. ^ Announcements about the negotiations of the ordinary parliament in the Kingdom of Saxony during the years 1909–1910. First chamber. P. 782 ff.
5. ↑ ^{a b} Erich Preuß, Reiner Preuß: Narrow gauge railways in Saxony. 2nd Edition. transpress Verlag, Stuttgart 2002, ISBN 3-613-71205-9 , p. 180.
6. ^ Matthias Hengst: True-to-scale track plans and buildings for Saxon narrow-gauge railways. Bufe-Fachbuch-Verlag, Egglham 1993, ISBN 3-992138-50-0 , p. 84.
7. ^ André Marks: There was a threat of closure due to lignite mining . In: railway magazine . No. 5 , 2016, ISSN  0342-1902 , p. 51 .
8. ^ André Marks: There was a threat of closure due to lignite mining . In: railway magazine . No. 5 , 2016, p. 52 .
9. ^ Claus Schlegel: Sächsische Eisenbahnen on old picture postcards II. Sachsenbuch Verlag, Leipzig 2002, ISBN 3-89664-022-4 , p. 76.
10. ^ Matthias Hengst: True-to-scale track plans and buildings for Saxon narrow-gauge railways. Bufe-Fachbuch-Verlag, Egglham 1993, p. 84 f.
11. ↑ Zdeněk Šindlauer, track plan of the station Bertsdorf. 2001 (drawing in GIF format, Czech).
12. ↑ Wolfram Wagner, Reiner Scheffler: Die Sächsische I K. The history of the first Saxon narrow-gauge locomotive type. Bufe-Fachbuch-Verlag, Egglham 1992, ISBN 3-922138-44-6 , p. 16.
13. ↑ ^{a b c} Dirk Lenhard, Gerhard Moll, Reiner Scheffler: The Saxon IV K - The Reichsbahn class 99 ^51-60 . EK-Verlag, Freiburg 2004, ISBN 3-88255-199-2 , p. 147.
14. ↑ Reiner Preuß: Everything about narrow-gauge railways in Upper Lusatia. P. 37.
15. ↑ Reiner Preuß: The Zittau – Oybin – Jonsdorfer Railway. transpress Verlag, Stuttgart 1999, ISBN 3-613-71107-9 , p. 88.
16. ↑ Dirk Lenhard, Gerhard Moll, Reiner Scheffler: The Saxon IV K - The Reichsbahn class 99 ^51-60 . EK-Verlag, Freiburg 2004, ISBN 3-88255-199-2 , p. 150.
17. ↑ Vehicle inventory of the Zittau network. In: soeg-zittau.de.
18. ↑ Zittau model railway exhibition 2005. In: zimec.de: "The narrow-gauge diesel locomotive 199 013 [...] was used by the sugar factory in Zbiersk, Poland as Lyd2-103."