Děčín–Dresden-Neustadt railway

Dresden–Děčín

Section of a Saxon network map of 1902
Overview
Locale Saxony, Germany and Czech Republic
Termini Děčín hlavní nádraží
Dresden-Neustadt
Line number 6240
Technical
Line length 65.785 km (40.877 mi)
Track gauge 1,435 mm (4 ft 8 1⁄2 in) standard gauge
Minimum radius 300 m (984 ft)
Electrification
  • 15 kV/16.7 Hz AC overhead catenary (Dresden–national border:)
  • 3 kV DC overhead catenary (national border–Děčín:)
Operating speed 160 km/h (99.4 mph) (maximum)
Maximum incline 1%
Route number
  • Germany: 241.1, 241.2, 241.4
  • Czech Republic: 098
Route map

Legend
 from (Vienna–) Praha Masarykovo n. (of the StEG)
 to Oldřichov u Duchcova (–Chomutov) (old DBE)
 0.548 Děčín hlavní nádraží 135 m
 to Jedlová (of the BNB)
 ~1,000 Čs. Mládeže overbridge (15 m)
 ~1,200 Ovčí stěna tunnel (Schäferwandtunnel; 279 m)
 ~1,700 Červená skála tunnel (Rotbergtunnel; 149 m)
 1.985 Děčín-Přípeř
 from (Vienna–) Kolín (of the ÖNWB)
 4.070 Děčín-Prostřední Žleb 135 m
 6.815 Děčín-Čertova Voda 135 m
 9.280 Dolní Žleb zastávka
 9.950 Dolnožlebský potok bridge
 10.350 Dolní Žleb 130 m
 11.858 Gelobtbach bridge (13 m)
 11.859
Czech Republic–Germany border
(system change 3 kV / 15 kV)

 12.658 Schöna loading station
 13.870 Schöna 130 m
 15.550 Schmilka-Hirschmühleformerly Hirschmühle 130 m
 16.306 Hirschgrund bridge (83 m)
 17.060 Bk Hirschmühle
 20.090 Bad Schandau Ost 130 m
 20.556 Bächelweg overbridge (20 m)
 20.622 Krippenbach bridge (22 m)
 21.200 KrippenSchandau until 1877 129 m
 State road 169
 22.760 Bad Schandau 126 m
 to Bautzen
 Bundesstraße 172
 26.370 Königstein (Sächs Schweiz) freight yard 127 m
 27.660 Königstein (Sächs Schw) Hp 127 m
 27.927 Bielabach bridge (26 m)
 27.955 Königstein viaduct (470 m)
 28.617 Elbstraße overbridge (11 m)
 29.770 Behnebach bridge (20 m)
 31.450 Bk Strand
 33.860 Kurort Rathen 127 m
 36.940 Bk Basteiblick
 37.040 Stadt Wehlen (Sachs) 125 m
 38.800 Bk Zeichen
 40.620 Obervogelgesang 125 m
 42.800 Bk Posta
 43.726 Ziegelstraße (11 m)
 44.022 overbridge (10 m)
 44.624 Dohnaische Straße (16 m)
 45.000 Pirnauntil 1875 120 m
 Kamenz–Pirna railway
 to Kamenz (Sachs)
 45.440 Pirnasince 1875 118 m
 S-Bahn line to Dresden-Neustadt
 to Gottleuba
 45.892 Gottleuba bridge (18 m)
 46.100 Pirna freight yard 118 m
 Industrial siding to Dresden-Reick
 47.180 Kahrenweg (10 m)
 Dresden-Reick–Pirna industrial siding
 47.960 Heidenau-Großsedlitz* 120 m
 48.760 Bk Sedlitz
 49.420 Bk Heidenau
 49.438 Geschwister-Scholl-Straße (14 m)
 49.960 Heidenau Süd* 121 m
 49.988 Dohnaer Straße (13 m)
 50.196 Müglitz bridge (53 m)
 50.330 Mühlenstraße (13 m)
 Industrial siding from Pirna
 51.118 August-Bebel-Straße overbridge (39 m)
 from Kurort Altenberg (Erzgeb)
 51.232 Heidenauformerly Mügeln (b Pirna) 120 m
 52.445 Elbgelände Railway
 Industrial siding to Dresden-Reick
 52.574 Sporbitzer Straße overbridge (11 m)
 52.660 Dresden-Zschachwitz* 121 m
 53.395 Kleinlugaer Straße overbridge (12 m)
 54.000 Dresden-Niedersedlitz freight yard
 54.107 Lockwitzbach bridge (10 m)
 54.161 Bahnhofstraße overbridge (17 m)
 54.220 Dresden-Niedersedlitz* 122 m
 54.891 Reisstraße overbridge (34 m)
 56.173 Moränenende overbridge (34 m)
 56.300 Dresden-Dobritz* 121 m
 Pirna–Dresden-Reick industrial siding
 Industrial siding from Pirna
 56.940 Seidnitzer Weg overbridge (11 m)
 57.630 Dresden-Reick carriage shed* 121 m
 57.823 Lohrmannstraße overbridge (18 m)
 59.499 Rayskistraße overbridge (28 m)
 60.140 Dresden-Strehlen* 123 m
 60.457 Franz-Liszt-Straße overbridge (22 m)
 ~60.500 Dresden-Strehlen Royal Villa station(1897)
 61.088 Bundesstraße 172 (28 m)
 61.496 Franklinstraße (20 m)
 61.844 Uhlandstraße (20 m)
 62.011 Andreas-Schubert-Straße (24 m)
 62.097 Dresden Hbf station curve east side (92 m)
 62.328 Bundesstraße 170 (55 m)
 62.490 Dresden Hbf 117 m
 Bundesstraße 173 (Budapester Straße)
 to Werdau Bogendreieck junction
 63.617 Rosenstraße (17 m)
 63.870 Freiberger Straße (19 m)
 63.928 Abzw Dresden-Mitte W 1
 Connecting curve to Dresden Friedrichstadt
 64.225 Dresden I city viaduct (163 m)
 Connecting curve from Dresden Friedrichstadt
 64.520 Dresden-Mitte W 8 junction
 64.540 Dresden II city viaduct (117 m)
 64.616 Jahnstraße (25 m)
 64.688 Dresden Mitte 117 m
 64.890 Friedrichstraße (25 m)
 64.960 Dresden III city viaduct (120 m)
 65.030 Bundesstraße 6 (25 m)
 65.470 Elbe bridge (Marien Bridge; 472 m)
 65.960 Leipziger Straße (29 m)
 66.000 Dresden IV city viaduct (40 m)
 66.069 Güterbahnhofstraße (16 m)
 66.070 Dresden-Neustadt Stw 8/6 junction
 to Dresden-Pieschen junction
 66.170 Dresden V city viaduct (80 m)
 62.242 Bundesstraße 170 (31 m)
 66.333 Dresden-Neustadt 118 m
 to Leipzig Hbf
 to Görlitz

 • station since 2001/2002 on the parallel Pirna–Coswig railway.

Source: German railway atlas[1]

The Děčín–Dresden railway, also called the Elbe Valley Railway (German: Elbtalbahn) is an electrified main line in Saxony and the Czech Republic. Formerly called the Saxon-Bohemian State Railway (Sächsisch-Böhmische Staatseisenbahn), the line is part of the Dresden to Prague route and is one of Europe's most important trunk routes (Magistralen). It runs along the Elbe Valley from Dresden via Pirna and Bad Schandau to Děčín (Tetschen-Bodenbach). The first section of the line was opened in 1848 and is one of the oldest lines in Germany.

Importance

Double-decker train approaching the spa town of Rathen

The Dresden-Děčín line is part of line 22 of the Trans-European Transport Networks (TEN-T; Athens–Sofia–Budapest–Vienna–Prague–Nuremberg/Dresden) and received € 11 million in 2000 to 2006 from the European Regional Development Fund.[2] The line is also the most northern section of Pan-European railway corridor IV connecting Dresden and Istanbul. The track is the only electrified line that directly connects Germany with the Czech Republic. It is a key part of the freight line between Scandinavia and Southern Europe.

Direct EuroCity trains on the Elbe Valley line connect Berlin with Vienna and Budapest. The Dresden–Schöna section of the line is part of the Dresden S-Bahn network.

History

History and Construction

Shortly after the completion of the Leipzig–Dresden railway in 1839, the first plans were developed to continue the route south towards Vienna. The first proposal considered was for a line via Zittau and Liberec (German: Reichenberg) through Upper Lusatia. High costs and the danger that Saxony could be bypassed by such a route led to this project being dropped. Later the German South-North Connecting Railway (Südnorddeutschen Verbindungsbahn) was built on this route. Austria preferred, however, from the start a line through the Elbe valley. Saxony and Austria agreed to this in a treaty signed on 9 August 1842, which provided for a construction time of eight years.

On 1 August 1848, the first section of Dresden was opened to Pirna. The first service over the whole Dresden–Děčín line ran on 6 April 1851. Royal Saxon State Railways owned the section to the border only. The rest of the line to Děčín was leased from Austria.

In the following years, as part of the Saxon-Bohemian State Railway, it became an important lines in Europe. Much of the north-south traffic connected with the Prussian lines in Upper Silesia.

Royal Saxon State Railways

A Saxon IIIb in Pötzscha (now Stadt Wehlen)
The line below Königstein Fortress
Vindobona Express service, comprising high-speed class VT 18.16 DMU, in the late 1970s

In 1898 large parts of the railway’s premises in Dresden were refurbished. The line’s old Bohemian station (Böhmische Bahnhof) was demolished and in its place the new Dresden Hauptbahnhof was built. The ground-level route through the city of Dresden was raised to a higher level, allowing a number of level crossings to be removed. Section by section, the Dresden–Pirna line was expanded to four tracks from 1915, allowing a separation of long-distance and regional services. Suburban trains ran every 15 minutes between Dresden and Pirna.

After the Second World War

After the end of World War II on 8 May 1945, the portion of the state border to Děčín was taken over by the Czechoslovak State Railways (CSD). All passenger trains from Dresden now terminated at Schöna station before the national border. CSD served its own section of the line from then on with passenger trains from Děčín to Dolní Žleb.

On 20 May 1945 German and Czech railway workers were advised that rail operations would resume across the re-established border. However, at first only freight trains operated, with a service between Berlin and Prague starting in 1946. Large parts of the German railway tracks were dismantled in the course of 1946, as reparations to the Soviet Union. As a result, the Dresden–Schöna section was reduced to a single track throughout.

Rehabilitation and reconstruction

Between 1949 to 1951, the second track was rebuilt. At the end of the 1950s double-decker commuter trains were introduced to the route. Gradually, high-quality long-distance trains returned to the through route. From the late 1950s, an international express service, called Vindobona ran on the line between Berlin and Vienna. Other services on the line included the [Hungaria (Berlin–Budapest) and the Pannonia Express (Berlin-Sofia). Freight traffic also increased steadily.

Visa-free travel between East Germany and Czechoslovakia was introduced on 1 January 1972. On 29 January 1972, a passenger train pair ran between Dresden and Děčín for the first time since 1945. At the same time an express service was introduced to Prague which allowed day trippers to visit the Czech capital of Prague.[3]

From 1973 the line from Dresden to Pirna was integrated into the new S-Bahn tariff zone. In subsequent years, the Dresden–Pirna line was restored as a four-track line in preparation for the conversion of Dresden suburban services into a real S-Bahn.

Electrification

In the early 1970s, the Dresden-Schöna section was electrified. The electric train service began on 29 May 1976. In 1987, electric overhead line was installed on the section of the line within Czechoslovakia between Děčín hl. n. (Bodenbach) and Děčín vychod (Tetschen). Nevertheless, scheduled electric trains did not begin operating across the border until 1992. The problem was the different electrical systems in use. The German section is electrified at the German standard of 15 kV AC at 16.7 Hz. In the north of the Czech Republic, lines are electrified with the 3000-volt DC system. In order to operate the route continuously using electrical traction, a dual-system locomotive (class 180) was developed. 50 m of the contact wire between Schöna and Dolní Žleb carries no current. In this section of the line the driver lowers the pantograph and coasts through the neutral section while changing the locomotive's electrical setting. Afterwards, the pantograph is raised again.

Until 1990, suburban trains operated to Schöna at approximate 60-minute intervals, starting in the late 1980s on the service from Meissen-Triebischtal.

Since 1990

The political changes in the former Communist countries in South-Eastern Europe in 1990 led to a sharp decline in traffic on the line. From the mid-1990s, the remaining long-distance passenger services were converted to EuroCity services. As an alternative to the congested B 170 highway via Zinnwald, a ‘’rolling highway’’ rail service was introduced in 1992 between Dresden and Lovosice.

On 7 June 1995 Germany, the Czech Republic and Austria signed an agreement to upgrade the line between Dresden, Prague and Vienna. In order to implement this agreement, two new intercity rail tracks were built between Dresden and Pirna, designed for 160 km/h operations. Parallel to the mainline tracks, separate S-Bahn tracks have been built between Pirna and Dresden-Neustadt for the Pirna–Coswig S-Bahn route. The new mainline and S-Bahn services began operations on 12 December 2004.[4]

Since the late 1990s, freight services have returned to the line, but the high utilisation of the 1980s has not yet been reached. After the European Union enlargement of 1 May 2004, utilisation of the rolling highway service decreased shaply and the service was closed. The completion of the A 17 autobahn as part of a European corridor has favoured road transport.

In August 2002, the line in the Elbe Valley was severely affected by the flood of the century. Because of flood damage to the track, it was completely closed in October 2002. All freight traffic was diverted via Ebersbach and via Bad Brambach. Long-distance passenger traffic was stopped completely.

Seasonal long-distance trains and regular Regional-Express trains run on the Elbe Valley line. In the winter sports season trains run on the line to the Müglitz Valley Railway and Altenberg. A weekend excursion train (RE 20, Bohemica) has from Dresden to Děčín since 2004, during the summer months.

Since the timetable change in May 1999, there are also several daily connections with the regional trains of České dráhy that run between Bad Schandau and Děčín, operating as Elbe-Labe-Sprinter. Since 15 June 2008 these trains run seven times a day at two-hourly intervals. This is the first time since 1945 that there has been a regular cross-border local passenger service stopping at all intermediate stations. Since 3 April 2010, the Wanderexpress Bohemica Express has operated via Děčín to Litoměřice. This train is a class 642 diesel multiple unit.

Notes

  1. ↑ Eisenbahnatlas Deutschland (German railway atlas). Schweers + Wall. 2009. ISBN 978-3-89494-139-0.
  2. ↑ "Reply to parliamentary question from Jan Mücke, Horst Friedrich (Bayreuth), Patrick Döring and other members of the FDP; 16/4893" (PDF) (in German). Bundestag. 16 April 2007. Retrieved 10 October 2010.
  3. ↑ Flügelrad and Elbsandstein p. 169
  4. ↑ "Reply to parliamentary question from Horst Friedrich (Bayreuth), Patrick Döring, Joachim Günther (Plauen) and other members of the FDP; 16/8996" (PDF) (in German). Bundestag. 29 April 2008. Retrieved 10 October 2010.

References

External links

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