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75-624: The station is connected by the Dresden railway node to the tracks of the Děčín–Dresden-Neustadt railway and the Dresden–Werdau railway ( Saxon-Franconian trunk line ), allowing traffic to run to the southeast towards Prague , Vienna and on to south-eastern Europe or to the southwest towards Chemnitz and Nuremberg . The connection of the routes to the north ( Berlin ), northwest ( Leipzig ) and east ( Görlitz ) does not take place at

150-509: A long time. After the Elbe flood of March 1845, the inspector of surveys, Karl Pressler suggested that the Weißeritz near Cotta should be relocated and that the existing riverbed could be used for a central station. This plan was taken up and the former riverbed was used for a connection line between Dresden's long-distance railway stations, but, instead of a central station, the planners foresaw

225-528: A new facade on the street side and new entrance steps. A draft plan by Gerkan, Marg and Partners for the modernisation of the station in the mid-1990s envisaged part of the central hall remodelled as a market as well as the building of an office and hotel tower. This design was not realised. At the end of December 2000, the Board of Deutsche Bahn, let a contract for modernisation work. The planned construction costs amounted to approximately DM 100 million, which

300-573: A new main station in front of the former Bohemian station, as it was already the busiest station in Dresden and it was close to Prager Straße, which became the most important shopping street of Dresden in the last quarter of the 19th century. On 1 August 1848, the Saxon-Bohemian State Railway ( Sächsisch-Böhmische Staatseisenbahn ) opened the Bohemian station as the terminus of its line, which only extended to Pirna . It

375-571: A north–south connection through Dresden was included in the EuroCity network and some of the eight EC trains that now run to Prague, Vienna and Budapest were introduced. On 25 September 1994, scheduled Intercity-Express (ICE) services operated for the first time to the station. The ICE Elbkurier ran in the evening on the line from the Zoo station in Berlin to Dresden in one hour and 58 minutes. In

450-532: A through connection to Hamburg in 1994 and in 2003 two pairs of trains continued to Vienna and a pair of trains continued to Aarhus in Denmark for the first time. ICE TD (class 605) services ran on the Saxon-Franconian trunk line to Nuremberg from 10 June 2001. These replaced InterRegio services that had been abandoned a year earlier. After the 2002 Elbe flood and the resulting disruption of

525-407: Is a location in a railway network where various routes intersect due to the presence of infrastructure or operational features. These features can range from simple junctions or crossings of rail routes, to stations, all the way to large nodes that span many switches and operational links. These links can also include connections to other modes of transport such as road, sea, or air. The function of

600-469: The Dresden S-Bahn . It is also the starting point of a Regionalbahn service and a Regional-Express stop. The first Pirna station was opened on 1 August 1848 together with the first section of Děčín–Dresden-Neustadt railway (Elbe Valley Railway). The station was close to Pirna's Altstadt (old town) not far from the monastery church of St. Henry (Heinrich). The station building was built in

675-609: The Intercity network. From 1991, individual Intercity services ran via Leipzig and the Thuringian Railway to Frankfurt am Main and these service have run every two hours since 1992. The first pair of EuroCity services ran from Dresden to Paris-Est over the same route on 2 June 1991. That same year, InterRegio trains served Dresden for the first time. The 2048/2049 and 2044/2143 trains pairs ran between Cologne and Dresden. Later, other connections were added. In 1993,

750-469: The Neoclassical architectural style with Romanesque elements. It originally had two main sections, connected by a hallway, and a covered main platform. Only a few years after its opening the station reached capacity because of increasing traffic. Due to its suburban location no room was available for expansion. It was difficult for trains to cross and for locomotives to be re-supplied with water at

825-418: The line to Berlin . Between 1800 and 1900, the population of Dresden grew from 61,794 to 396,146. As a result, traffic grew enormously. The existing railway facilities proved to be inadequate to satisfy the increasing traffic as a result of rising mobility, population increase and industrialisation. In particular, the railway tracks of the poorly interconnected stations were not designed for through traffic and

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900-585: The Albert Station, which was located about two kilometres (1.2 mi) to the northwest and subsequently only served coal traffic. In order to handle the traffic towards Chemnitz a new main station ( Hauptbahnhof ) was built in front of the Bohemian station. In addition, the new Hauptbahnhof would handle the passenger traffic of the Berliner station, which was also located in the Old Town ( Altstädt ) on

975-607: The Bohemian station to the Leipziger station and the Silesian Station on the Neustadt side of the Elbe. From 1861 to 1864, the passenger infrastructure was moved to the west, to make room for a new building. On 1 August 1864, a solid new entrance building replaced the previous provisional building Four 184-metre (603 ft 8 in) long wings, which were designed by Karl Moritz Haenel and Carl Adolph Canzler in

1050-478: The Bohemian station was demolished and the construction of the central and northern halls started on its site. Until the completion of the entire building, the south hall served as the provisional station. The new building, which had six terminal platform tracks in the central hall, six through high-level tracks and other terminal tracks in the eastern precinct, met all the requirements for greatly expanded passenger operations. A roofed building with two elevated tracks

1125-523: The Chemnitz–Görlitz route to stop without a change of locomotives. In 1946 and 1947, several drafts of a new, generously-dimensioned central station replacing the Wettiner Straße station emerged. The former Hauptbahnhof would have been renamed Bahnhof Dresden Prager Straße and passenger services would have operated only through the north hall and from the east side. Initially a postal station

1200-666: The Hungaria (Berlin– Budapest ) and the Meridian ( Malmö – Bar ). As part of the change in traction, trains hauled by electric locomotives reached Dresden from Freiberg for the first time in September 1966. A good ten years later–on 24 September 1977–the final steam-hauled service departed the station towards Berlin as the Dresden Express. Steam-hauled passenger trains were still seen running towards Upper Lusatia until

1275-613: The Pirna depot and changes of traction were carried out in the operations yard for a few years. Locomotives running on the Pirna branch lines and the Müglitz Valley Railway were based at the Pirna depot or later in the operations yard. The 15-stall roundhouse was hit by several bombs in the Second World War and it was then rebuilt with temporary repairs. In particular, the roof remained temporary. Therefore,

1350-493: The Reichsbahndirektion Railway division of Dresden was also not realised. The remaining structure was restored from 1950 in a similar but simpler form, due to economic difficulties and the shortage of skilled workers. The roof, which had previously been partially covered with glass, was temporarily covered with wood, board and slate. The station building itself was only partially restored. In particular,

1425-493: The beginning of a dialogue on state power at the local level with the establishment of the Group of 20 ( Gruppe der 20 ) on the evening 8 October. With a combined 156 arrivals and departures of scheduled long-distance trains per day in the station in the summer 1989 timetable, it was the third most important node in the network of Deutsche Reichsbahn , after Berlin and Leipzig. Since the 1990s, Dresden has gradually become part of

1500-570: The bombing of the Pirna Elb Bridge in 1945, the old station building was partially destroyed. The track maintenance branch was housed in the building until 1998. During this period, the building was also used for residential purposes. At present, the listed building stands empty. The old Pirna station is the oldest preserved station building of the Saxon-Bohemian Railway ( Sächsisch-Böhmischen Eisenbahn ). The new station

1575-429: The buildings south of the main hall remained hollow ruins, although the outer walls implied a complete reconstruction. The intact steel construction of the dome over the main hall was also externally covered with wood and slate and a coffered ceiling was built inside it. The construction work was not largely completed until the early 1960s. One of the last measures was the modification of the clock towers on either side of

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1650-422: The central station could accommodate about 2,000 people, but they lacked airlocks and ventilation systems. This had serious consequences: during the great air raid on the night of 13 and 14 February 1945 the station burned down, and the entrance to the luggage store was set alight; as a result 100 people were burned to death and another 500 people suffocated in the air raid shelters. Subsequent air raids destroyed

1725-583: The connection via Berlin. Dresden station became the starting point of the central east–west connection in the German ICE network. This change caused changes in locomotive-hauled long-distance operations, since Dresden was now served almost exclusively in the north–south direction by Intercity (IC) and EuroCity (EC) trains. There were other related changes to the IC/EC network. So already the service, subsequently numbered EC/IC 27 (Prague–Dresden–Berlin), received

1800-532: The critical situation in Dresden, five additional special trains were diverted via Vojtanov and Bad Brambach to Plauen . Most demonstrators were peaceful, but there were also violent clashes between about 3,000 demonstrators and the Volkspolizei and property at the station was damaged. In the following days, peaceful demonstrations took place in Lenin-Platz and the adjacent Prager Straße, resulting in

1875-408: The design of the new station. Dresden architects Ernst Giese and Paul Weidner and Leipzig architect Arwed Roßbach each won a first prize. The realised design incorporates elements of both drafts. Construction began in the same year, led by Ernst Giese and Paul Weidner. Railway operations continued at the Bohemian station while the south hall was opened to traffic on 18 June 1895. Subsequently,

1950-583: The development of the Dresden railway node was planned in 2009 to be completed in 2011. However, this construction phase was not included in the 2011–2015 federal Investment Framework Plan ( Investitionsrahmenplan ) and construction is not currently scheduled (as of 2012). In September 2013, Deutsche Bahn said that the platforms of the central hall would be replaced by 2019 and they would also be slightly raised. The Förderverein Dresdner Hauptbahnhof e. V. (Friends of Dresden Hauptbahnhof) supported

2025-400: The eastern precinct. As a remedy, a new through track was built through the north hall between platforms 10 and 11, replacing a luggage platform. This would henceforth be used for the passage of additional trains to the eastern precinct and for the passage of unattached locomotives and freight traffic. To take advantage of the sharp rise in through passenger traffic, the covered side hall next to

2100-692: The end of freight operations, large parts of Pirna station were unused. Therefore, the new depot of the Pirna-Sebnitz Upper Elbe Transport Company ( Oberelbische Verkehrsgesellschaft Pirna-Sebnitz , opened in 2001) and the administrative building of the State Reservoir Administration of Saxony ( Landestalsperrenverwaltung Sachsen ) were built in this area. This was followed in January 2008 by the opening of Pirna's new central bus station, which

2175-482: The engine shed had to be closed due to disrepair in October 1995. In the following years, the roof partially collapsed. In early April 2009, the roundhouse was demolished. In June 2012, ITL Eisenbahngesellschaft began construction of a new railway depot for the maintenance of locomotives and wagons on the site. On 27 June 2013, ITL opened its new depot with four indoor tracks at a cost of around €6 million. Following

2250-479: The entrance building and the train shed roof, track work of the north and south hall and changes to the track and signaling systems. To ensure uninterrupted movement of trains, the track structures of the north hall were first rehabilitated and recommissioned in November 2003. Subsequently, the renovation of the track structures of the south hall began at the end of 2004. The train shed roof was renovated from 2002 and

2325-460: The entrance portal to fit the “skeletal” facade. In the coming decades, the station's makeshift parking and traffic arrangements and its power lines shaped perceptions of it. From the 1960s the station again became an important hub for long-distance services from Western Europe and Scandinavia to Southeastern Europe. The well-known services of this period were the Vindobona ( Berlin – Vienna ),

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2400-407: The equivalent of about €320 million. After more than five years of construction the whole building went into operation on 16 April 1898. At 2:08 AM the first train running as the 101 from Leipzig entered the newly opened Dresden Hauptbahnhof. As a result of the restructuring of the Dresden railway infrastructure that was carried out simultaneously, the station received better links with

2475-487: The following days, more and more disgruntled citizens collected at the station, amounting to about 20,000 people on the night of 4 and 5 October, according to the police. While the majority of the demonstrators and the security forces confronted each other that night in Lenin-Platz (now Wiener Platz), three of the expected trains from Prague passed on the southern tracks of the Hauptbahnhof but were hardly noticed. Due to

2550-481: The form of Italian Renaissance buildings, were annexed.The main platform could handle two trains simultaneous at first, but it was only 370 metres (1,213 ft 11 in) long. An additional 360-metre (1,181 ft 1 in)-long island platform was built between 1871 and 1872. This extension had become necessary because in 1869 the Bohemian station took over the passenger traffic of the Dresden–Werdau railway from

2625-549: The late 1980s. Since the headroom in the western part of the station area was insufficient, the Hohe Brücke (bridge) had to be demolished to permit the electrification of the railway lines. Within the city and the surrounding area, the Dresden S-Bahn has carried the majority of traffic to the station since 1973 and has operated as its central point. In 1978, the Dresden Hauptbahnhof was heritage-listed. On

2700-417: The line between Chemnitz and Dresden, as well as problems with the tilting systems, Deutsche Bahn discontinued the operation of the trainsets from the summer of 2003. Instead services were operated with Intercity trains until the end of long-distance services in 2006. A suitcase bomb was discovered in the station by an explosive-detection dog on 6 June 2003. After the evacuation of the entire building,

2775-496: The lines to Leipzig , Berlin and Görlitz , which had previously been poorly connected. A new high-capacity, continuous four-track urban connecting line was opened through the new Wettiner Straße station (now Dresden Mitte station ) for suburban traffic and the Maria Bridge to Dresden-Neustadt station in 1901. It was connected by rail junctions to other stations, in particular to Dresden-Friedrichstadt station. Although it

2850-455: The many level crossings created major traffic problems. After the late 1880s, when all the railway infrastructure affecting the city had been nationalised, the Saxon government decided to carry out a fundamental reconstruction of the Dresden railway node under the leadership of the engineer Otto Klette. This would create a new central railway station, but there was no consensus on its location for

2925-456: The morning there was a service in the opposite direction. The introduction of the ICE meant that construction work at the station had to be carried out in advance. Until the timetable change on 28 May 2000, a pair of trains ICE ran daily via Berlin to Dresden, then the hourly ICE line 50 service, which has continued to the present, was introduced from Dresden to Frankfurt via Leipzig, eliminating

3000-727: The night of 30 September and 1 October 1989, six so-called refugee trains were operated from Prague through Dresden station and the territory of the German Democratic Republic to West Germany . Two hours before the news spread to the West German media about these trips, a few quick and resolute citizens managed to jump on a train during transit. More East Germans were queuing in the West German embassy in Prague and so more trains were run. Therefore, on

3075-464: The node is to maintain the flow of traffic by routing from the various connecting routes as quickly and efficiently as possible. This rail-transport related article is a stub . You can help Misplaced Pages by expanding it . Pirna station#Old station Pirna station is the largest railway station in the town of Pirna in the German state of Saxony . The station is integrated into the network of

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3150-524: The northern platforms (main platform and island platform) on the Dresden–Děčín railway were rebuilt with a length of 172 metres (island platforms 1 and 2) and 146 metres (main platform 3). At the same time, the Pirna–Coswig S-Bahn line received a separate pair of tracks, which begins in Pirna and currently (2015) ends at Dresden-Neustadt . As part of the federal government's stimulus package,

3225-470: The opening of the ceiling in the reception hall and the renovation of the skylight lying over it to restore the historical impression of a friendly, light-filled space. South of the station building there was a freight clearance yard. Additionally there were extensive track systems for the formation of trains and sidings that connected directly with the station area. The tracks used for freight traffic were greatly scaled back between 1996 and 2005. After that

3300-600: The outbreak of the Second World War, however, these plans lapsed. During the Second World War, the station had only minor importance for the dispatch of troop and prisoner transports, though Dresden was a garrison town. However, it connected the Saxon railway network with Bohemia and formed a bottleneck as a result. At the beginning of the war, Dresden hardly seemed threatened by air raids, so initially insufficient preparations were made and later additional preparations were no longer possible. The air raid shelters of

3375-412: The platform between the tracks that had been built with the tracks in about 1930. The 2002 floods delayed the renovation work significantly. On 12 August 2002, the station was closed due to flooding by the Weißeritz , which had returned to its old route through Dresden and followed the route of the line to Chemnitz to reach the Hauptbahnhof, reaching a height of up to 1.50 m (4 ft 11 in) at

3450-404: The police destroyed the suitcase bomb. The bomb consisted of a standard wheeled suitcase which contained an alarm clock, a pressure cooker, explosives and stones as well as an ignition device with fuse. According to experts, this bomb was capable of exploding. The first restoration work took place in the 1990s. The bridges over federal highway 170 were renovated and the eastern building was given

3525-489: The railway tracks entirely. The station was made permanently inoperable during the eighth and final air raids on the city on 17 April 1945 by 580 USAAF bombers. In spite of its severe war damage the station was one of the distinctive buildings in the central Dresden. The restoration of rail connections had to take precedence over the restoration of the historic building. So passenger services were restored to Bad Schandau by 17 May 1945. A temporary reconstruction began after

3600-550: The rapid increase in traffic could barely be handled, the first expansion of facilities was planned prior to the start of the First World War. In 1914, the Saxon Parliament approved funds for the expansion, but the beginning of the war prevented its realisation. The extension could not be started until the late 1920s. One obstacle to operations until then was that it was difficult to reach the terminal tracks in

3675-731: The refurbishment of the station's energy systems were completed in June 2011. This construction work included the renovation of the royal pavilion. Since the summer of 2011, Deutsche Bahn has been developing a future retail space under the tracks of the north and south hall of the station. Around €25 million were expected to be invested by 2014. It has around 40 storefronts with a total area of 14,500 square metres (156,000 sq ft). The first new stores opened in August 2013, although construction work had not been completed in April 2014. The second stage of

3750-420: The renovated station took place under the dome of the lobby on the evening of 10 November 2006. It was carried out in 2006 to coincide with the celebration of the 800-year anniversary of the city. The opening meant the end of a significant obstacle for tourism, but the renovations have not yet finished even in 2014. After 20 months of construction, carried out as part of the federal economic stimulus package,

3825-413: The renovation and enabled the recovery of some details about the required conservation measures. So broken decorative elements on a sandstone facade of the clock tower were returned to their correct places, windows were equipped with arches and architraves and the crowning group statue of Saxonia with personifications of science and technology have been restored. Railway node A railway node

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3900-730: The site. The upgrading of railway facilities at this location was difficult. The first bridge of the Elbe in Pirna (now called the Stadtbrücke —"town bridge") was built in 1875 to the west of the former station as part of the Kamenz–Pirna railway . A new Pirna station was opened on 15 October 1875 at the intersection of the Kamenz–Pirna railway and the Elbe Valley Railway. The old station was closed on 18 October 1875. During

3975-464: The south hall was demolished, so that the two freight train tracks could be moved on to an outer track on a new concrete structure over the pavement and the released space could be used for an island platform. The signal box equipment was modernised at that time. New electromechanical systems replaced the mechanical systems and a new command signal box tower was built on the Hohe Brücke (bridge) that at that time carried an extension of Hohe Straße over

4050-421: The south side of the Elbe, but almost three kilometres (1.9 mi) to the northwest. The basic functional design of the station with the combination of a large terminal hall at a low level and two flanking through halls at a high level is considered to be the work of Claus Koepcke, a ministry of finance official, and Otto Klette. This functional framework was based on an architectural competition held in 1892 for

4125-400: The station building was redeveloped in 2009 and 2010 by DB Station&Service for around €1.5 million. The focus of activities was on saving energy through the renovation of the facade and the roof, which received insulating plaster over its whole surface. The old wooden windows and sandstone structure elements have been repaired to preserve their historic aspects. The undisputed highlight was

4200-415: The station building was renovated from the end of 2003. Because of the construction, shops were accommodated in containers in the station hall from 2002 to 2006. The dome above the connection hall between the two halls, which is up to 34 metres (111 ft 7 in) high, the connecting hall and the large waiting rooms were restored to their historical designs. A travel centre and a supermarket were opened in

4275-471: The station building, and tracks 1 and 2 on an island platform) and the Pirna–Großcotta railway runs south of the building through platform 4, formerly the starting point for trains to Kamenz , Bad Gottleuba and Großcotta . South of platform 4 there was platform 5, which is now disused, which could only be reached by crossing the track from platform 4 at ground level. Between October 1996 and July 2001,

4350-481: The station building, running north–south. Prager Straße, the inner-city shopping street, begins at Wiener Platz to the north. Road traffic on Wiener Platz was diverted in the 1990s to run through a road tunnel with connections to underground parking, and it is now a pedestrianised street. Several major buildings have been constructed in the area in the modern style and there is an excavation in Wiener Platz, which

4425-475: The station there was the Pirna locomotive depot ( Bahnbetriebswerk ). In 1963 the Bad Schandau locomotive depot was attached to the Pirna depot as an entry point to it and on 1 January 1968, Pirna depot took over operations from the Dresden locomotive depot. In the following two years, diesel locomotives of class V 100 were allocated to the depot. Beginning in 1969, light diesel multiple units were based in

4500-431: The station's western track field. The architecture of the station was also transformed. Numerous decorations and structures were replaced by modern plain surfaces. In the 1930s, Deutsche Reichsbahn built a high-speed rail network. It operated high-speed diesel multiple units on routes between Berlin and Hamburg, Berlin and Cologne and Berlin and Frankfurt among other cities. However, the connection from Dresden to Berlin

4575-586: The station, but north of Dresden-Neustadt station (at least for passenger trains). The station is located south of the Inner Old Town in the Seevorstadt and the district of Südvorstadtat reaches its southern edge. Next door to the station area is the Hochschule für Technik und Wirtschaft Dresden (University of Applied Sciences). Federal highway 170 passes under the station area to the east of

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4650-500: The station. Water, mud and debris caused damage of €42 million. Many sections of track were impassable for a long time, especially towards Chemnitz. After a few regional trains reached the station on 2 September 2002, a long-distance train also reached it. The building was, in part, demolished down to its basement, except for its facade; this work lasted until the end of 2004. The cost of the remediation amounted to about €250 million up to November 2006. Of this amount, €85 million

4725-569: The terminus of its lines. The Silesian Station ( Schlesischer Bahnhof ) was opened in 1847 as the terminus of the Görlitz–Dresden railway and the Bohemian station ( Böhmische Bahnhof ) was opened in 1848 on the line towards Bohemia . Seven years later, the Albert station ( Albertbahnhof ) was opened on the line towards Chemnitz and the Berliner station ( Berliner Bahnhof ) opened in 1875 on

4800-474: The waiting rooms in July 2006, simultaneously with the commissioning of the central hall. The high-level platforms are now reached via escalators and lifts. In December 2007, the newly designed network of tracks was put into operation on the station's south side, except for platform 1, which was opened at the end of 2008. In addition, the two freight train tracks outside the south hall were rebuilt, but omitting

4875-441: The war and was completed in the same year. Some parts of the building, such as the concourses and the dome, were not immediately repaired and continued to deteriorate. At the same time a far-reaching reorganisation of the railway infrastructure was considered as the large-scale destruction of the city seemed to make it possible. Draft plans from 1946 show a turning loop south of the station, which would have allowed east–west traffic on

4950-509: The yard was only used for the marshalling of freight trains. Many tracks have been re-created or reconstructed since 2013. For freight transport, the main track to the former Pirna thermal power station was renewed and several works sidings were built. These tracks form part of the AGRO-Terminal , a branch of a Hamburg grain and feed service. It has used the tracks since 1 October 2012 for the receipt and dispatch of trains. Not far from

5025-473: Was built for freight traffic between the south hall and Bismarckstraße (now Bayrischen Straße) to the south. The entrance building covered an area of approximately 4,500 square metres (48,000 sq ft). The steel fabrication company, August Klönne supplied 17,000 tonnes (37,000,000 lb) of steel for the structure of the platform halls and the masonry consists of Elbe Sandstone . The cost of construction amounted to 18 million marks ; corresponding to

5100-457: Was built in the heyday of luxury trains, it was almost unaffected by this phenomenon with only one branch of the Balkanzug (Balkan train) serving Dresden between 1916 and 1918. The builders of the station assumed that the new facilities would provide sufficient capacity for many decades. In fact, the volume of traffic developed more rapidly than assumed as indicated in the table below. Since

5175-627: Was dug a few years ago, but construction has been abandoned (2013). In 1839, the Leipzig–Dresden Railway Company ( Leipzig-Dresdner Eisenbahn-Compagnie ) opened the first long-distance railway in Germany from Leipzig to its Dresden terminus, the Leipziger Bahnhof . In the following decades more railways were built, increasing the destinations that could be reached from Dresden. Each private company built its own station as

5250-459: Was funded from the federal government's remediation funds, Deutsche Bahn's own funds and a grant from the state of Saxony (DM 13 million). The completion of construction works was scheduled for the spring of 2003. The extensive redevelopment had already commenced in 2000 with the commissioning of the Leipzig remote electronic control centre . The additional redevelopment included the renovation of

5325-486: Was initially only a barn-like half-timbered building spanning four tracks and it also had a makeshift locomotive depot, carriage sheds and workshops. The opening ceremony took place on 6 April 1851, coinciding with the extension of the line to Bodenbach (now Děčín ). A year later the opening of the Marienbrücke (Maria Bridge) for road and rail traffic on 19 April 1852 allowed the operation of traffic through

5400-429: Was opened on 15 October 1875 in the district of Westvorstadt. The architecture of the building was inspired by the old station. It consists of two main buildings connected by an intermediate structure. The eastern building faces the station forecourt and forms the actual station building. This is on an island between rail tracks. The tracks of the Elbe Valley Railway run to the north of the building (platform 3, next to

5475-527: Was planned for the remaining area. This was abandoned in the draft of 1947; the south hall would now also be used for passenger operations, while the central hall would be used for any purpose. It is not absolutely certain why these plans ultimately did not proceed. Possible reasons were financial problems, material shortages, labour shortages and general planning uncertainty during a period of social and political changes. A planned new entrance building on Wiener Platz with an attached new administration building for

5550-898: Was served by a high-speed steam-hauled train, the Henschel-Wegmann Train . From 1936 until the outbreak of war in 1939, the journey time from Dresden to the Anhalter Bahnhof was about 100 minutes. In the late 1930s, the Nazi Party planned to reconstruct the city with the intention of glorifying the Third Reich on an enormous scale. A new central train station to be built at Wettiner Straße station would have been 300 metres (984 ft 3 in) wide and 200 metres (656 ft 2 in) long. In addition, an oversized station courtyard and spacious streets were intended to create spaces for rallies and marches. With

5625-415: Was spent on the membrane roof and €55 million on the entrance building. The federal government contributed about €100 million of this and the government of Saxony contributed about €11 million. The renewal of the elevated track structures in the south hall had still not been carried out at that time, it would be supported by the federal government with some €54 million. The inauguration of

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