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More Info Got It! Home Canada casinos Ontario casinos Dresden Casinos. The lobby is located to the east of the central and largest of the three buildings and it is centered between the outer halls; it has an approximately square plan.

This road passes at roughly right angles under the railways running through the other two halls. The dimensions of the roof were necessary during the days of steam so that smoke could be blown away.

Several bay platforms are arranged in an elevated position between the running lines from the north and south hall. These are mainly used for stabling short sets.

Impressive entrances to the station building were built not only from the east, but also from the north and the south.

Additionally from these sides there are direct entrances to the central train shed under the elevated through tracks.

The entrance from Wiener Platz to the station hall was also perceived as the main entrance during construction, which led to contemporary criticism that "the organic development of the building had to suffer from the needs of two main entrances with one having greater architectural significance and the other responding more to the needs of users.

In the northwest is the royal pavilion Königspavillon , which is built in the Baroque Revival style. Originally it served to receive state guests of the Kingdom of Saxony.

After the end of the monarchy in , it contained a ticket office before it was again reserved for functions and receiving dignitaries during the Third Reich.

From , the royal pavilion contained the Kino im Hauptbahnhof cinema in the station , which had more than places. On 31 December , Deutsche Bahn dismissed the operator and the Pavilion has since been unused.

During a renovation to make it energy-efficient in , the facade of the Pavilion was repaired and new windows and a new roof were installed.

In April , the royal pavilion is to be opened as an additional entrance to the station, allowing direct access to platforms 17, 18 and 19 from the north-west side.

In the royal pavilion itself there will be room for cultural projects and art exhibitions. Eliminating it led to criticism from architects and the press, as the royal pavilion would now not be integrated into a harmonious structure.

Among the elevated tracks of the north and south hall there was originally facilities for loading luggage and offices for the management and inspection of operations north hall and rooms for the staff south hall.

Since the redevelopment there are shops for travel necessities below the eastern part of the north hall and a waiting hall with its own lost property office and sanitary facilities under a part of the south hall.

The development of further rooms below the north hall and south hall is still continuing as of The central train shed today serves as a terminal station with seven tracks running from the west.

Originally, however, it housed only six platform tracks. Even before the Second World War another platform track was integrated into the train shed, the current platform This change involved the abolition of two luggage platforms, leaving only the former luggage platform between platforms 6 and 9.

The tracks of the central part of the station are approximately at street level, while all the through tracks run in a second level which is about 4.

The north and south halls house three through tracks without platforms that run in a southeasterly direction past the terminal hall. The eastern sections of platforms 1 and 2 are also referred to as platforms 1a and 2a.

The north hall also houses an additional through track without platform. During the refurbishment works carried out since , the platform height was adjusted to meet current standards.

The east wing originally had a second terminal track, but only platform track 4 is still in use. In addition to structural changes, the system of operations has also changed.

It was initially mainly operated with tracks arranged according to direction that is with fast and slow lines in the same direction. The tracks are now largely arranged as discrete lines for instance some tracks are dedicated to S-Bahn services.

The following table gives an overview of the aspects of the platform and their original and current use November The island platform added between the freight tracks south of the south hall in the s has not existed since the reorganisation in the new millennium and therefore it is not shown in the table.

A special feature of the station is the renovated roof, which was designed by the British architect Sir Norman Foster.

The previous panes of framed glass were replaced by 0. The membranes have double-sided Teflon coatings that are 0.

It was the first time that a historic building had been treated with this new material. It can be walked over by trained personnel with a safety harness.

The membrane is largely translucent during the daytime and reflects the light of the concourse back at night; the structure appears to be silver from the outside.

Narrow slits between the membranes are left open over the hall arches, forming a total of 67 skylights. According to the Deutsche Bahn specifications, cooling is not required due to the "tent construction" of the roof even in bright sunlight.

The restoration was carried out between February and July with trains running through the station. Some of the old steel beams were rebuilt and some new ones have been inserted as wind bracing between the hall arches.

Secondary structures were then built to attach the membranes on the beams. A service lift was also installed. The planning began in and originally a full canopy covering the outer platforms was envisaged, but this was rejected in The membrane roof has been damaged several times during bad weather.

Responsibility for the damage was still being contested in court in January The main entrance of the station building forms part of a large circular portal window arch.

The portal is installed in the massive Avant-corps that dominates the centre of the facade. In addition there is a statue of Saxonia, the embodiment of the spirit of Saxony, which is arranged between allegories of science and technology.

Both the portal of the entrance building and the clock towers on both sides show the association of the station with the architectural style of Historicism , which was typical of the buildings of the kingdom of Saxony in Dresden.

The entrance building consists of two elongated, T-shaped crossings, which intersect under the large glass dome of the hall. The main corridor leads to the central hall, while the side halls can be reached by passages running parallel to the cross passage through the central hall.

During the renovation of the business and administrative areas, large parts of the station building were converted into facades and additional areas of glass were inserted into its roofs for daylighting.

While the interiors of the lobby are now simply decorated, they appeared much more lively before the destruction of the station during World War II.

Ceiling paintings and the 26 emblems of the administrative districts of the Kingdom of Saxony in their heraldic colours adorned the lobby.

The waiting rooms of the first and second class were graced with large murals made of porcelain tiles to the disgn of Prof. Julius Storm of Meissen.

Before the renovation of the station, a so-called rope hung here in the middle of the entrance hall. Although nothing has hung here since the station redevelopment, the old name is still used for this meeting place by many in Dresden.

At this point of the roof, there is now a round cushion, 15 metres in diameter and made of ETFE foil. Its height can be adjusted and it serves mainly to regulate the ventilation.

In the upper floor of the station there has been a DB Lounge for first class passengers and frequent travellers since September In the entrance building there are shops for travel needs.

As an important transport hub in Dresden, the station is linked to various transport services. It is not only a stop on the rail network, but it is also an important transfer point for public transport, a grade-separated crossing of two main roads and the beginning of the pedestrianised route through the inner city.

An electronic interlocking controls the Dresden junction to the limits on Dresden station. All lines to Dresden have entry signals, as do the opposite tracks.

The operating agency of Dresden has a total of 15 entry signals. Two long-distance railway corridors intersect in Dresden. In addition to the important long-distance route to Leipzig, there is also the north—south corridor from Berlin via Dresden and Prague to Vienna.

The station is served by the following services incomplete list: Each day the station is used by around 60, passengers, trains including 50 long-distance services , including up to ten S-Bahn services each hour.

In addition, about freight trains operated by different railway companies pass the station daily. The most common direct destination outside the area of the Dresden S-Bahn is Leipzig with up to 32 services daily.

The other most frequent long-distance destinations are Berlin , Hamburg , Frankfurt , Wiesbaden , Prague and Budapest.

The Saxon-Franconian trunk line via Chemnitz and the Vogtland to Nuremberg has been discontinued in recent years, despite the growth of long-distance traffic and is now only operated by DB Regio as far as Hof.

The number of direct connections to the station mean that it has national significance as an interchange. The station is the main inner-city hub for national passenger services.

From the outset, it was the centre of the tram network of the Dresdner Verkehrsbetriebe Dresden Transport or its predecessor organisations.

Today, along with Postplatz, Albertplatz and Pirnaischer Platz , it is one of the four major tram hubs of the city. Tram stops are located on the station forecourt fronting highway B and on Wiener Platz.

The connecting path runs at ground level from the head of the platforms. Also in front of the entrance building is the bus stop, which is served by city and regional buses.

Bus passengers will then be able to use the station entrance by the royal pavilion. Four tram lines 3, 7, 8, 10 , a city bus route 66 and several regional bus services operated by Regionalverkehr Dresden Regional Transport Dresden , line operated by the Pirna-Sebnitz Upper Elbe Transport Company Oberelbischen Verkehrsgesellschaft Pirna-Sebnitz and other services operated by long-distance transport companies regularly stop at the station.

Apart from destinations in the surrounding area of Dresden, services are also operated to Annaberg-Buchholz , Olbernhau and Mittweida as well as Teplice in the Czech Republic, among other places.

After the completion of the planned ZOB, this is to be served by all regional and long-distance bus services. Stopping places for cars are provided near the entrances on the south side of the station.

An underground car park with parking spaces is located at Wiener Platz in front of the northern entrances of the station.

It is reached from the road tunnel under the Platz running to the east. The renovated station in Dresden received the Renault Traffic Future Award for special transport architecture.

The jury praised the station as being a "monument of a clear, lilting lightness. From Wikipedia, the free encyclopedia. Retrieved 10 November Der Dresdner Hauptbahnhof [ A tent for trains.

The Dresden Hauptbahnhof in ] in German. Dresdner Geschichtsbuch 5 in German. Zerstörung und Wiederaufbau von Dresden in German.

Der Einfluss veränderter Rahmenbedingungen auf Netzgestalt und Frequenzen im Schienenpersonenfernverkehr Deutschlands. Dissertation at the University of Leipzig in German.

Über Jahre Dresdener Bahnhöfe in German. Süddeutsche Zeitung in German Verdächtiger gesteht die Tat". Spiegel Online in German. Retrieved 19 August Die Stadt im Eisenbahn-Revue International in German 3: Eisenbahn-Revue International in German Eisenbahn-Revue International in German 4: Sächsische Zeitung in German.

Retrieved 22 August Dresdner Neueste Nachrichten in German. Im Juli eröffnen die ersten Läden im neuen Hauptbahnhof". Dresdner Blätt'l in German Retrieved 18 September Retrieved 10 September Retrieved 11 September Historische Bahnhofsbauten in German.

Transpress, Verlag für Verkehrswesen. German Architektenblatt in German. Retrieved from " https: Views Read Edit View history.

In other projects Wikimedia Commons. This page was last edited on 5 September , at

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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 the terminus of its lines.

The Silesian Station Schlesischer Bahnhof was opened in as the terminus of the Görlitz—Dresden railway and the Bohemian station Böhmische Bahnhof was opened in 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 on the line to Berlin.

Between and , the population of Dresden grew from 61, to , 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 the many level crossings created major traffic problems.

After the late s, 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 a long time. From to , the passenger infrastructure was moved to the west, to make room for a new building.

An additional metre-long island platform was built between and This extension had become necessary because in the Bohemian station took over the passenger traffic of the Dresden—Werdau railway from the Albert Station, which was located about two kilometres 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. 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.

Construction began in the same year, led by Ernst Giese and Paul Weidner. Subsequently, 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.

The entrance building covered an area of approximately 4, square metres. As a result of the restructuring of the Dresden railway infrastructure that was carried out simultaneously, the station received better links with the lines to Leipzig , Berlin and Görlitz , which had previously been poorly connected.

It was connected by rail junctions to other stations, in particular to Dresden-Friedrichstadt station. Although it 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 and 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 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 , 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 s. One obstacle to operations until then was that it was difficult to reach the terminal tracks in 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 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. The architecture of the station was also transformed. Numerous decorations and structures were replaced by modern plain surfaces.

In the s, Deutsche Reichsbahn began to construct of 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 others.

However, the connection from Dresden to Berlin was served by a high-speed steam-hauled train, the Henschel-Wegmann Train. In the late s, the Nazis were planning to reconstruct the city with the intention of glorifying the Third Reich on an enormous scale.

In addition, an oversized station courtyard and spacious streets were intended to create spaces for rallies and marches.

With 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 the central station could accommodate about 2, people, but they lacked airlocks and ventilation systems.

Subsequent air raids destroyed the railway tracks entirely. The station was made permanently inoperable during the eighth and final air raids on the city on 17 April by 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 A temporary reconstruction began after 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 show a turning loop south of the station, which would have allowed east-west traffic on the Chemnitz—Görlitz route to stop without a change of locomotives.

Initially a postal station was planned for the remaining area. This was abandoned in the draft of ; 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 the Reichsbahndirektion Railway division of Dresden was also not realised.

The remaining structure was restored from 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, 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 s. From the s the station again became an important hub for long-distance services from Western Europe and Scandinavia to Southeastern Europe.

As part of the change in traction, trains hauled by electric locomotives reached Dresden from Freiberg for the first time in September Within the city and the surrounding area, the Dresden S-Bahn has carried the majority of traffic to the station since and has operated as its central point.

In , the Dresden Hauptbahnhof was heritage-listed. 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.

Therefore, on the following days, more and more disgruntled citizens collected at the station, amounting to about 20, 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 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, demonstrators and the Volkspolizei and property at the station was damaged.

With a combined arrivals and departures of scheduled long-distance trains per day in the station in the summer timetable, it was the third most important node in the network of Deutsche Reichsbahn , after Berlin and Leipzig.

Since the s, Dresden has gradually become part of the Intercity network. From , individual Intercity services ran via Leipzig and the Thuringian Railway to Frankfurt am Main and these service have run every two hours since In , 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.

In 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.

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.

These replaced InterRegio services that had been abandoned a year earlier. After the Elbe flood and the resulting disruption of 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 Instead services were operated with Intercity trains until the end of long-distance services in After the evacuation of the entire building, 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 s. The bridges over federal highway were renovated and the eastern building was given 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 mids envisaged part of the central hall remodelled as a market as well as the building of an office and hotel tower.

At the end of December , the Board of Deutsche Bahn, let a contract for modernisation work. The completion of construction works was scheduled for the spring of The extensive redevelopment had already commenced in with the commissioning of the Leipzig remote electronic control centre.

The additional redevelopment included the renovation of 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 Subsequently, the renovation of the track structures of the south hall began at the end of The train shed roof was renovated from and the station building was renovated from the end of Because of the construction, shops were accommodated in containers in the station hall from to A travel centre and a supermarket were opened in the waiting rooms in July , simultaneously with the commissioning of the central hall.

The high-level platforms are now reached via escalators and lifts. The floods delayed the renovation work significantly. After a few regional trains reached the station on 2 September , a long-distance train also reached it.

The opening meant the end of a significant obstacle for tourism, but the renovations have not yet finished even in This construction work included the renovation of the royal pavilion.

In September , Deutsche Bahn said that the platforms of the central hall would be replaced by and they would also be slightly raised.

The Förderverein Dresdner Hauptbahnhof e. Friends of Dresden Hauptbahnhof supported 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.

The station building is oriented in a northwest—southeast direction and is divided along its longitudinal axis into three train sheds with eye-catching arched roofs.

The lobby is located to the east of the central and largest of the three buildings and it is centered between the outer halls; it has an approximately square plan.

This road passes at roughly right angles under the railways running through the other two halls.

The dimensions of the roof were necessary during the days of steam so that smoke could be blown away. Several bay platforms are arranged in an elevated position between the running lines from the north and south hall.

These are mainly used for stabling short sets. Impressive entrances to the station building were built not only from the east, but also from the north and the south.

Additionally from these sides there are direct entrances to the central train shed under the elevated through tracks.

The entrance from Wiener Platz to the station hall was also perceived as the main entrance during construction, which led to contemporary criticism that "the organic development of the building had to suffer from the needs of two main entrances with one having greater architectural significance and the other responding more to the needs of users.

In the northwest is the royal pavilion Königspavillon , which is built in the Baroque Revival style. Originally it served to receive state guests of the Kingdom of Saxony.

After the end of the monarchy in , it contained a ticket office before it was again reserved for functions and receiving dignitaries during the Third Reich.

From , the royal pavilion contained the Kino im Hauptbahnhof cinema in the station , which had more than places. On 31 December , Deutsche Bahn dismissed the operator and the Pavilion has since been unused.

During a renovation to make it energy-efficient in , the facade of the Pavilion was repaired and new windows and a new roof were installed.

In April , the royal pavilion is to be opened as an additional entrance to the station, allowing direct access to platforms 17, 18 and 19 from the north-west side.

In the royal pavilion itself there will be room for cultural projects and art exhibitions. Eliminating it led to criticism from architects and the press, as the royal pavilion would now not be integrated into a harmonious structure.

Among the elevated tracks of the north and south hall there was originally facilities for loading luggage and offices for the management and inspection of operations north hall and rooms for the staff south hall.

Sicher lohnt sich auch dort ein Besuch. Erfahren Sie hier mehr zur Casinolandschaft in Dresden und Umgebung. Im Schloss befindet sich das Grüne Gewölbe, in welchem viele Kunstwerke und Schmuckstücke aus der Schatzkammer der früheren sächsischen Fürsten und Könige ausgestellt sind. Auch wenn Dresden im Zweiten Weltkrieg stark zerstört wurde, konnte durch den Wiederaufbau ein Teil der Altstadt wiedererrichtet werden. Nördlich von Dresden in Brandenburg liegt die Stadt Cottbus. Insgesamt gibt es über Spielbanken im Netz, bei denen Sie klassische Casinospiele und Spielautomaten online spielen können. Die Zahl der Online Casinos ist in den letzten Jahren kräftig nach oben geschnellt. Die Spielbank Dresden reiht sich würdig in die Tradition der sächsischen Themencasinos ein. Das Casino Dresden öffnet täglich um 13 Uhr seine Türen. Ebenfalls berühmt ist die Dresdner Semperoper, in der einmal jährlich der Semperopernball stattfindet.

Author: Samugrel

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