Reconstruction began soon after the war.
The need to provide war reparations to the Soviet Union proved to be much more difficult than the ravages of war.
So the formerly four-track line between Dresden-Neustadt and Coswig was dismantled and reduced to a single track and one of the three tracks to Klotzsche was removed.
This resulted in considerable restrictions on the order of operations and required that several trains at a time had to be cleared to run in each direction.
Only the reopening of a second track between Dresden-Neustadt and Radebeul Ost in September 1964 eased the situation on that line.
All four tracks over the Marienbrücke towards the Hauptbahnhof were returned to operation in October 1956.
On the northeastern approaches to the station important track connections, overpasses and underpasses are still missing, so that the station has not yet achieved its original capacity.
German Unity Transport Project (Verkehrsprojekte Deutsche Einheit) No.
 9 is a continuing project designed to eliminate these bottlenecks among other things and to accelerate traffic.
Following the upgrade of the approach tracks, local and regional traffic will be separated again.

Due to the proximity to military installations in Albertstadt, the Neustadt station was used for the movement of the Soviet military after the Second World War.
Military officers were seated at specially equipped ticket offices with Cyrillic inscriptions and there was a special Soviet shop, also called Russenmagazin in German (магазин in Russian).

Electrification began on 28 September 1969.
Electric push-pull operation commenced between Meissen-Triebischtal and Dresden Hauptbahnhof via Dresden-Neustadt in 1971.
The Dresden S-Bahn opened in January 1973.
Also in 1973, motorail operations commenced from Dresden-Neustadt station, the only place where it operated in the DDR.
From May 1972, the Touristen-Express car-carrying train ran to Varna and, as of May 1973, the Saxonia-Express ran to Budapest.
After Die Wende, the motorail operations from Dresden-Neustadt were abandoned in 1991.
Today a car rental service uses  the area next to the former loading ramp which lies to the east of the station building next to the parking facilities.

On 24 September 1977, the last steam express service, D 1076, hauled by 01 2204, left from Dresden-Neustadt station towards Berlin.
In contrast, in local passenger and freight transport, class 52 steam locomotives were still seen in 1987.

The station retained its importance even for long-distance traffic.
With few exceptions, long-distance trains stopped in both Dresden Hauptbahnhof and Dresden-Neustadt.
To avoid the time-consuming reversal of trains at the Hauptbahnhof, some trains operated from Neustadt station.
This was true, for example, for the Städteexpress Fichtelberg from Karl-Marx-Stadt to Berlin-Lichtenberg.

The station building was extensively renovated in 1971.
The two station tunnels and the exits to the platforms were given wall coverings with tiles and mosaic.
The former Mitropa-Keller bar was given new interiors in a style that was then contemporary and reopened as the Saxonia-Keller station restaurant.

The platform facilities experienced minor changes in the 1980s.
A supervisory building was built between tracks 5 and 6 and taken into operation on 1 June 1980.
It is designed from a purely functional point of view and does not correspond to the architecture of the train shed or the old operations building.
For the state visit of Kim Il-sung in July 1984, a platform extension that had been planned for 19 years was realised.
The platform between tracks 7 and 8 was extended by the length of two carriage toward the north, so that the delegation did not have cross the gravel.
The lobby was renovated for the 150th anniversary of the opening of the first German long-distance railway between Leipzig and Dresden in 1989.

Shortly before the fall of the Berlin Wall, 450 trains a day served the station and 50,000 travellers used it daily.
Only seven Deutsche Reichsbahn stations handled more trains and only 10 handled more passenge
Reconstruction began soon after the war. The need to provide war reparations to the Soviet Union proved to be much more difficult than the ravages of war. So the formerly four-track line between Dresden-Neustadt and Coswig was dismantled and reduced to a single track and one of the three tracks to Klotzsche was removed. This resulted in considerable restrictions on the order of operations and required that several trains at a time had to be cleared to run in each direction. Only the reopening of a second track between Dresden-Neustadt and Radebeul Ost in September 1964 eased the situation on that line. All four tracks over the Marienbrücke towards the Hauptbahnhof were returned to operation in October 1956. On the northeastern approaches to the station important track connections, overpasses and underpasses are still missing, so that the station has not yet achieved its original capacity. German Unity Transport Project (Verkehrsprojekte Deutsche Einheit) No. 9 is a continuing project designed to eliminate these bottlenecks among other things and to accelerate traffic. Following the upgrade of the approach tracks, local and regional traffic will be separated again.
Due to the proximity to military installations in Albertstadt, the Neustadt station was used for the movement of the Soviet military after the Second World War. Military officers were seated at specially equipped ticket offices with Cyrillic inscriptions and there was a special Soviet shop, also called Russenmagazin in German (магазин in Russian).
Electrification began on 28 September 1969. Electric push-pull operation commenced between Meissen-Triebischtal and Dresden Hauptbahnhof via Dresden-Neustadt in 1971. The Dresden S-Bahn opened in January 1973. Also in 1973, motorail operations commenced from Dresden-Neustadt station, the only place where it operated in the DDR. From May 1972, the Touristen-Express car-carrying train ran to Varna and, as of May 1973, the Saxonia-Express ran to Budapest. After Die Wende, the motorail operations from Dresden-Neustadt were abandoned in 1991. Today a car rental service uses  the area next to the former loading ramp which lies to the east of the station building next to the parking facilities.
On 24 September 1977, the last steam express service, D 1076, hauled by 01 2204, left from Dresden-Neustadt station towards Berlin. In contrast, in local passenger and freight transport, class 52 steam locomotives were still seen in 1987.
The station retained its importance even for long-distance traffic. With few exceptions, long-distance trains stopped in both Dresden Hauptbahnhof and Dresden-Neustadt. To avoid the time-consuming reversal of trains at the Hauptbahnhof, some trains operated from Neustadt station. This was true, for example, for the Städteexpress Fichtelberg from Karl-Marx-Stadt to Berlin-Lichtenberg.
The station building was extensively renovated in 1971. The two station tunnels and the exits to the platforms were given wall coverings with tiles and mosaic. The former Mitropa-Keller bar was given new interiors in a style that was then contemporary and reopened as the Saxonia-Keller station restaurant.
The platform facilities experienced minor changes in the 1980s. A supervisory building was built between tracks 5 and 6 and taken into operation on 1 June 1980. It is designed from a purely functional point of view and does not correspond to the architecture of the train shed or the old operations building. For the state visit of Kim Il-sung in July 1984, a platform extension that had been planned for 19 years was realised. The platform between tracks 7 and 8 was extended by the length of two carriage toward the north, so that the delegation did not have cross the gravel. The lobby was renovated for the 150th anniversary of the opening of the first German long-distance railway between Leipzig and Dresden in 1989.
Shortly before the fall of the Berlin Wall, 450 trains a day served the station and 50,000 travellers used it daily. Only seven Deutsche Reichsbahn stations handled more trains and only 10 handled more passenge
Dresden-Neustadt station