Wiesbaden Central Station
| Wiesbaden Central Station | |
|---|---|
 View of the main entrance
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| Data | |
| Location in the network | Terminus |
| Design | Terminus |
| Platform tracks | 10 |
| abbreviation | FW |
| IBNR | 8000250 |
| Price range | 2 |
| opening | 1906 |
| Profile on Bahnhof.de | Wiesbaden_Hbf |
| Architectural data | |
| Architectural style | Neo-baroque |
| architect | Fritz Klingholz |
| location | |
| City / municipality | Wiesbaden |
| country | Hesse |
| Country | Germany |
| Coordinates | 50 ° 4 '15 " N , 8 ° 14' 38" E |
| Railway lines | |
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| Railway stations in Hessen | |
The Wiesbaden Central Station is the main hub of the Hessian state capital Wiesbaden . It is a terminus on the southern edge of the city center and is frequented by more than 40,000 travelers every day, which puts it in second place in Hesse next to Darmstadt main station and behind Frankfurt main station - measured in terms of the number of passengers. The timetable here shows around 256 connections every day, 13 of them in long-distance traffic (exclusively ICE ), 115 regional trains and 128 S-Bahn trains . Wiesbaden Central Station is only a through station for two pairs of ICE trains and the RB10 trains; for all other trains it is the start or end station.
Geographical location
The main train station is on the edge of downtown Wiesbaden . At the time of its construction in 1906, it was located on the outskirts, at the southeastern beginning of the then newly created Ringstrasse (Kaiser-Friedrich- and Bismarckring), which extends in a quarter arc to the west around the historic pentagon . The town planning insisted that the building would continue to develop towards the station. But that only happened to a limited extent. The development of the city came to an abrupt end during the First World War . The area of the former railway facilities of the old stations remained largely undeveloped. The undeveloped area gave Wiesbaden a green strip that has largely been preserved to this day, in which, among other things, the Reisinger fountain systems were built.
Next to the reception building is the Lilien-Carré , which was newly opened in March 2007, on the site of the former main post office.
history
First train stations
Today's main train station is located in the south-east district and replaced three train stations in the city center, all three of which were located next to each other in the area of today's exhibition grounds ( RheinMain CongressCenter ) and the state museum . These goods:
- the Taunusbahnhof (built in 1840) for the Taunus Railway (Wiesbaden - Castel - Frankfurt-Höchst - Frankfurt (Taunusbahnhof) )
- the Rheinbahnhof (built in 1857) for the right Rhine route (Wiesbaden - Biebrich - Rüdesheim am Rhein - Niederlahnstein )
- the Ludwigsbahnhof (built in 1879) for the Ländchesbahn (Wiesbaden - Niedernhausen )
A fourth railway line was added when, in 1889, the Langenschwalbacher Bahn (now Aartalbahn ) began operating from Wiesbaden to Bad Schwalbach and later to Diez an der Lahn.
A new train station was necessary to cope with the growing number of passengers in the then emerging spa town.
Station construction from 1904 to 1906
Preliminary planning for relocating and converting the terminus to a through station was discarded due to the fact that the distance to the city center was almost three kilometers longer.
The Wiesbaden main station was built from 1904 to 1906 according to plans by Fritz Klingholz in elaborate neo-baroque forms. It thus corresponded to the need for representation of the world spa town of that time and also offered a dignified welcome to Kaiser Wilhelm II , who came every year in May, and replaced the three existing train stations that were closed. The station was opened on November 15, 1906 under the name Wiesbaden - still without the addition "Hauptbahnhof". The first scheduled train entered the new station at 2:23 a.m. The emperor awarded medals and honorary titles to a number of those involved. However, the Wiesbaden population was initially not very enthusiastic about the new train station, as it was relatively far from the city in the area at that time. The city still benefits from the relocation today, however, as the abandonment of the previous train stations created a green strip (between the main train station and the Rhein-Main Congress Center) that still exists today.
In 1906 the depot started its work, which was expanded several times in the following years.
At the same time, Wiesbaden received a new freight yard , which was laid out in Wiesbaden-Dotzheim , was given the name Wiesbaden West and went into operation on November 28, 1904, including the access route from the Waldstrasse branch. The previous freight yard, located south of the old train stations and also the new central station, was named Wiesbaden Süd , but after the opening of Wiesbaden West only served general cargo traffic .
Operating history
As early as the spring of 1907, the railway administration discovered that the new platform halls were very heavily soiled by the steam locomotives .
During the Allied occupation of the Rhineland , there were numerous acts of sabotage by German railway personnel and third parties against the regional railway operated by the French occupying forces in their area . On June 26, 1923, a bomb attack was carried out on the counter hall. Two travelers were injured, one of them seriously. When the situation between the German Reich and the occupying power eased in the course of 1924, Wiesbaden Hauptbahnhof was one of the few train stations in the occupied area where the Deutsche Reichsbahn was allowed to open a ticket office and sell connecting tickets there for travelers traveling to the unoccupied area .
The station, which until then only traded as Wiesbaden , was renamed Wiesbaden Hauptbahnhof on October 7, 1928 .
In 1981 the depot was closed, the wagon plant existed until May 28, 1995. On September 25, 1983, the main station was affected by a line closure. Passenger traffic to Bad Schwalbach was discontinued, and the northern section of the Aartalbahn followed three years later . One of the late effects was the shutdown and dismantling of track 11, so that the station now only has 10 tracks.
Around the 1990s, Wiesbaden City trains commuted to the neighboring main train stations in Mainz and Frankfurt am Main .
Connection to the high-speed line Cologne – Rhein / Main
Wiesbaden Central Station is connected to the Cologne-Rhine / Main high-speed line , which opened in 2002, via the 13.0 km long Breckenheim – Wiesbaden line.
Around 1987 consideration was given to building an underground station under the existing train station as part of the new Cologne – Rhine / Main line, which was to be connected to the high-speed line by a 20 km long Taunus and city crossing. At a cost of 700 million DM, two long-distance trains per hour and direction should run over the route.
This connection was the subject of extensive studies and discussions around 1990. Three variants were examined:
- a route over Wiesbaden Central Station. This variant was originally a premise of the route on the right bank of the Rhine, but was discarded after in-depth investigations. A connection to the main train station was checked
- while maintaining the terminus
- the construction of an underground station in the location of the existing track systems (north-south direction) and
- an underground station in an east-west direction
- a route on the eastern outskirts of Wiesbaden, with sub-variants with or without the construction of a new train station. The area of the settlement Hainerberg, Wiesbaden Ost and east of the Bierstadt district was examined as possible train station locations . A connection to local rail transport (S-Bahn) was only possible in the case of Wiesbaden Ost , and in all three cases a connection to local public transport (especially buses) would have had to be newly established.
- Guided tour along the A3 east of Wiesbaden.
A route under the Wiesbaden urban area with a train station in a north-south position was rated as particularly critical. In total, this variant would have required 10.2 km of tunnels driven by miners . The east-west variant, whose tunnels would have been 30 to 100 m below the groundwater surface, was also rejected . The hydrological situation under the city of Wiesbaden was rated as extremely difficult, with numerous interconnected groundwater levels and high pressures that should not have been lowered. After test drilling, the underground of the imaginary inner city tunnel turned out to be heterogeneously interspersed with rubble. According to the experts, projects that are comparable in terms of structural engineering and corresponding conditions have not been implemented to date (1991); the construction time would probably have been longer than that of the rest of the route.
In August 1991, the state of Hesse, the city of Wiesbaden and the then Deutsche Bundesbahn agreed on a ground-level connection to the main station via a link to the new line further east. The realized variant Wiesbadener Kreuz was rated with the best cost-benefit ratio. An essential argument is the expected in an expert opinion, by far the most favorable passenger acceptance of a connection to the existing train station; In principle, extensive correspondence on other local public transport was only possible in Wiesbaden Central Station. Furthermore, the variant largely corresponds to the route variant favored by the nature conservation and environmental associations.
A clasp that would have branched off the realized connection route and threaded along the A 66 towards Frankfurt in a southerly direction into the new line and exclusively served regional traffic was not implemented.
As part of the connection to the new line, a platform in Wiesbaden main station was expanded to the length of two ICE trains. The federal government assumed the costs of 1.7 million euros.
modernization
In 2003 and 2004, Wiesbaden Central Station was extensively renovated and modernized for 25 million euros. Between mid-2006 and March 2007, the forecourt was redesigned to the tune of 1.5 million euros. The modernization was originally supposed to be completed with the opening of the high-speed line to Cologne, but was postponed several times due to a lack of funds.
As part of the economic stimulus programs, the hall roofs have been renovated since the end of 2010 at a cost of 35 million euros. The work was completed in autumn 2013. Since May of the same year, the train station has housed a bicycle station.
architecture
The station building consists of five connected platform halls with originally eleven tracks (today only ten are in operation), a wide arched cross platform in front of it , which extends to the east beyond the platform halls, and one arranged at right angles to it - about at the height of the im East platform 1 - also vaulted reception hall.
The exterior is made of red sandstone and has rich neo-baroque shapes. The highlight is a 40 m high clock tower with a curved dome to the side (east) of the reception hall . The western (former) entrance is surmounted by a copper dome . The roof is decorated with green tiles .
The inside of the building - in contrast to its outside - is made of yellow sandstone. The actual platform hall consists of a steel and glass construction .
After its renovation in 2004, the station was largely given its original appearance.
Railway depot Wiesbaden
With the commissioning of the station in 1906, a depot was also set up, which is partly on the Biebrich boundary, as can be seen from the boundary stone in the immediate vicinity. It had a later expanded to 14 items, first 13-position roundhouse . In 1908 a second round shed and a 55 meter high water tower were built, which were demolished in 1977. In 1981 the depot was closed, the wagon plant initially existed as part of the depot in Mainz-Bischofsheim . The second shed was demolished in 1983, and the first one built in 1992. The wagon factory was closed on May 28, 1995. One of the turntables had overhead lines and was in operation for even longer, and was also used to turn steam locomotives on historic special trains.
business
Long-distance transport
Since December 2001 the main station has been connected to the long-distance network of Deutsche Bahn AG with the following lines :
| line | course | Tact |
|---|---|---|
| ICE 11 | Wiesbaden Hbf - Mainz Hbf - Worms Hbf - Mannheim Hbf - Stuttgart Hbf - Ulm Hbf - Augsburg Hbf - Munich Hbf | Indent |
| ICE 20 | Wiesbaden Hbf - Mainz Hbf - Frankfurt (Main) Airport - Frankfurt (Main) Hbf - Kassel-Wilhelmshöhe - Göttingen - Hannover Hbf - Hamburg Hbf - Hamburg-Altona | Indent |
| ICE 25 | Hamburg-Altona - Hamburg Hbf - Hannover Hbf - Göttingen - Kassel-Wilhelmshöhe - Frankfurt (Main) Hbf - Frankfurt (Main) Airport - Mainz Hbf - Wiesbaden Hbf | Indent |
| ICE 41 | Munich Hbf - Nuremberg Hbf - Würzburg Hbf - Fulda - Kassel-Wilhelmshöhe - Hamm - Dortmund - Duisburg Hbf - Düsseldorf Hbf - Cologne Messe / Deutz - Wiesbaden Hbf - Frankfurt (Main) Airport - Frankfurt (Main) Hbf | One train (Mon-Fri) |
| ICE 42 | Munich Hbf - Augsburg Hbf - Ulm Hbf - Stuttgart Hbf - Mannheim Hbf - Frankfurt (Main) Airport - Mainz Hbf - Wiesbaden Hbf | One train (Mon-Thu, Sun) |
| ICE 45 | Stuttgart Hbf (- Vaihingen (Enz)) - Heidelberg Hbf - Mannheim Hbf - Mainz Hbf - Wiesbaden Hbf - Limburg Süd - Montabaur - Siegburg / Bonn (- Cologne / Bonn Airport ) - Cologne Hbf | A pair of trains |
| ICE 45 | Mainz Hbf - Wiesbaden Hbf - Limburg Süd - Montabaur - Cologne Hbf | One train (Mon-Fri) |
| ICE 50 | Wiesbaden Hbf - Mainz Hbf - Frankfurt (Main) Airport - Frankfurt (Main) Hbf - Fulda - Eisenach - Erfurt Hbf - Leipzig Hbf - Dresden Hbf | Every two hours |
Regional traffic
Train
The main station is the end point of three lines of the S-Bahn Rhein-Main , which each run every half hour.
Regional train
In addition, the main train station is connected to the following regional transport lines:
| line | route | Clock frequency |
|---|---|---|
| RB 10 |
RheingauLinie Neuwied - Koblenz city center - Koblenz Hbf - Rüdesheim (Rhein) - Wiesbaden Hbf - Frankfurt (Main) Hbf |
Hourly (in rush hour repeater trains) |
| RB 21 |
Ländchesbahn ( Limburg (Lahn) - Idstein -) Niedernhausen - Wiesbaden-Igstadt - Wiesbaden main station |
Half-hourly (evenings and on weekends hourly) |
| RB 33 |
Nahetalbahn Wiesbaden Hbf - (Mainz Hbf -) Ingelheim - Bad Kreuznach (- Idar-Oberstein) |
individual trains |
| RB 75 |
Rhein-Main-Bahn Wiesbaden Hbf - Mainz Hbf - Bischofsheim - Groß Gerau - Weiterstadt - Darmstadt Hbf - Dieburg - Babenhausen (Hess) - Aschaffenburg Hbf |
Half-hourly (evenings and on weekends hourly) |
Light rail
The Wiesbaden tram project has already failed several times . All projects envisaged integrating the main train station. According to the latest deliberations on a Wiesbaden city train , an extension of the Mainz tram to Wiesbaden is being considered. Your first section would also get a stop at the main train station.
Bus routes
The main station is also an important inner-city and regional bus - node .
city traffic
.JPG)
- ESWE Verkehr (urban transport company): Lines 1, 3, 4, 6, 8, 14, 16, 22, 27, 28, 30, 33, 34, 37, 38, 43, 45, 46, 47, 49; Night lines N3, N5, N7, N10 and N13
Regional traffic
- ORN / RTV : Lines 170, 171, 225, 245, 270, 271, 273, 274, 275, X72 and X76
- DB Regio Bus Südwest GmbH : Lines X26 and 262
Worth knowing
The ZDF obtained its time signal from the station clock in Wiesbaden Central Station until at least the 1980s .
Web links
- Station board of Wiesbaden Hauptbahnhof station: Current departures
- Tracks in service facilities (FW) , DB Netz AG (PDF)
- Wiesbaden views - 100 years of the main train station
Individual evidence
- ↑ a b Edmund Mühlhans, Georg Speck: Problems of the terminal stations and possible solutions from today's perspective . In: International Transport . tape 39 , no. 3 , 1987, ISSN 0020-9511 , pp. 190-200 .
- ↑ Deutsche Reichsbahn-Gesellschaft (ed.): Official Gazette of the Reichsbahndirektion in Mainz of October 6, 1928, No. 44. Announcement No. 547, p. 276.
- ^ Eisenbahndirektion Mainz (Ed.): Official Gazette of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of November 10, 1906, No. 59. Announcement No. 615, p. 505.
- ^ Eisenbahndirektion Mainz (Ed.): Official Gazette of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of November 17, 1906, No. 61. Rewards and awards, p. 526.
- ↑ a b c The Wiesbaden depot and its history ... ( Memento from May 5, 2009 in the Internet Archive ) on odenwald-bahn.de
- ^ Eisenbahndirektion Mainz (Ed.): Official Gazette of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of November 19, 1904, No. 59. Announcement No. 607, p. 657.
- ↑ Eisenbahndirektion Mainz (Ed.): Official Journal of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of December 3, 1904, No. 62. Announcement No. 635, p. 677.
- ^ Eisenbahndirektion Mainz (Ed.): Official Gazette of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz from November 19, 1904, No. 59. Announcement No. 607, p. 657; Railway Directorate Mainz (Ed.): Official Gazette of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz from December 3, 1904, No. 62. Announcement No. 635, p. 677.
- ↑ Eisenbahn-Directions district Mainz (ed.): Official Gazette of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of April 20, 1907, No. 20. Announcement No. 220, p. 240.
- ^ Klaus Kemp: Regiebahn. Reparations, occupation, war against the Ruhr, Reichsbahn. The railways in the Rhineland and the Ruhr area 1918–1930 . EK-Verlag , Freiburg 2016. ISBN 978-3-8446-6404-1 , p. 298.
- ^ Reichsbahndirektion in Mainz (ed.): Official Gazette of the Reichsbahndirektion in Mainz of 23 August 1924, No. 35. Announcement No. 745, p. 422.
- ↑ Deutsche Reichsbahn-Gesellschaft (ed.): Official Gazette of the Reichsbahndirektion in Mainz of October 6, 1928, No. 44. Announcement No. 547, p. 276.
- ↑ Train path pricing software ( memo of November 29, 2012 in the Internet Archive ) from DB Netz AG ; Information 2011 (as of October 2010) between Wiesbaden and the Breckenheim junction: 13,039 m
- ^ A b c d Walter Engels, Wilfried Zieße: The new Cologne – Rhine / Main line - an interim balance . In: Die Bundesbahn , Darmstadt 10/1991, pp. 965–975. ISSN 0007-5876 .
- ↑ [http://www.wiesbadener-tagblatt.de/region/objekt.php3?artikel_id=3506013 '' Bahn is to repay 1.7 million euros ''] (link not available)
- ^ Deutsche Bahn AG: Wiesbaden's new station forecourt is completed . Press release from March 26, 2007
- ↑ Announcement of the reconstruction of Wiesbaden Central Station postponed . In: Eisenbahn-Kurier , No. 345, June 2001, ISSN 0170-5288 , p. 9
- ↑ [http://www.deutschebahn.com/site/bahnhoefe/de/konjektivenprogramm__bahnhoefe/02__umsetzung__aktuell/02__presseinformationen/PM__10__11__22__Wiesbaden.html <! - http://www.deutschebahn.com/site/bahn/de/presse/presseinformationen /hrps/hrps20101122.html -> '' Deutsche Bahn renovates hall roofs of Wiesbaden Central Station for 35 million euros ''] (Link not available)
- ↑ In new splendor . In: mobile . No. 10 , 2013, p. 38 ff . ( online [accessed October 9, 2013]). online ( Memento from November 15, 2013 in the Internet Archive )
- ^ Rudolf Wendorff : Time and Culture. History of time consciousness in Europe . 3. Edition. Westdeutscher Verlag, Opladen 1985, p. 549.
