Crailsheim train station
| Crailsheim | |
|---|---|
 Crailsheim train station
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| Data | |
| Location in the network | Crossing station |
| Design | Island station |
| Platform tracks | 4th |
| abbreviation | TC |
| IBNR | 8000067 |
| Price range | 3 |
| opening | November 15, 1866 |
| Profile on Bahnhof.de | Crailsheim |
| location | |
| City / municipality | Crailsheim |
| country | Baden-Württemberg |
| Country | Germany |
| Coordinates | 49 ° 8 '16 " N , 10 ° 3' 52" E |
| Height ( SO ) | 409 m above sea level NHN |
| Railway lines | |
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| Railway stations in Baden-Württemberg | |
The Crailsheim station is a junction station , converge at the four rail lines. It is located on the route kilometer 30.4 of the Upper Jagstbahn , the kilometering of which continues on the Crailsheim – Heilbronn railway . The Crailsheim – Königshofen railway has its zero point here, while the Nuremberg – Crailsheim railway ends here. With its four platform tracks and numerous overtaking and siding tracks, it is the largest train station in the Schwäbisch Hall district . It is served by intercity and regional trains.
history
Planning and construction
After a law passed on November 17, 1858, the construction of a railway line from Heilbronn via Hall to Wasseralfingen was certain. The experts planned a route along the Jagst to also connect the cities of Crailsheim and Ellwangen . The planned route was in competition with a railway line via Gaildorf and the upper Kocher valley , which represented a much shorter connection.
The Crailsheimer Stadtschultheiß Nagel and the government councilor Weinheimer from Ellwangen founded a railway committee with other citizens, which successfully represented the interests of the Crailsheim and Ellwangen authorities . The committee presented Crailsheim as a possible new junction for routes to Würzburg and Nuremberg and thus finally convinced parliament . This was also due to the higher number of inhabitants in the cities of Crailsheim and Ellwangen compared to Gaildorf, as well as increased trade.
The Kocherbahn reached Hall on August 4, 1862. The state parliament decided on 13 April 1865 that the extension to Crailsheim should continue quickly . The Bavarian government was also satisfied with this.
The local council and a citizens' committee discussed the location of the station. They planned the station in the Ansbacher Vorstadt , between the Wilder-Mann-Keller inn and the Wasserstall parcel (today roughly in the Albert-Schweitzer-Gymnasium, Volksfestplatz and Beuerlbacher Strasse area). However, this was not possible for topographical reasons and those responsible had to find a location west of the city. Initially thought in the Haller Vorstadt , the decision was made for a point further west of it, on the parcel of Siechenäcker .
The train station is still clearly visible today in an exact north-south position. The Staatsstrasse 5 (later Kronprinzstrasse ), the Alte Postweg and some dirt roads were given a new route. The road to Roßfeld and the road to Altenmünster received underpasses.
The Royal Württemberg State Railroad (KWSt.E.) had a representative reception building built for Crailsheim as a regional authority town with almost 3,000 inhabitants . Construction work lasted from February to November 1866.
With the commissioning of the Jaxtbahn on November 15, 1866, the official opening of the station took place. On December 10, 1867, the State Railroad completed the Hall – Crailsheim section of the Kocherbahn.
Crailsheim becomes a border station
On December 12, 1868, the Bavarian-Württemberg State Treaty was concluded, which stipulated the construction of the Nuremberg – Crailsheim railway line. It was completed on June 15, 1876 with the completion of the Dombühl –State border – Crailsheim section. The Crailsheim station gained in importance as a border station .
Between 1874 and 1875, the reception building was also given a three-story extension to accommodate the Bavarian staff. In addition, the Royal Bavarian State Railroad (K.Bay.Sts.B.) needed a roundhouse and a goods shed.
Since the KWSt.E. Oriented to the local time in Stuttgart , but the Bavarian train service to the local time in Munich, the station administration put the northern tower clock forward by nine and a half minutes. New residential buildings were built near the train station for the Bavarian railroad workers.
From 1887 to 1890 the KWSt.E. the railway line from Heilbronn to the Bavarian-Wuerttemberg border at Ellrichshausen is double-tracked. The reason was the vital east-west connection between Franconia and the French border.
On January 1, 1890, KWSt.E. the facilities of K.Bay.Sts.B. and replaced the Bavarian staff. With regret and thanks, the Crailsheim population said goodbye to the Bavarian railway workers who had made their home here in the Gasthaus Lamm. Only the northern station clock was a reminder of its function as a border station, until it too, together with the other clocks, was switched to the standardized Central European railway time on June 1, 1891 .
Reichsbahn time
On April 1, 1920, the Württemberg State Railroad merged with the Deutsche Reichsbahn . Crailsheim also remained one of the most important long-distance railway stations in Württemberg for the Reichsbahn. Express trains on the connections Berlin – Stuttgart, Prague – Stuttgart and Frankfurt – Friedrichshafen stopped here.
Crailsheim was of military importance during the Second World War due to the railway junction and the depot . According to the station master at the time, it can be assumed that more than a million soldiers passed the station in the six years of the war. Locomotives that carried troops and equipment to the fronts were supplied with coal and water in Crailsheim and, if necessary, maintained.
On February 23, 1945, allied bombers attacked Crailsheim in two waves. They destroyed or damaged all buildings on the railway site. A total of 61 people were killed in the city that day and around 100 were injured. Further air raids on the railway facilities took place on April 1 and April 4, 1945, completely interrupting train traffic in the direction of Nuremberg and Lauda .
post war period
After the Second World War, numerous experts worked on the rebuilding of the city, which had suffered severe damage from air raids and artillery shelling. The city administration also called for a redesign of the station. A new station building was not to be built in what was previously considered an unfavorable island location , but on Kronprinzstrasse (from 1948 Worthingtonstrasse).
The railway directorate in Stuttgart did not agree to this proposal. Between 1948 and 1949 it built a one-story temporary structure on the old site, which it opened to traffic on December 24, 1949.
A new train station for Crailsheim
In 1972, the German Federal Railroad replaced the temporary goods shed with a flat roof building on Alter Postweg.
Since 1974 the city administration has been working intensively on the redesign of the area between Jagst and the train station. The municipal gasworks still stood here. Lord Mayor Hellmut Zundel has long been negative about the transport structure:
"It is absolutely unworthy of the city of Crailsheim as a rail hub."
"I feel embarrassed for every visitor to Crailsheim who comes to Crailsheim by train."
In order to remove the eyesore of the city (according to Zundel), the plans envisaged the lowering of Worthingtonstrasse and the construction of a bus station and a parking lot, spanned by a footbridge between the city and the train station.
The station building on the island was to be replaced by a three-story building on Worthingtonstrasse. In addition, the project also included a pedestrian tunnel between the Worthington- and the Fountain Street. The calculated costs for the building and underpass amounted to 40 to 50 million Deutschmarks. One spoke of a unique project of the century.
The groundbreaking for the station building was to take place on July 7, 1981. But in June 1981 the Federal Railroad gave the city a refusal. A lack of financial resources from the federal government prevented the new building. Efforts by the city to prevent the Federal Railroad from imposing a permanent construction stop failed. The makeshift station building from 1949 still exists today. Efforts by the railway to replace the structure at a later point in time through an investment did not materialize for the time being.
There have only been talks between the city and Deutsche Bahn since the first half of 2012 to completely redesign the station before the new Nuremberg-Erfurt line opens. One possibility would be to build a third environmentally friendly train station (StationGreen in DB jargon) here.
modernization
The city realized the lowering of Worthingtonstrasse, the bus station and the new parking lot, whereby the ZOB no longer makes a particularly inviting impression and no longer corresponds to current ideas regarding accessibility.
On June 2, 1985, the Federal Railroad began regular electrical operations between Ansbach and Goldshöfe . On May 31, 1996, the Marbach (Neckar) –Crailsheim section was electrified .
Entrance building (1866–1945)
For Crailsheim, building inspector Baumann planned a three-story building, almost 46 meters long and over 17 meters wide, consisting of two wing structures and a central building. The windows and doors on the ground floor were provided with round arches . The outer facade was made of gray sandstone. The upper floors received a light-colored plaster. The roof was covered with slate .
A special feature of this building was the north-facing clock tower, whose height was 28.7 meters. It was intended to underline the importance of the train station as a border station and also matched the silhouette of the city with its city tower and the towers of the Liebfrauenkapelle and St. John's Church .
The station building was located on an island. As today, the access road led from Bahnhofstrasse / Haller Strasse to the train station. It was initially lined with elms . The main entrance was on the north side of the building, below the tower. Behind it was a foyer measuring 5.35 meters by 5.16 meters , surrounded by the ticket and baggage counter . Via a 45 meter long and 3.16 meter wide corridor , the travelers reached the waiting rooms, which at that time were still divided into classes .
On December 12, 1868 it was clear that the KWSt.E. had to expand the station to the border station, as the K.Bay.Sts.B. the railway line Nuremberg – Crailsheim operated. The KWSt.E. Cleared the rooms and built a three-story extension to the south. It was identical to the original part of the building and was 19 meters long. The width was identical.
On February 23, 1945 there was a heavy air raid on Crailsheim, which also targeted the railway junction. The station building burned down and collapsed. Reconstruction was out of the question after the Second World War, as the city administration wanted to abandon the island location anyway. An eternal temporary solution has stood in its place since 1949 .
Depot
Due to the importance of the station for traffic, it was soon necessary to station locomotives here. From 1870 onwards, a depot was built at the southern end of the station between the lines to Hessental and Aalen. This initially received a turntable for the steam locomotives, and from 1926 even a second turntable.
With the Nuremberg route, the Bavarian State Railroad also needed its own operating facilities; these were built in the eastern part of the station (on the Bavarian side). These facilities were not given up until 1930, although they had been in Württemberg hands since the Bavarian administration withdrew in 1890.
After the destruction of the Second World War, the depot flourished again thanks to the steam locomotives used, at times up to 70 machines were stationed here. But with the decline in steam operation, the depot became meaningless again. On May 30, 1976, at the end of the winter schedule, the last steam locomotive used by the Crailsheim depot retired from service. A week later, the two BR 44 brake locomotives also left the depot - Crailsheim was thus steam-free, from now on there was only diesel operation here. The turntables were dismantled in 1985 with the start of electrical operation.
Today there is not much left of the former depot, the striking water tower now serves as an inn. The railcars for the surrounding routes are still parked on the site. Part of the site is used by the DBK Historische Bahn association, which succeeded in building a new hub with grants.
Rail operations
Most trains run to Schwäbisch Hall-Hessental and Lauda on track 1, the western house platform, and some trains also run to Ansbach. The intercity trains to Stuttgart via Aalen and individual trains in all directions stop on track 2, the main platform east of the reception building . Track 3 is used by regional trains to Stuttgart via Schwäbisch Hall-Hessental. The trains to Nuremberg via Ansbach and Aschaffenburg via Lauda also stop on track 3. The intercity trains to Nuremberg via Ansbach stop on track 4 and the trains to Aalen and Ulm start.
The German railway classifies the station in the station category one third
Long-distance transport
| route | Clock frequency | |
|---|---|---|
| IC 61 | Karlsruhe Hbf - Pforzheim Hbf - Stuttgart Hbf - Aalen - Crailsheim - Ansbach - Nürnberg Hbf | Every two hours |
Regional traffic
| route | Clock frequency | |
|---|---|---|
| RE 90 | Stuttgart main station - Bad Cannstatt - Waiblingen - Backnang - Schwäbisch Hall-Hessental - Crailsheim - Ansbach - Nuremberg main station | Every two hours |
| RE | Heilbronn - Öhringen Hbf - Schwäbisch Hall - Schwäbisch Hall-Hessental - Crailsheim | Every two hours |
| RE | Aschaffenburg Hbf - Miltenberg - Wertheim - Tauberbischofsheim - Lauda - Bad Mergentheim - Crailsheim | Every two hours |
| RB 13 | Stuttgart - Aalen - Ellwangen - Crailsheim | Every two hours |
| RB 19 | Stuttgart - Backnang - Gaildorf West - Schwäbisch Hall-Hessental - Crailsheim | individual trains |
| RB | Würzburg Hbf - Lauda - Bad Mergentheim - Crailsheim | Every two hours Mon – Fri |
literature
- Willi Glasbrenner: The railroad in Crailsheim . EK-Verlag, Freiburg (Breisgau) 1994, ISBN 3-88255-718-4 .
- Roland Feitenhansl: Heilbronn railway station - its reception building from 1848, 1874 and 1958 . DGEG Medien, Hövelhof 2003, ISBN 3-937189-01-7 .
- Martin Baier: Crailsheim Chronicle 1945–1955. The post-war and reconstruction years . Baier Verlag, Crailsheim 2007, ISBN 978-3-929233-71-1 .
- Jürgen Gaßebner, Claus-Jürgen Jacobson: Railway systems from the air . Transpress-Verlag, 1999, ISBN 3-613-71098-6 .
Web links
- Location, track systems, signals and permissible speeds on the OpenRailwayMap
Individual evidence
- ↑ Query of the course book route 782 at Deutsche Bahn.
- ↑ Query of the course book route 783 at Deutsche Bahn.
- ↑ Query of the course book route 785 at Deutsche Bahn.
- ↑ a b Query of the course book route 786 at Deutsche Bahn.
- ^ Official Journal of the large district town Crailsheim, edition of June 28, 2012, page 1
- ↑ Green train station in Crailsheim? In: Hohenloher Tagblatt Online. June 27, 2012, archived from the original on April 23, 2016 ; accessed on April 3, 2018 .