Ludwigsburg train station
| Ludwigsburg | |
|---|---|
 Ludwigsburg train station
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| Data | |
| Location in the network | Crossing station |
| Platform tracks | 5 |
| abbreviation | TLU |
| IBNR | 8000235 |
| Price range | 3 |
| opening | October 15, 1846 |
| Profile on Bahnhof.de | Ludwigsburg |
| location | |
| City / municipality | Ludwigsburg |
| country | Baden-Württemberg |
| Country | Germany |
| Coordinates | 48 ° 53 '32 " N , 9 ° 11' 7" E |
| Height ( SO ) | 295 m above sea level NHN |
| Railway lines | |
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| Railway stations in Baden-Württemberg | |
The Ludwigsburg railway station is a regional railway station, hub of the S-Bahn Stuttgart and thus the most important station of the Baden-Württemberg town of Ludwigsburg . The Backnang – Ludwigsburg line joins the Frankenbahn in it . Until 2005, the Ludwigsburg – Markgröningen railway started here. In addition, the Kornwestheim marshalling yard is directly connected.
With around 33,000 travelers per day, it was the seventh largest train station in Baden-Württemberg in 2005. In 2019, 47,000 daily passengers were counted.
history
Planning and construction
A station was planned for the former royal seat of Ludwigsburg from the beginning of the planning of the Württemberg Central Railway . The construction work began in 1844 and changed some parcels in the Ludwigsburg district. Part of the hill on the lark wood had to be removed. The area at the former Schafhofseen, however, was backfilled. The two-track station with a two-story station building and a locomotive depot was built here .
Start time
The first train reached Ludwigsburg on October 5, 1846. The Royal Württemberg State Railways only served the stops between Stuttgart and Ludwigsburg ten days later. The ceremony for the inauguration of the new traffic route took place in Stuttgart. The Ludwigsburg city council did not take part. The loss of the capital city title was not yet over.
To the chagrin of the population, the station was in a very unfavorable place. A narrow path led through the swampy area at the Feuersee, which was difficult to pass when it was raining or snowing. The travelers reached the artificial hill via a wooden staircase. Carriages could only approach the station via Solitudestrasse and Leonberger Strasse. A direct road connection had to be created as quickly as possible. But the city administration lacked the financial means to make this happen.
The construction of today's Frankenbahn continued. A year later, on October 11, 1847, the next section was completed and the trains continued to Bietigheim . In 1852 the State Railroad put a second track from Stuttgart to Bietigheim into operation.
Redesign of the station building and its surroundings
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In the 1860s, the reception building was given a further floor and two wings. A post processing building was built to the south and one with a waiting room to the north . A loading ramp was available for goods and the military. There were now five tracks in the area of the station. A sixth came for 1868 from Vaihingen be moved chicory Heinrich Franck & Sons as siding added.
After around ten years of construction, the connecting road between Wilhelmsplatz (today's Schillerplatz) and the station forecourt was completed at the end of October 1869 . A short time later, the Eisenbahnstraße was named Myliusstraße . General Ferdinand von Mylius , who died in 1866, is considered to be the founder of the expensive street. Representative buildings were erected along the street and on the station forecourt.
The first to be built on the forecourt was the Bahnhotel in the 1870s (corner of Myliusstrasse and Bahnhofstrasse; demolished in 1989). On August 25, 1887, the Royal Post began operations in the new main post office, which still took over the telegraph office from the station building. The inauguration ceremony of the music hall took place on December 18, 1890. Most of the costs for the construction of the music hall were covered by the Secret Commerce Councilor Hermann Franck, a son of the factory owner Johann Heinrich Franck .
Ludwigsburg becomes a railway junction
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On October 15, 1881, the state railway opened the railway line between Ludwigsburg and Beihingen and thus established a connection to the Backnang – Bietigheim line . For this purpose, the station was given three head tracks on the north side of the reception building. Since December 4, 1916, a branch line led to Markgröningen . Only the - later also still came Freight serving - industrial railway Ludwigsburg added. It begins, however, in the former goods station , which in turn one station part is the Kornwestheimer marshalling yard.
The original plan to build an electric tram to connect Ludwigsburg with Stuttgart was not financially feasible for the city. In addition, the city fathers feared a downgrade of Ludwigsburg to a Stuttgart suburb . A trolleybus service offered a cheap alternative . From the station forecourt on December 21, 1910, the Ludwigsburg overhead line trams drove for the first time to Neckargröningen , this route was later extended to Aldingen . From June 19, 1911, a second line was added to the spa in Hoheneck .
Around 1910 the state railway extended the station building. The two wing structures protruded a few meters into Bahnhofstrasse. The space between them was already covered and now has a glass facade.
Connection to the Stuttgart suburb traffic
The inflation and the lack of spare parts brought the end for the overhead line railways. The last trip to Aldingen took place on April 23, 1923, and the route to Hoheneck lasted until 1926.
The four-track expansion between Stuttgart and Ludwigsburg, which had been going on for a long time, was completed in 1929. In that year, the Deutsche Reichsbahn completed the last section between Post 12 (south of Kornwestheim Pbf ) and Ludwigsburg. With the electrification of two tracks, the suburban traffic in Stuttgart began on May 15, 1933 .
Federal Railroad Time
On September 28, 1975, presented German Federal Railways the passenger one on the railway line to Markgröningen due to lack of passengers. From the mid-1970s, the track field in the area of the station changed for S-Bahn operations. The northern line and the line to Backnang now separated without any elevation . The end tracks north of the reception building were dismantled.
The station was extensively rebuilt between 1976 and 1980 to expand the S-Bahn.
Despite extensive renovations and the design of the waiting room in the 1950s, the outdated reception building remained unpopular with parts of the population. Its demolition in favor of a new building began in October 1987. After several delays in planning, the groundbreaking ceremony for a new building took place in June 1991 . In it, according to concepts of the Deutsche Bundesbahn from the 1970s and 1980s, the station building and shopping center merged into one unit. It was opened to the public on November 19, 1992. In addition to the reception buildings in Waiblingen from 1980 and Stuttgart-Zuffenhausen from 1982, it is one of the few new station buildings to replace old structures after the reconstruction in Württemberg .
Rail operations
The station has five platform tracks . Regional trains to Osterburken , Würzburg , Heidelberg and Karlsruhe stop at track 1 . Track 2 is served by the S-Bahn that go to Bietigheim and Backnang . The S-Bahn to Stuttgart runs on platform 3 . The regional trains to Stuttgart run on platform 4 . Track 5 is only used by freight trains and serves as a sideline for regional trains in the direction of Stuttgart. To the north of track 5 is the previously unmarked track 6. It is planned to stop the transit traffic of the new light rail to Markgröningen there. The track 6 is, so to speak, a sack into the track 5, so the platform of track 6 is only half as wide.
For the most part, Ludwigsburg is not served by long-distance passenger rail services; an ICE from Munich to Dortmund only stops in Ludwigsburg at night . The Ludwigsburg station corresponds, according to the Deutsche Bahn AG the station category third
Around 34,000 passengers use the S-Bahn every day (as of 2015). After 2018, the platform of the S-Bahn (tracks 2 and 3) is to be adapted to the boarding height of the vehicles used here.
Regional traffic
| route | operator | Clock frequency | |
|---|---|---|---|
| RE 8 | Stuttgart - Ludwigsburg - Bietigheim - Heilbronn - Neckarsulm - Bad Friedrichshall - Osterburken - Lauda - Würzburg | Go-Ahead BW | Hourly |
| RE 10 | Stuttgart - Ludwigsburg - Bietigheim - Heilbronn | DB Regio on behalf of Abellio Rail BW | Hourly |
| RB 17A | Stuttgart - Ludwigsburg - Bietigheim - Vaihingen (Enz) - Mühlacker - Pforzheim | Abellio Rail BW | Hourly (together with RE17B or RB17C to Mühlacker) |
| RE 17B | Stuttgart - Ludwigsburg - Bietigheim - Vaihingen (Enz) - Mühlacker - Bretten - Bruchsal - Heidelberg | Abellio Rail BW | Every two hours (alternating between RB17C and RB17A to Mühlacker) |
| RB 17C | Stuttgart - Ludwigsburg - Bietigheim - Vaihingen (Enz) - Mühlacker - Bretten - Bruchsal | Abellio Rail BW | Every two hours (alternately RE17B, together with RB17A to Mühlacker) |
| RB 18 | Stuttgart - Ludwigsburg - Bietigheim - Heilbronn - Neckarsulm - Bad Friedrichshall - Möckmühl - Osterburken | Abellio Rail BW | Hourly |
Train
| line | route |
|---|---|
| S 4 | Backnang - Marbach (Neckar) - Ludwigsburg - Kornwestheim - Zuffenhausen - Central Station (deep) - Schwabstrasse |
| S 5 | Bietigheim - Ludwigsburg - Kornwestheim - Zuffenhausen - Central Station (deep) - Schwabstrasse |
A progressive scenario of a traffic forecast presented in 2020 for the year 2030 provides for two hourly compressor trips of the S4 between Ludwigsburg and Stuttgart-Feuerbach.
literature
- Albert Sting: History of the city of Ludwigsburg. Volume 2: From 1816 to the end of the war in 1945 . Ungeheuer + Ulmer, Ludwigsburg 2004, ISBN 3-930872-08-0
- Hans-Wolfgang Scharf: The railway in Kraichgau. Railway history between the Rhine and Neckar . EK-Verlag, Freiburg (Breisgau) 2006, ISBN 3-88255-769-9 .
- Andreas M. Räntzsch: Stuttgart and its railways. The development of the railway system in the Stuttgart area . Uwe Siedentop, Heidenheim 1987, ISBN 3-925887-03-2 .
- Wolfgang Läpple: Ludwigsburg as it used to be . Wartberg Verlag Peter Wieden, Gudensberg-Gleichen 1995, ISBN 3-86134-255-3
Web links
- Track systems as well as some permitted speeds and signals of the station on the OpenRailwayMap
- Tracks in service facilities of DB Netz AG . Schematic track map on the website of Deutsche Bahn AG. (PDF file; 163 kB)
- Picture of the old reception building
Individual evidence
- ↑ Query of the course book route 780 at Deutsche Bahn.
- ↑ Query of the course book route 790.5 at Deutsche Bahn.
- ↑ Query of the course book route 790.4 at Deutsche Bahn.
- ↑ State Parliament of Baden-Württemberg: Small inquiry from Abg. Boris Palmer and the answer from the Ministry for the Environment and Transport: State of the most important train stations in Baden-Württemberg ( memento from July 19, 2011 in the Internet Archive ) Printed matter 13/4069 (PDF; 107 kB) from March 18, 2005, p. 2
- ↑ https://www.stuttgarter-zeitung.de/inhalt.bodenlösungen-am-ludwigsburger-bahnhof-der-reallich-wahre-grund-fuer-verspaetete-s-bahnen.91a05c9b-5d11-47da-8525-aea64691e5a1.html
- ^ Jürgen Wedler: The Stuttgart S-Bahn 1981 - expanded to six lines . In: The Federal Railroad . tape 57 , 1981, ISSN 0007-5876 , pp. 681-688 .
- ↑ Roland Feitenhansl: Heilbronn station - its reception building from 1848, 1874 and 1958 . DGEG Medien, Hövelhof 2003, ISBN 3-937189-01-7 , p. 23 .
- ↑ Feitenhansl (2003), p. 54
- ↑ Alexander Ikrat: Rems platforms will probably remain low . In: Stuttgarter Nachrichten . No. 105 , May 8, 2015, p. 21 .
- ^ Stefan Tritschler, Moritz Biechele: Update of the VRS traffic model. (PDF) Transport Science Institute Stuttgart, January 20, 2020, p. 9 f. , accessed on January 16, 2020 .