Frankfurt (Main) Central Station
|Frankfurt (Main) Hbf|
|Location in the network||Junction station|
|Platform tracks||* 25 long-distance railway tracks
|opening||August 18, 1888|
|Profile on Bahnhof.de||Frankfurt__Main__Hbf|
|Architectural style||Neo-Renaissance (facade), Neoclassicism (extensions)|
|architect||Hermann Eggert and Johann Wilhelm Schwedler|
|City / municipality||Frankfurt am Main|
|Railway stations in Hessen|
The Frankfurt (Main) Hauptbahnhof is the largest train station in Frankfurt am Main . With about 460,000 daily travelers it is after Hamburg Central Station of traffic second most remote station in Germany. The 1888 as "Central Station Frankfurt" opened terminal station is one of the 21 stations of the highest priced one of DB Station & Service . Due to its central location, Deutsche Bahn AG describes it as the most important traffic hub in German rail traffic.
On peak days, around 1170 trains pass the terminus. In addition to the main train station, Frankfurt has three other long -distance train stations: the south train station , the west train station and the airport long-distance train station .
The train station is located in the Gallus district of Frankfurt at the southwest end of the Alleenring . Parts of the "B-level" are below the station district . The building is bounded by Mannheimer Straße to the south , Poststraße to the north and Am Hauptbahnhof to the east. The apron is to the west.
Before the main train station was built on the Galgenfeld , on the outskirts of the city at that time, the Gallusanlage , the area of what is now the Bahnhofsviertel, stood the three western train stations as endpoints of the Taunus Railway , the Main-Weser Railway and the Main-Neckar Railway .
Due to the increased number of travelers at the end of the 19th century, the capacity of the three western train stations became increasingly inadequate, but changes were made more difficult by the territorial affiliations of the states surrounding the Free City of Frankfurt . After the annexation of Frankfurt, Nassau and Hessen-Kassel by Prussia in 1866, the relevant obstacles were largely removed, so that the planning for a central station was seriously taken up. The inadequacy of the existing situation was particularly evident in the Franco-German War of 1870/71 , when the troop movements were noticeably hindered by the distributed stations. The new station, like the three western stations before, was to be implemented as a terminus station . Initially, a large station with 34 platform tracks was planned. Because of the huge dimensions, a variant with “only” 18 platform tracks was used. Post and goods handling should take place under the station concourse, local traffic should be handled outside, which was realized by the freight station built later . The city council , which only got a say from 1875, also wanted to relocate the railway facilities from the plant ring to the former gallows field (see History of Gallus ). A new district with Kaiserstraße as the main axis was to be created on the area of the track field of the western train stations that would become free from rail operations . This variant also had the great advantage that during the construction phase, operations could largely take place undisturbed, as the new station hardly affected the previous routes.
Starting in 1880, the Prussian Academy for Construction organized a competition with the participation of all important architects to design a “monumental building challenging the highest artistic power”. In 1881 this architectural competition was won by the agricultural inspector and university master builder Hermann Eggert from Strasbourg in Alsace , out of 55 submitted designs . He was entrusted with the planning and construction of the reception building. The Berlin architect Johann Wilhelm Schwedler , who specialized in steel construction , achieved second place. He became the designer of the three new iron-built station halls with 28 meters high barrel vaults , each of which comprised three platforms with six tracks.
On August 18, 1888, after only five years of construction, Frankfurt Central Station was inaugurated. In the next few years, the station district to the east of the reception building was built, an area that was completely built on by around 1900. Until the construction of Leipzig Central Station in 1915, Frankfurt Central Station was the largest train station in Europe .
The main station in Frankfurt am Main was set up for regular service . Entry and exit tracks of a route lay side by side.
On the evening of the opening day, a train was unable to brake in time and ran over the buffer stop . The locomotive and the pavement of the cross platform were damaged. This was the beginning of a series of such incidents which caused some ridicule in the press. The “highlight” was the “lively” crossing of the locomotive of the Ostend-Wien-Express on December 6, 1901. The locomotive and tender only came to a stop in the first and second class waiting room .
Many engine drivers therefore drove very carefully into the station and came to a stop at some distance in front of the buffer stops. This in turn meant that the last wagons of the trains came to a stop in front of the platforms, which the management did not agree with. The train drivers were warned to “drive as close as possible to the buffer stops”.
Extensions and conversions
In 1924 the building was expanded to include two outer halls in the neoclassical style . The number of tracks increased to 25 (tracks 1 to 24 and 1a). Reliefs with motifs of the Wandervogel movement were placed at the south entrance .
During the Second World War , the station was the target of air raids by the Allies . B. on December 11, 1944, when almost 1000 tons of multi-purpose bombs were dropped on the station. The station building was only slightly damaged by the air raids on Frankfurt am Main , but the glazing of the platform halls was destroyed. In order to protect the passengers from the rain, the former glass surfaces were partly closed with wood, a temporary solution that was preserved for almost 60 years. In 1956 the station was fully electrified .
Between 1955 and 1957 a 22 meter high signal tower was built. In 1957, the largest and most modern switchboard in Europe (with train number reporting system ) was put into operation here. 16 operators controlled the 15,000 relay system. The building erected at platforms 9 and 10 is now a listed building.
Also in 1957, nine steam shunting locomotives were replaced by seven diesel shunting locomotives. In the early 1960s, Germany's largest express cargo handling facility was set up under the train station. 15 million pieces of luggage and express goods were handled annually in these years. The facilities also included a supply center for the train station and the dining car, with its own pastry shop, large bakery and butcher shop. Two railway post offices were also part of the extensive facilities, as well as 70 freight elevators.
In the light of growing inner-city traffic problems, the idea of an inner-city connecting railway was taken up again in the 1960s, despite economic unprofitability.
With the B-tunnel of the Frankfurt subway in the city center , the construction of the underground railway systems began in 1971. A large shopping arcade (B level) was created as the distribution level , from which two four-track express train stations each - a subway station (C level) and an S-Bahn station (D level) - and a three-storey underground car park (some of which are also can be used as a civil defense area), through numerous corridors and stairs . These were the first public escalators in town at the time. From the B-level is also the tram stop in the square outside the main train station, the main station to reach - formerly exclusively in this way. There is now a pedestrian crossing at street level again.
The underground facilities were built using the open construction method: For the construction of the S-Bahn station below the mainline hall, the north wing of the reception building was removed and later rebuilt using the original facade cladding. The underground stations were put into operation in 1978.
At the same time, a two-storey air raid shelter was built to provide protection for railway employees in an emergency. All telephone operations could be handled from this bunker. It was also possible to operate the loudspeaker system. Even if supplies such as cans are no longer stored today, the technical systems (air filter systems, power generators) are still fully operational.
As early as the early 1970s, the platform ticket requirement was lifted and the necessary platform barriers were dismantled.
For the introduction of the ICE service in June 1991, the two platforms on tracks 6 to 9 were widened, raised and lengthened. The space for the widening was gained by demolishing the - meanwhile functionless - baggage platforms .
From 2002 to 2006, the listed roofs of the five platform halls were completely renewed during ongoing operation, taking into account aspects of monument preservation . A total of around 60,000 square meters of roof and wall cladding, including around 30,000 square meters of glass, was renewed and 5000 tons of steel were replaced. A special cycle process was developed as an assembly concept for this basic repair. At a height of ten meters, an assembly and transport platform was pulled in over the length of the roof for the duration of the construction work. Tower cranes were installed in the central area of this platform. Support loads of up to 150 tonnes per column were partially carried through to the basement floors and established there. All work steps were integrated in the cycle process in such a way that the platforms were moved by one field (9.3 meters) per hall every two weeks. Since then, screw connections instead of rivets have been used as fasteners, and the specially developed rivet head screw has been approved by the Federal Railway Authority on a case-by-case basis. The renovation of the station roof means that significantly more daylight is being let in. The trusses that support the roof were painted light gray as in their original state and thus appear lighter. The decorative rosettes in the gussets are now painted dark blue and thus come into their own. The entire construction process took place almost unnoticed ten meters above the heads of the travelers.
An incident occurred shortly after the work began. During welding work, part of the roof of the northern part of the reception building caught fire. The “northern ventilation center” was almost completely destroyed and had to be replaced. Since air was still being sucked in during the fire, soiling and damage also occurred inside the building, especially in the B-level.
A total of 117 million euros were invested in the roof renovation. 80 percent of the costs were borne by the federal government.
In 2013 the facade was renovated.
The other interior design of the station and reception halls as well as the underground station were modernized. For example, the 30-year-old murals in the subway station were replaced. In the meantime, liquid crystal screens have been used on the platforms in place of the old fall-leaf displays . Seven cubic glass and steel pavilions - like in Wiesbaden's main train station - have replaced the previous development on the cross-platform. In mid-2006, cubic and transparent elevators were also installed from the S-Bahn platforms to the underground and on the cross platform of the platform hall.
Due to the frequent theft of luggage trolleys , which caused annual damage of up to 30,000 euros, a security system was installed in Frankfurt Central Station to prevent the luggage trolleys from being removed from the railroad's premises. When crossing a red mark, the front wheel locked. This system was originally developed for shopping carts and adapted accordingly. The rental of luggage trolleys was later discontinued, and in view of the increased number of passengers there would be no more space for safe operation.
At the end of 2001, work began on an electronic interlocking , the four-stage commissioning of which was completed on November 27, 2005. It replaces the switchboard from 1957, which handled a total of around 20 million train journeys and 100 million shunting runs. The Fpf interlocking, located between tracks 9 and 10, was the largest and most modern interlocking in Europe at the time it was commissioned. Since March 27, 1986, circuit changes to the signal box were prohibited due to age-related signs of wear, the load on the system and the insulation of the interior wiring. The new signal box is divided into two sub-centers (north and south) and was the largest two-storey signal box building in Germany when it went into operation.
The entry and exit speeds have been increased from 30 km / h in some cases to 40 to 60 km / h and new travel options have been created with additional points. Track-changing operations were introduced on all access routes, and 13 platform tracks of the main station were also divided into two sections ( train cover signals ). The system comprises a total of 845 actuating units, including 340 points and track barriers and 67 main signals . The signal box is now out of the operations center remotely Frankfurt six dispatchers and a node scheduler. 132 million euros were invested in the signal box.
The new interlocking lays the foundation for numerous extensions and modifications to the tracks of the main train station and the approaching routes in order to better utilize the platform tracks of the main train station in the future and to increase its capacity.
In preparation for the 2006 World Cup , the signage system has been renewed since November 2005 . By replacing the partially outdated signage, quick and easy orientation within the station should be possible.
Until 2007, the floors and the cladding of the stairs, which had not been completely renewed for decades, were covered with black granite from China . Following this, a redesign of the station forecourt, the B-level and the S-Bahn station is planned. These measures are expected to drag on into the next decade.
From July to September 2010, platform 12/13 was removed and rebuilt. The platform ceiling was separated from the substructure with concrete saws , broken off in sections and rebuilt in precast concrete parts. The new platform received the same granite flooring as the cross platform and the main platforms. The part outside the hall will be given a new, 130-meter-long platform roof. In total, the platform renovation cost 8.5 million euros.
The capacity of some access routes is considered exhausted. Several lines (e.g. ICE line 13 and RB line 58) can sometimes no longer be routed through the main station. For long long-distance trains in the north-south relation, only four platform tracks (tracks 6 to 9) are mainly used for reasons of acceleration.
In order to mitigate a number of traffic disadvantages of terminal stations in general and of the Frankfurt railway junction in particular, ideas and suggestions have been discussed again and again since the opening of the Frankfurt main station to mitigate the disadvantages or to relocate the station as a whole. These proposals were rejected due to technical problems and a lack of economic efficiency.
In the 1980s and 1990s, different variants of underground through stations were discussed. The resulting Frankfurt 21 concept envisaged converting Frankfurt Central Station into a twelve-track through station. The project presented in 1996 was postponed in 2001 due to a lack of funding. The RheinMain plus project was then pursued.
Deutsche Bahn plans to segregate long-distance and regional traffic from Mannheim, Mainz and the new Cologne-Rhine / Main line. Almost all long-distance traffic is to be concentrated on the south side of the main station, in tracks 1 to 8, and route conflicts are to be reduced. Part of the regional traffic is to be shifted to the north side. For this purpose, the construction of a connecting curve known as the power station curve from Frankfurt Süd to platform tracks 1 to 3 and the installation of additional points in the run-up to the main station are planned by 2030 . Between June 2017 and the end of 2021, the Homburger Damm is to be expanded to two tracks. The 800-meter-long expansion is expected to cost 131 million euros. The costs are financed by the federal government. Operationally, the line is to be referred to as “Ffm Hbf – Mainzer Landstrasse”.
By 2019, the access from the B level and the station forecourt are to be converted for 175 million euros. Between the beginning of 2016 and the beginning of 2019, more than 1,000 square meters of new shopping space will be created for 134.5 million. The city is contributing 27.5 million euros. Basement floors that have not yet been used are to be used for this. On December 21, 2015, Deutsche Bahn and the City of Frankfurt signed a contract to modernize the underground distribution level and create additional access points. Work is now expected to begin in the fourth quarter of 2016 and be completed in mid-2020. The city of Frankfurt is contributing 27.5 million euros to the construction costs of 135 million euros.
The Frankfurt am Main long-distance railway tunnel , from the Offenbach city limits to the Niederräder Main Bridge, is planned for the long term. This would make Frankfurt Central Station a through station for many long-distance routes. The project is included in the "urgent need" of the Federal Transport Infrastructure Plan 2030 . According to an estimate (as of November 2018), the costs should amount to 3.5 billion euros.
The above-ground part of Frankfurt Central Station is divided into the reception building and the platform hall. The station building faces east on the street side and thus opens the terminus in the direction of the Bahnhofsviertel. The facade of the older component, in front of the three middle platform halls, was designed in the neo-renaissance style, the extensions of the reception building from 1924, the two outer halls in front of them in neoclassical style. The building is 270 meters wide. In the middle of the reception building is the main reception hall, the street-side entrance of which is made up of three door units, which are divided by two mighty pillars. In the middle above there is a decorated clock with the allegories of day and night and the Deutsche Bahn company logo with the words “Hauptbahnhof”. The division into three axes is also continued in the roof area, where large glass surfaces let in daylight. The tripartite division of the platform halls corresponded to the original use by three railway companies: Taunus Railway , Prussian State Railway and Hessian Ludwig Railway . There is a tower on either side of the facade. In the middle of the roof there is a 6.3 meter high bronze group of figures by the Braunschweig sculptor Gustav Herold : Atlas , which carries the globe on his shoulders, accompanied by symbolic figures for steam and electricity . There are also figures on trade and agriculture and on the iron industry and shipping .
The platform hall is located to the west of the reception building. It consists of five steel and glass halls that cover the platforms over a length of 186 meters. The three larger halls are 56 meters wide and 28 meters high, the two outer small halls are 31 meters wide and 20 meters high. The transverse platform, which allows access to the 24 above-ground main tracks in the halls, extends over the entire width of the halls; only the outer track 1a can only be reached indirectly via the platform on track 1. The platforms, which are at right angles to the cross platform, are also connected to the west by an underpass (cross tunnel) . Outside the platform halls, the platforms continue with roofs from different eras.
Underneath the platform halls there is an extensive system of tunnels in which mail and baggage were handled until the 1970s. They were called catacombs in the jargon of the railway workers at the time and were a problem when erecting load-bearing scaffolding pillars for roof renovation, the pillars had to be partially driven down through the platforms into the plains.
In the catacombs, there are considerable contaminated sites , for example the oil-soaked underground of the workshop where the diesel tugs that used to operate in the tunnels were serviced . There are also various service rooms above the underground station, including an additional signal box for the operation of the Rhein-Main S-Bahn .
The underground station has four tracks (tracks 101-104) and is used exclusively for S-Bahn traffic. It is located on the D level and can be reached via the entrances on the B level, from the underground station via a corridor or from the cross platform. The underground station is served by lines S 1 to S 6, S 8 and S 9, but not by the S 7 and some of the repeater trains on lines S 1 and S 8/9.
On November 8, 2007, the remembrance train started from Frankfurt am Main .
|Number of operating tracks:||120|
|Number of platform tracks
|25 main tracks ,
3 tram stations
with 2 tracks each
|underground:||4 S-Bahn tracks,
4 U-Bahn tracks
(3 for passenger traffic)
|Passengers and visitors
In long-distance traffic, 12 of the 22 Intercity Express lines and two of the three ICE Sprinter lines (status: 2010 annual timetable) run via Frankfurt Central Station. By relocating some lines to the airport long-distance station and the southern station , the main station will be relieved: two ICE lines only stop at the airport as planned, one of them then goes to the southern station. Since June 2007, Frankfurt Central Station has been connected to Paris by an ICE line . Since 2009 it has also been served by a TGV to Paris once a day , followed by another to Marseille in 2012.
In regional traffic, the main station is the main hub of the Rhein-Main-Verkehrsverbund (RMV). 15 RMV lines start or end here and regularly connect Frankfurt with Wiesbaden , Mainz , Koblenz , Neuwied , Limburg an der Lahn , Kassel , Gießen , Marburg , Treysa , Friedberg (Hessen) , Nidda , Glauburg-Stockheim , Wetzlar , Herborn , Dillenburg , Haiger , Siegen , Offenbach am Main , Hanau , Wächtersbach , Bad Soden-Salmünster , Fulda , Aschaffenburg , Würzburg , Nuremberg , Darmstadt , Mannheim , Heidelberg , Dieburg , Erbach (Odenwald) , Eberbach , Worms and Saarbrücken . There is also the Frankfurt-Königsteiner Railway to Königstein im Taunus ( Königsteiner Bahn ) and Waldsolms-Brandoberndorf ( Taunusbahn ). The main station also plays a central role in S-Bahn operations. It is served by all nine lines of the S-Bahn Rhein-Main , whereby the S 7 is the only S-Bahn line that serves the high station, while all other S-Bahns - with the exception of a few short commuting trains of the S 1, S 2, S 8 and S9 - drive to the underground station.
In urban transport the Frankfurt Central Station is Verkehrsgesellschaft Frankfurt (VGF) approached. The trams 11, 12, 14, 16, 17, 20 and 21 as well as the Ebbelwei-Express run here. The underground lines U4 and U5 , the bus lines 33, 37, 46 and 64 as well as the night bus lines n8 and n83 also go to the main station.
In addition to the central tram stop on the station forecourt, the main train station also has a station on Münchener Straße (Hauptbahnhof / Münchener Straße) and on the south side of the reception building (Hauptbahnhof south side) . The Platz der Republik stop is located near the north exit .
There is also the Hauptbahnhof / Karlstraße bus stop at the main train station , which is served by bus line 64 and night bus line n8.
According to the DB, the station is served daily by 342 long-distance trains, 290 local trains and 1100 S-Bahn trains (as of 2008).
The Frankfurt railway junction is one of the most important in Germany. On peak days, around 400 long-distance trains stop at the main station. Of the 33 long-distance passenger rail lines operated by Deutsche Bahn, which run at least four pairs of trains per day, 15 pass the junction, the central element of which is the main train station. These usually run every two hours, but the overlapping of several lines with a similar route results in many cases every hour, to Cologne and Berlin even every half hour. The night trains Euronight and ÖBB Nightjet , which serve Frankfurt, stop at the long-distance train stations Frankfurt (Main) Airport and Frankfurt (Main) Süd .
|Hamburg-Altona - Hamburg Dammtor - Hamburg Hbf - Hanover - Frankfurt - Darmstadt||a pair of trains|
|Hamburg - Berlin - Leipzig - Erfurt - Eisenach - Fulda - Frankfurt - Mannheim - Stuttgart - Augsburg - Munich||Every two hours|
|Berlin Ostbahnhof - Wolfsburg - Braunschweig - Kassel-Wilhelmshöhe - Frankfurt - Mannheim - Karlsruhe - Freiburg - Basel (- Interlaken Ost )||Every two hours|
|Berlin Ostbahnhof - Braunschweig - Kassel-Wilhelmshöhe - Frankfurt||individual trains|
|Berlin Gesundbrunnen - Berlin Hbf (deep) - Berlin Südkreuz - Halle (Saale) - Erfurt - Frankfurt||Every two hours|
|( Kiel -) Hamburg - Hanover - Kassel-Wilhelmshöhe - Frankfurt - Mannheim - Karlsruhe - Freiburg - Basel - Zurich (- Chur )||Every two hours|
|(Kiel -) Hamburg - Hanover - Kassel-Wilhelmshöhe - Frankfurt - Frankfurt Airport - Mannheim - Stuttgart||Every two hours|
|(Munich East - Nuremberg - Würzburg - Hanau -) Frankfurt - Fulda - Kassel-Wilhelmshöhe - Göttingen - Hanover - Bremen - Oldenburg (Oldb)||a train Sun - Fri|
|( Stralsund -) Hamburg - Kassel-Wilhelmshöhe - Gießen - Frankfurt - Heidelberg - Karlsruhe||together with IC line 26 every two hours|
|Kiel - / Hamburg-Altona - Hamburg Hbf - Bremen - Münster - Dortmund - Wuppertal - Cologne - Bonn - Koblenz - Mainz - Frankfurt Airport - Frankfurt - Hanau - Würzburg - Nuremberg - ( Regensburg - Passau /...- Ingolstadt - Munich )||Every two hours (approximately)|
|(Dortmund -) Essen - Duisburg - Düsseldorf - Cologne Exhibition Center / Deutz - Frankfurt Airport - Frankfurt - Aschaffenburg - Würzburg - Nuremberg - Munich||Hourly|
|(Dortmund - Hagen - Wuppertal - Solingen -) Cologne - Siegburg / Bonn - Montabaur - Limburg South - Frankfurt Airport - Frankfurt||individual trains|
|Dresden - Leipzig - Erfurt - Gotha - Eisenach - Fulda - Frankfurt - Frankfurt Airport - Mainz - Wiesbaden||Every two hours|
|Amsterdam - Arnhem - Duisburg - Cologne - Frankfurt Airport - Frankfurt||Every two hours|
|Bruxelles-Midi / Brussel-Zuid - Liège-Guillemins - Aachen - Cologne - Frankfurt Airport - Frankfurt||Every two hours|
|Frankfurt - Mannheim - Kaiserslautern - Saarbrücken / - Karlsruhe - Strasbourg - Paris Est||Every two hours|
|Frankfurt - Mannheim - Karlsruhe - Baden-Baden - Strasbourg - Mulhouse-Ville - Belfort-Montbéliard - Besançon Franche-Comté - Chalon-sur-Saône - Lyon-Part-Dieu - Avignon - Aix-en-Provence - Marseille-Saint-Charles||a pair of trains|
|Frankfurt - Mannheim - Karlsruhe - Baden-Baden - Freiburg (Breisgau) Hbf - Basel Bad Bf - Basel SBB - Olten - Lucerne - Arth-Goldau - Bellinzona - Lugano - Chiasso - Como S. Giovanni - Monza - Milano Centrale||Indent|
|Milano Centrale - Stresa - Domodossola - Brig - Visp - Spiez - Thun - Bern - Olten - Basel SBB - Basel Bad Bf - Freiburg (Breisgau) Hbf - Karlsruhe - Mannheim - Frankfurt||Indent|
|(Dortmund - Essen - Duisburg - Düsseldorf - Cologne - Bonn - Koblenz - Mainz - Frankfurt Airport - ) Frankfurt - Würzburg - Nuremberg - Regensburg - Passau - Linz - Vienna||Every two hours|
|Westerland - Hamburg - Kassel-Wilhelmshöhe - Giessen - Frankfurt - Heidelberg - Karlsruhe||a pair of trains|
|(Kiel -) Hamburg - Osnabrück - Bremen - Münster - Dortmund - Wuppertal - Cologne - Koblenz - Mainz - Frankfurt (- Würzburg - Nuremberg - Regensburg - Passau)||together with ICE line 31 every two hours|
|Frankfurt - Darmstadt - Heidelberg - Stuttgart - Augsburg - Munich - Salzburg - Linz or - Graz or - Villach - Klagenfurt||four pairs of trains|
|RJ 63||Frankfurt - Munich - Salzburg - Linz - Vienna - Budapest Keleti||Saturdays and Sundays|
|RJ 66||Budapest Keleti - Vienna - Linz - Salzburg - Munich - Frankfurt||Friday and Saturday|
In addition, there are additional intercity trains running on weekends from Frankfurt via Fulda to Leipzig, Berlin and Westerland , which use the high-speed routes. A pair of TGV trains runs once a day on the Frankfurt – Paris route, and there has also been a pair of TGV trains since March 23 via Karlsruhe, Strasbourg and Lyon to Marseille. Most major cities in Germany as well as those in neighboring countries can be reached within a few hours via various high-speed routes.
From December 2015 to August 2016, the southern end of the Hamburg-Cologne Express was here on individual days of the week, which has started or ended again in Cologne since September 2016 due to a lack of passenger demand.
At the end of the 1960s, there were more than 1200 entries and exits per day in Frankfurt. With 270 long-distance trains running regularly via the main station per day, the main station was the eighth most important node in the network of the Deutsche Bundesbahn in the 1989 summer timetable. In the 2004 annual timetable, the Frankfurt am Main node (main station with other stations) was the most important node in the Deutsche Bahn network with 470 long-distance trains running regularly every day. Due to the overload at the main train station, trains on the Wiesbaden – Dresden ICE line are to bypass Frankfurt main station from the end of 2013. In 2014, 35 percent of the 480,749 minutes of delay in long-distance traffic at the Frankfurt railway junction occurred at Frankfurt Central Station.
Regional and S-Bahn traffic
In local rail transport , around 650 regional trains and 120 S-Bahn trains pass through the terminus on peak days. To the rush hours (d. E. 6-9 pm and 14 to 19 pm) run approximately 80 amplifier units respectively.
The main reception hall has a Deutsche Bahn AG travel center and numerous ticket machines . The smaller reception halls contain administrative and business premises, for example a market in the train station. You can overlook the platform hall from the DB Lounge or a café on the upper floor. However, there is also considerable space vacant - especially on the first floor level - such as the areas that were formerly used by the post office, the canteen and the Rail Transportation Office (RTO) of the United States Armed Forces .
Together with Munich Central Station and Hamburg Central Station , Frankfurt Central Station ranks first in terms of visitor and passenger traffic at passenger stations in Germany. In terms of its area, it is one of the largest train stations in Europe, together with Leipzig Central Station and Zurich Central Station .
The number of platform tracks at Frankfurt Central Station is one more siding than that at Leipzig Central Station. The built-up area of Leipzig Central Station, on the other hand, is larger; around 450,000 travelers and visitors use Frankfurt Central Station every day, and Leipzig 150,000. The DB Station & Service classifies both stations in the highest price class .
RE 4, RE 9, RE 14, RE 20, RB 10, RB 12, RB 22
RE 30, RE 98, RE 99, RB 34, RB 40, RB 41, RB 48
RE 50, RE 54, RE 55, RE 85, RB 51, RB 58
Frankfurt – Offenbach – Hanau
Frankfurt – Maintal – Hanau
RE 60, RB 61, RB 67, RB 68
RE 2, RE 3, RE 70
Riedbahn , Mainbahn
S-Bahn station Hauptbahnhof U-Bahn station Hauptbahnhof Frankfurt tram
In 2019, the Federal Police recorded 4,787 crimes at Frankfurt Central Station, more than at any other German train station.
in alphabetical order by authors / editors
- Thomas Borbe: Play it safe? BASA systems and air raid shelter at Frankfurt Central Station . In: Railway history . tape 60 . DGEG Medien, 2013, p. 4-9 .
- Federal Railway Directorate Frankfurt am Main (Ed.): Departure 1888, arrival 1988. 100 years of Frankfurt am Main Central Station. HESTRA-Verlag, Darmstadt 1988, ISBN 3-7771-0215-6 .
- Bernd Hager: Atlas, carrying the globe… In: Railway history . tape 58 . DGEG Medien, 2013, p. 34-43 .
- Bernd Hager: In breadth, in depth . In: Railway history . tape 59 . DGEG Medien, 2013, p. 16-27 .
- Bernhard Hager, Hans-Günter Hallfahrt, Oskar Mahler , Knut Ringat: Frankfurt am Main Central Station . The transport hub in the middle of Germany - 125 years. Neddermeyer Verlag, Berlin 2013, ISBN 978-3-941712-32-4 .
- Birgit Klein: The Frankfurt main train station and its reception in the German station building of the late 19th and early 20th centuries . Marburg 2002 ( uni-marburg.de [PDF; 62,5 MB ] Dissertation , Philipps University of Marburg).
- Volker Rödel: The main train station in Frankfurt am Main . The rise, fall and rebirth of a metropolitan railway station. In: Workbooks of the State Office for Monument Preservation Hessen . No. 8 . Konrad Theiss Verlag, Stuttgart 2006, ISBN 3-8062-2043-3 .
- Ferdinand von Rüden: Frankfurt am Main transport hub . EK-Verlag, Freiburg 2012, ISBN 978-3-88255-246-1 .
- Dorothee Sattler: When someone goes on a journey ... Unknown plan records for Frankfurt Central Station in the Hessian Central State Archives . In: Archive news from Hessen . No. 17/2 , 2017, p. 24-28 .
- Heinz Schomann: The Frankfurt Central Station . A contribution to the architecture and railway history of the Wilhelminian era. DVA, Stuttgart 1983, ISBN 3-421-02801-X .
- Wolf-Christian Setzepfandt : Architecture Guide Frankfurt am Main / Architectural Guide . 3. Edition. Dietrich Reimer Verlag, Berlin 2002, ISBN 3-496-01236-6 , p. 33 (German, English).
- Frankfurt (Main) Hauptbahnhof on the Deutsche Bahn website bahnhof.de
- Tracks in service facilities (FF) , DB Netz AG (PDF; 7.75 MiB)
- Location plan of all shops on shoppingbahnhof.de ( DB Station & Service )
- Station map Frankfurt (Main) main station of the Rhein-Main-Verkehrsverbund (PDF; 396 KiB)
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