Mannheim Central Station

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Mannheim Central Station
Mannheim Central Station 20100913.jpg
Data
Location in the network Junction station
Design Through station
Platform tracks 11 (1-5 & 7-12)
abbreviation RM
IBNR 8000244
Price range 2
opening 1867
Profile on Bahnhof.de Mannheim_Hbf
location
City / municipality Mannheim
country Baden-Württemberg
Country Germany
Coordinates 49 ° 28 ′ 47 "  N , 8 ° 28 ′ 11"  E Coordinates: 49 ° 28 ′ 47 "  N , 8 ° 28 ′ 11"  E
Railway lines
Railway stations in Baden-Württemberg
i16 i16 i18

With 658 trains, including 238 long-distance trains , and around 100,000 travelers and visitors a day, Mannheim Hauptbahnhof is the second largest rail hub in southwest Germany after Stuttgart Hauptbahnhof . It is one of the 86 train stations (as of 2020) in price class 2 from DB Station & Service .

The trains that run through Mannheim are mostly operated by Deutsche Bahn AG with subsidiaries such as DB Regio AG . In addition, here keep on the routes Frankfurt  - Paris Est or Frankfurt am Main - Marseille trains running TGV trains. In addition, you can travel to Amsterdam, Milan, via Zurich to Chur or via Bern to Interlaken from Mannheim Central Station, mostly with trains of the Swiss Federal Railways or the ICE of DB AG, but also Graz and Klagenfurt via Salzburg with direct trains. Finally, the neighboring bus station offers direct connections to many Eastern European metropolises, e.g. B. to Prague with the IC bus, to Zagreb in Croatia or to Kiev in Ukraine.

It is an important junction for changing to buses and trains for local public transport in the Rhein-Neckar transport association (VRN).

investment

The digital display board in the lobby
Tram the type Variobahn on the station forecourt

In November 2001, after extensive renovation , the station building was reopened as a modern shopping and service center on the southern edge of Mannheim city center.

From the entrance hall, visitors can take escalators and elevators in the wing buildings directly to the underpasses to the tracks. There is a north and a south underpass. The paths to the platforms are barrier-free . Elevators , escalators and a guidance system for the visually impaired enable all travelers to get to the trains without assistance. The lifts are located in the north underpass, the escalators are in the south underpass.

For passengers of the first class and frequent drivers a was DB Lounge furnished.

At the Mannheim Main Station since 1897 exists on the platform 1, a railway mission . The volunteer employees take care of passengers with reduced mobility, children traveling alone, disoriented people and other groups of people. When taking advantage of the “ Kids on Tour ” care offer , in which children between the ages of 6 and 14 traveling alone are accompanied by trained trainers from the station missions on Fridays and Sundays on selected ICE and IC trains, the station mission is the point of contact.

Several tram and bus lines of the Rhein-Neckar-Verkehr GmbH, the Rhein-Haardtbahn , the regional tram lines of the former Upper Rhine Railway Company and bus lines of the bus traffic Rhein-Neckar stop at the station forecourt . From the central bus station , which is adjacent to the southern end of platform 1, long-distance buses and airport shuttle buses run on scheduled and occasional services .

In terms of urban planning , the reception building continues the line of the castle on the Rhine front in the city center to the southeast. Its central axis opens up the Kaiserring, the southeastern inner city bypass. Seen from the water tower , the Victoria Tower now protrudes as a new landmark slightly to the right behind the main building.

One of the six Deutsche Bahn tunnel rescue trains is stationed at the main train station.

The eastern head of the station is characterized by a series of constraint points that require tight arc radii (up to 200 meters) and steep longitudinal inclines (up to 17 per thousand).

history

background

The first station in Mannheim, the old train station , early 1840s years
Station forecourt 1925

The original station of the Baden main line to Heidelberg , which opened in 1840, was a terminus on the edge of the city center, immediately south of today's Tattersall .

However, the plans for the Rhine bridge to Ludwigshafen am Rhein (today Konrad-Adenauer-Brücke ) soon made it necessary to relocate the station. In 1867 the double-track railway bridge over the Rhine went into operation and replaced the Ludwigshafen – Mannheim route .

construction

The Rhine Valley Railway to Karlsruhe was the reason for a fundamental redesign and expansion of the railway system in 1870. A new reception building was built between 1874 and 1875. The new facilities were inaugurated in October 1876. In 1877 the new central freight station , which was built at Mühlauhafen , was connected to the main station. In 1879 the Ringbahn was abandoned from 1854. The preliminary end point of the development was the introduction of the Riedbahn of the Hessian Ludwigsbahn in 1880 (today's eastern introduction of the Riedbahn ) in the main station. In the following years, not only offices of the Baden Railway were housed there, but also offices of the Hessian Ludwig Railway and its successor, the Prussian-Hessian Railway Community . This not only affected the passenger station, but also the marshalling yard and the central freight station. This "double occupation" was only given up on January 1, 1900 and most of the tasks were now performed by the Baden railway workers alone.

Expansions until World War II

At the beginning of the 20th century , improvements to the railway systems were discussed. In 1906 and 1907 the station building of the main train station was expanded, and between 1910 and 1912 further platforms and platform edges were added. A new signal box was built before the First World War . On July 1, 1911, the term “Hauptbahnhof” was dropped from the station name, so the station was simply called Mannheim .

In 1927 the front facade of the reception building was completely removed and moved 10 meters further forward. This more than doubled the floor space. As part of this renovation, a discussion began as to whether the facade should be rebuilt in its original form. Ultimately, it was rebuilt in a simplified form. Due to the severe war damage and the subsequent reconstruction, the facade was simplified again, without decorative elements, rebuilt.

Shortly before the Second World War , the Reichsbahndirektion Karlsruhe developed a uniform plan for the Mannheim / Ludwigshafen area. The " 1943 B3 " project, which was intended to be carried out by the Reich Ministry of Transport after a thorough investigation of all possibilities and lengthy negotiations , envisaged making the Mannheim / Ludwigshafen junction accessible in all directions without changing the direction of travel . The project was heavily influenced by the urban planning wishes of both cities and envisaged raising the main train station by around 6.5 meters and moving it 300 meters to the east. Due to the Second World War, this project was no longer pursued. At the price level in 1952, the project was calculated at around half a billion DM. The measures were gradually abandoned. Only the conversion of the Ludwigshafen terminus station into a through station was realized.

In the summer timetable of 1939, the station recorded a total of 94 arrivals and departures of regular long-distance trains per day. In the ranking of the most heavily loaded nodes in the network of the Deutsche Reichsbahn, it was ranked 14th. During the 150 air raids on Mannheim during World War II, the main station was severely damaged several times.

Expansion after the Second World War

Mannheim Central Station in the 1950s

After the Second World War, passenger traffic in Mannheim's main train station skyrocketed. The discussions about relocating the main train station revived again. The city of Mannheim decided in the early 1950s to refrain from these plans and to use a design for the node developed by the Deutsche Bundesbahn in 1950 and 1951 as a basis for their construction plans. Among other things, the draft planned to relocate the Riedbahn and Rheintalbahn and to raise the tracks of the main train station. With 12 platform tracks and a double-sided pass-through track, the main station should be used in one direction . A period of 25 to 30 years was envisaged for the implementation. The project was jointly developed by the Stuttgart and Mainz Federal Railway Directorates. City director Adolf Elsaesser and city planning director Richard Jörg presented the city council in 1953 with plans and designs for the redesign of the station forecourt.

In 1955, two DrS track diagram interlockings were put into operation. In 1958 the first train with electric traction reached the main station. In the years 1957 to 1960, further major modifications and renovations took place. The major war damage was repaired in the early 1960s. The previous plans for a major renovation had not yet been implemented. In the 1970s the station was one of five connection points in the intercity network of the German Federal Railroad.

Western introduction of the Riedbahn and new line to Stuttgart

The working day average for 1976 was 110 trains each started and ended at the station, around 315 passed through. Up to 600 train journeys were counted daily due to special and peak load traffic. The platform tracks on the five platforms of the main train station had to be occupied by several trains twelve times a day. There were also around 3,100 shunting runs with up to five shunting locomotives in use at the same time.

As a result of the unfavorable design of the railway systems and an expected traffic increase of 13 percent due to the construction of the western Riedbahn and the planned new line to Stuttgart , a fundamental renovation of the main station was planned in the 1970s. Between 1977 and 1982 a new track diagram interlocking (type SpDrS60 ) was built, which replaced an electromechanical interlocking in the east end and three pushbutton interlocking in the rest of the station area. In the mid-1980s, the new signal box controlled 74 kilometers of track network with 721 actuating units (including 250 points and track barriers and 66 main signals). The total costs in 1978 were put at 26.6 million DM. The signal box , which went into operation at the end of 1982, was the largest track plan signal box developed by Siemens up to that point. The construction costs ultimately amounted to DM 33.4 million. The new signal box was the first part of a series of extensive renovations in the station area, which were also intended to improve local traffic . This was followed by the western introduction of the Riedbahn and the integration of the new Mannheim – Stuttgart line .

The narrower area of ​​the main train station was the subject of planning approval section 1a of the Mannheim – Stuttgart high-speed line . The plan approval procedure was initiated on April 10, 1974 and discussed in the same year . The resolution was issued on March 11, 1975 and became legally effective on September 11, 1975. A single objection and no lawsuit was filed against the project . Thus, in April 1976, the three planning approval decisions for the new Mannheim – Stuttgart line for the Mannheim area became legally binding. In the spring of 1978, the first renovation work began on the tracks of the main train station, with a view to the commissioning of the new sections to the north and south.

The construction work was based on a large number of requirements. Among other things, all line and platform tracks should be connected in both station heads, the number of intersection conflicts should be minimized, entry and exit speeds should be maximized and the platforms should be improved in length, width and height. The track plan included the two new lines leading into the node and stipulated permissible speeds of 40 to 60 km / h in the switch area. For the feed of the new line, 100 km / h were planned from the end of the switch area. The station should be able to be used either in line or directional operation. The parking groups for freight and passenger traffic remained essentially unchanged.

The station building was renovated between 1975 and 1979. In 1978 and 1979 all platforms were increased to 76 centimeters and the useful lengths of the platform tracks were extended. In the east-west direction, six tracks were available that could accommodate trains with up to 15 cars. The (southern) platform E (tracks 9 and 10) was converted into an island platform . In 1980 escalators were put into operation, in 1981 the western pedestrian underpass was completed.

On June 2, 1985, the western introduction of the Riedbahn went into operation, eliminating the need to change the direction of travel for trains connecting Frankfurt via Mannheim to Stuttgart or Karlsruhe.

expansion

Station sign

In the mid-1980s, around 700 train stops were counted every day with around 30,000 passengers getting on and off. With a total of 269 arrivals and departures per day of regular long-distance trains, the main station was the tenth most important node in the network of the Deutsche Bundesbahn in the 1989 summer timetable. With 308 such arrivals and departures per day, it was in 6th place in the 1996 summer timetable in the Deutsche Bahn network.

In 1995 an underground car park was created under the station forecourt . From 1999 to 2001 the station building was completely gutted and a new building was erected behind the historic facade that had been left standing. The side wings were raised and regained their symmetry , while the entrance hall received a glass dome .

As part of the Mannheim 21 concept presented in January 1997, extensive renovation of the track systems and reception building was planned. Among other things, the number of platform tracks was to be reduced from 10 to 8 through optimized operational processes, and shunting and stabling tracks that were no longer needed were to be dismantled. The remaining platform tracks were to be bridged by an overpass or a large footbridge. The plans were later reduced and since 2011 have been run under the name " Glückstein-Quartier ".

With a total of 332 arrivals and departures per day of regular long-distance trains, the main station was the fifth most important node in the Deutsche Bahn network in the 2004 annual timetable. With around 65,200 travelers per day, it was the second most frequented train station in Baden-Württemberg in 2005.

On July 18, 2007, the new central bus station was inaugurated next to the station area . The nine parking bays for long-distance buses are covered by a car park and, according to the operator, were used by more than 30 bus routes in 2008.

An additional platform has been built since September 2014. During the forty-month construction period, the track plan was also to be optimized and around 45.5 million euros invested. The symbolic groundbreaking ceremony was celebrated on September 5, 2014. For the new platform to the south of the existing platforms, the freight train tracks will be moved south. The new platform is 210 meters long, 9 meters wide, 76 centimeters high and should have a 143 meter long roof. The construction of the new platform was put out to tender across Europe at the beginning of August 2015. The construction contract should run from November 2015 to November 2017. The new platform F was officially inaugurated on December 6, 2017. The costs totaled 59 million euros, including 2200 meters of new tracks and twenty switches. The fact that freight traffic between the Mannheim marshalling yard and the Mannheim port had to be maintained during the entire construction phase, and interim solutions were created for this, had a particularly cost-intensive effect.

Awards

On October 14, 2005, Mannheim Central Station was awarded the title of Station of the Year 2005 by Allianz pro Schiene .

Accident 2014

Site of the accident on August 2, 2014

On the evening of August 1 2014, came at 20:51 to edge ride the freight train DGS 40635 of ERS Railways , which of Duisburg-Ruhrort Hafen by Hungary was traveling in the Euro City EC 216 from Graz to Saarbruecken . Both trains entered the station on parallel routes before the accident occurred. The trains collided at speeds of around 30 km / h and around 35 km / h. Five EuroCity cars derailed, two cars overturned and fell on the neighboring track on the left in the direction of travel. The ÖBB locomotive ( Siemens ES64U2 ) and the first two wagons derailed from the freight train, and two containers fell onto the neighboring track on the right in the direction of travel. Of 250 travelers, 110 of whom were in the overturned car, 35 were injured and four more seriously. Property damage to the DB Netz AG infrastructure amounted to € 530,000 and to the vehicles to the amount of € 1,804,000.

The Federal Railway Accident Investigation Board found several errors by the locomotive driver of the freight train, who was employed by the service company Railway-Solution-Direct and made available to ERS Railways: Since he was previously on the opposite track, he mistakenly paid attention to the ones on the left of the track Signals that were intended for the EC and therefore enabled travel. When the first signal, the intermediate signal S183, was passed, emergency braking took place . The engine driver, however, assumed that this would have been done wrongly and set the train in motion again without having previously discussed this - which is a requirement - with the dispatcher . Then he drove past two light blocking signals that were also stopping . The 350 meter distance behind the Durchrutschweg lying S173 of the main signal switch 155 could as Zwieschutzweiche not simultaneously protect the Euro City and retracting track 1 according train 38,244th It was placed on the track that the EC was on, which led to the flanking run. The accident investigation report also found that the locomotive driver's knowledge of the route could not be sufficiently proven and that he had not complied with the minimum rest period.

In March 2016, the Mannheim public prosecutor's office charged the driver with a suspicion of endangering rail traffic and negligent bodily harm , and on September 28, 2016 he was given a suspended sentence of six months and 100 hours of community service for these offenses ( Section 229 , Section 315a of the Criminal Code) sentenced.

extension

From September 2014 the main station was expanded to include platform F. To build the 210 m long and 76 cm high platform, 2,800 m of track and 14 points were removed and 2,200 m of track and 20 points were rebuilt.

The platform itself and track 912 (traffic: 12) to the south of it have been built since mid-2016 and put into operation on December 11, 2016. The corresponding track 911 (traffic: 11) and the north-western entrance with elevator were put into operation on August 21, 2017. Until then, the platform was also accessible via a temporary bridge over the western part of platform 10, which was closed for this time.

As a result, tracks 9 and 10 were closed until the end of 2017 in order to shorten platform E and build a new connection to switch 129. The entire renovation should cost around 45.5 million euros. The inauguration ceremony was on December 5, 2017, and work should be finished by the timetable change on December 10. Ultimately, around 58.7 million euros were invested.

At the end of 2019, the exit speed in the direction of Frankfurt was increased. a. 70 km / h instead of 60 km / h are now permitted after the last switch.

Further planning

Part of the track field
Mannheim Central Station at night

Mannheim Central Station is located between the Stuttgart , Basel , Saarbrücken , Karlsruhe and Frankfurt am Main railway nodes . There is a high-speed line to Stuttgart , urgently needed and another new line to Frankfurt is planned . In the discussion about this route, the former CEO of Deutsche Bahn, Hartmut Mehdorn , announced plans to build a bypass of the city through the Rheinau Forest with an elaborate threading into the Pfingstberg tunnel . Resistance from citizens and regional politicians formed against the project. As a result, this plan was temporarily dropped in 2006.

The planning for the swiveling of the long-distance railway tracks and the three-track expansion to Friedrichsfeld Süd is ongoing (as of 2012). The state of Baden-Württemberg has registered the further expansion of the Mannheim hub for the Federal Transport Infrastructure Plan 2030 . The Federal Transport Infrastructure Plan 2030 includes a (at present value 2015) EUR 635 million expansion program for the node. This is offset by a benefit of 702 million euros, which results in a benefit-cost ratio of 1.1.

As part of the Germany cycle , a full junction with correspondence between the Dortmund – Basel and Hamburg – Frankfurt – Munich long-distance routes is to be set up in Mannheim at minute 0. Directional correspondence between three trains is planned for 30 minutes: a train on the Hamburg / Berlin – Frankfurt – Stuttgart line is to be followed by a Dortmund – Munich train, followed by a Hamburg / Berlin – Frankfurt – Basel train.

As part of the urban development project " Glückstein-Quartier " on the south side of the main station, there are plans to build another portal building with service and retail areas and to extend the luggage tunnel at the southern end of the platform to Lindenhof and make it usable as a third platform access not the station building, but connects to the bus station. At the moment, the south underpass in the middle of the platform is often overloaded with high pedestrian traffic.

Due to the increasing number of passengers using the option to change to public transport at the station forecourt (currently around 52,000 daily), an expansion of the Hauptbahnhof tram stop is being considered. Two variants are being discussed, whereby variant 1, which provides for four new platforms for the stop completely relocated to the Kaiserring axis , is preferred by the city. The RNV favors variant 2 because it can be implemented more quickly, which would mean an additional track at the existing stop.

service

ICE 1 in Mannheim main station

According to the DB, 238 long-distance trains, 265 regional trains and 155 S-Bahn trains serve the station every day (as of 2009).

Long-distance transport

Due to its convenient location in terms of transport, many long-distance lines meet in Mannheim, which are usually concentrated at hourly intervals due to overlapping. Most major cities in Germany and in neighboring countries can be reached within a few hours via various high-speed routes and thus offer an alternative to air travel.

In the night train to the main train station is the since December 2016 ÖBB Nightjet approached. On the way from Zurich HB to Hamburg-Altona , this serves among others the train stations Basel SBB , Frankfurt (Main) Süd and Berlin Hbf .

line Train run Tact
ICE 11 ( Hamburg  -) Berlin  - Leipzig  - Erfurt  - Frankfurt  - Mannheim  - Stuttgart  - Ulm  - Augsburg  - Munich Every two hours
ICE 12 Berlin - Braunschweig  - Kassel-Wilhelmshöhe  - Frankfurt - Mannheim  - Karlsruhe  - Freiburg  - Basel (-  Bern  - Interlaken Ost ) Every two hours
ICE 15 Berlin - Halle  - Erfurt - Frankfurt - Darmstadt  - Mannheim  - Kaiserslautern  - Saarbrücken a pair of trains
ICE 20 ( Kiel  -) Hamburg - Hanover  - Kassel-Wilhelmshöhe - Frankfurt - Mannheim  - Karlsruhe - Freiburg - Basel - Zurich (-  Chur ) Every two hours
ICE 22 (Kiel -) Hamburg - Hanover - Kassel-Wilhelmshöhe - Frankfurt - Frankfurt Airport - Mannheim  - Stuttgart Every two hours
ICE 42 (Hamburg - Bremen  -) Dortmund  - Duisburg  - Cologne  - Siegburg / Bonn  - Frankfurt Airport - Mannheim  - Stuttgart - Ulm - Augsburg - Munich Every two hours
ICE 43 ( Amsterdam  - Oberhausen  - Duisburg -) or (Hanover - Dortmund - Wuppertal  -) Cologne - Siegburg / Bonn - Frankfurt Airport - Mannheim  - Karlsruhe - Freiburg - Basel Every two hours
ICE 45 Cologne - Cologne / Bonn Airport - Montabaur  - Limburg South - Wiesbaden  - Mainz  - Mannheim - Heidelberg  - Stuttgart individual trains
ICE 47 Dortmund - Duisburg - Cologne Exhibition Center / Deutz - Frankfurt Airport - Mannheim  - Stuttgart Every two hours
ICE / TGV 82 Frankfurt - Mannheim  - Strasbourg / Saarbrücken - Paris Est Every two hours
TGV 84 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
ECE 85 Frankfurt - Mannheim  - Karlsruhe - Freiburg - Basel - Lucerne  - Bellinzona  - Monza  - Milan a pair of trains
IC / EC 30 ( Westerland or Binz  -) Hamburg - Bremen - Dortmund - Duisburg - Cologne - Koblenz - Mannheim  - Stuttgart (or Karlsruhe - Freiburg - Basel - Zurich / Interlaken Ost) Every two hours
IC / EC 32 (Berlin - Hanover -) Dortmund or (Münster -) Essen - Duisburg - Cologne - Koblenz - Mannheim  - Stuttgart (-  Reutlingen  - Tübingen ) or (- Ulm - Augsburg - Munich - Salzburg  - Klagenfurt ) or (- Ulm - Friedrichshafen  - Innsbruck ) or (- Ulm - Kempten  - Oberstdorf ) Every two hours
IC 35 Norddeich Mole - Münster - Recklinghausen  - Oberhausen - Duisburg - Cologne - Koblenz - Mannheim  - Stuttgart or Karlsruhe - Constance individual trains
IC 50 Frankfurt - Darmstadt - Mannheim  - Kaiserslautern - Homburg  - Saarbrücken individual trains
EC 62 Saarbrücken - Homburg - Mannheim  - Heidelberg - Stuttgart - Ulm - Augsburg - Munich - Rosenheim  - Salzburg - Graz a pair of trains
EN Zurich - Basel - Freiburg (Breisgau) - Karlsruhe - Mannheim  - Frankfurt South - Halle - Berlin - Hamburg a pair of trains

Regional traffic

line Train run Tact
RE 1 Mannheim  - Ludwigshafen Mitte - Neustadt  - Kaiserslautern - Homburg - Saarbrücken - Trier  - Koblenz (Two) hourly
RE 2 Mannheim  - Schwetzingen  - Hockenheim  - Waghäusel  - Graben-Neudorf  - Karlsruhe single trains (HVZ)
RE 10a Mannheim  - Heidelberg - Eberbach  - Mosbach-Neckarelz  - Bad Friedrichshall - Heilbronn Every two hours
RE 10b Mannheim  - Heidelberg - Sinsheim  - Bad Friedrichshall - Heilbronn Every two hours
RE 14 Mannheim  - Ludwigshafen Mitte - Worms  - Mainz - Hochheim  - Frankfurt Every two hours
RE 60 Mannheim  - Weinheim  - Bensheim  - Darmstadt - Frankfurt Hourly
RE 70 Mannheim  - Biblis  - Gernsheim  - Groß Gerau-Dornberg  - Frankfurt Hourly
RB 2 Biblis - Lampertheim  - Mannheim  - Schwetzingen - Hockenheim - Waghäusel - Graben-Neudorf (- Karlsruhe) Hourly
Mannheim  - Schwetzingen - Hockenheim - Waghäusel - Graben-Neudorf - Karlsruhe Hourly
RB 67 Mannheim  - Neu-Edingen / Friedrichsfeld - Weinheim - Bensheim - Darmstadt - Frankfurt Every two hours

From May to October, the excursion trains of the “Murgtäler Radexpress” run on Sundays and public holidays, which - coming from Ludwigshafen - continues to Freudenstadt via Heidelberg main station and Bruchsal . The "Bundenthaler" also runs via Neustadt (Weinstrasse) main station and Landau (Pfalz) main station to Bundenthal-Rumbach , with a train section to Pirmasens main station . The train division takes place in Hinterweidenthal Ost .

Rhein-Neckar S-Bahn

The RheinNeckar S-Bahn forms the backbone of local rail passenger transport in the Rhine-Neckar metropolitan region . In December 2003 a 290 km long S-Bahn network was put into operation. In the meantime, the network has been expanded to 370 kilometers. The following lines go to Mannheim Central Station:

line Train run Tact
S 1 Homburg  - Kaiserslautern  - Neustadt  - Schifferstadt  - Ludwigshafen  - Mannheim  - Heidelberg  - Neckargemünd  - Eberbach  - Mosbach  - Osterburken Hourly
S 2 Kaiserslautern - Neustadt - Schifferstadt - Ludwigshafen - Mannheim  - Heidelberg - Neckargemünd - Eberbach - Mosbach Hourly
S 3 Germersheim  - Speyer  - Schifferstadt - Ludwigshafen - Mannheim  - Heidelberg - Wiesloch-Walldorf  - Bruchsal  - Karlsruhe Hourly
P 39 Mannheim-Waldhof  - Mannheim (- Heidelberg  - Karlsruhe ) individual trains
S 4 Germersheim - Speyer - Schifferstadt - Ludwigshafen - Mannheim  - Heidelberg - Wiesloch-Walldorf - Bruchsal Hourly
S 6 (Bensheim - Weinheim -) Mannheim  - Ludwigshafen - Frankenthal - Worms  - Mainz Every half hour
(every hour from / to Bensheim)

With the expansion of the Rhein-Neckar S-Bahn, Mannheim main station will be served by additional S-Bahn lines in the future:

line Train run
S 9 Karlsruhe - Schwetzingen - Mannheim main station - Biblis  - Groß-Rohrheim

Bus and tram routes

At the station forecourt , the meter-gauge trams of the RNV operate , which use the tracks of MVV Verkehr AG , Verkehrsbetriebe Ludwigshafen GmbH (VBL) or Heidelberg Tram and Mountain Railway (HSB) within the city limits . The routes of the 4 / 4A , 5 / 5A , 9 and 15 are considered by the Deutsche Bahn in their timetable information as regional traffic .

In addition to the trams, the RNV and VRN buses also operate in front of the station.

line Route Cycle Mon-Fri Clock Sa Clock so
1 Rheinau train station  - Rheinau Karlsplatz - Neckarau train station - University  - Mannheim main train station - University  - Paradeplatz  - (Rheinstraße -) old fire station  - Luzenberg train station - Waldhof train station - Schönau 10 mins 10 mins 20 minutes
3 Rheingoldhalle - Neckarau West - Markuskirche  - Mannheim Main Station - Water Tower  - Paradeplatz  - (Rheinstrasse -) Old Fire Station - Luzenberg Railway Station - Sandhofen 10 mins 10 mins 20 minutes
4
4 A 		Bad Dürkheim ( RHB ) - Oggersheim   - Ludwigshafen - Mannheim main station - Mannheim Käfertaler Wald / Gartenstadt -Waldfriedhof 10 mins 10 mins 20 minutes
5 Weinheim  - Viernheim  - Käfertal  - Mannheim Central Station - Edingen - Heidelberg - Dossenheim  - Schriesheim  - Weinheim ( OEG ) 10 mins 20 minutes 30 minutes
5 A Paradeplatz - Mannheim Central Station - National Theater  - University Hospital - Bonifatius Church - Käfertal OEG train station - Wallstadt  - Heddesheim 20 minutes 20 minutes 30 minutes
15th Mannheim Central Station - Paradeplatz - Schafweide - University Hospital - Bonifatius Church - Käfertal OEG Bahnhof - Wallstadt Peak times,

20 minutes

no operation no operation
6 A (As line 5 coming from Heidelberg, from Paradeplatz further as line E)

Paradeplatz - Mannheim Hauptbahnhof - Planetarium  - Neuhermsheim  - SAP Arena  - SAP Arena S-Bahnhof

In the evening,

30 minutes

In the evening,

30 minutes

30 minutes
8th Rheinau Bahnhof - Rheinau Karlsplatz - University - Mannheim Central Station - Lu Oppau individual trains no operation no operation
9 Bad Dürkheim  - Ludwigshafen - Mannheim main station - Neuostheim (- Heidelberg ) ( express train ) 60 minutes 60 minutes 60 minutes
60 Lanzvilla - Otto-Beck-Straße - Water Tower - Mannheim Central Station - University  - Neckarstadt West  - Herzogenried  - Ulmenweg (- Pfeifferswörth) 20 minutes 30 minutes 30 minutes
63 Mannheim main station - water tower  - Otto-Beck-Straße - university  - Markuskirche  - Pfalzplatz 20 minutes 30 minutes 30 minutes
710 Mannheim main station - university  - Neckarau train station - Rheinau train station - Brühl  - Schwetzingen 10/20/30 minutes 20/40 minutes 30 minutes
711 Mannheim Central Station - University  - Neckarau Train Station - Rheinau Train Station - Hirschacker - Schwetzingen 60 minutes 60 minutes 60 minutes

literature

  • Albert Kuntzemüller : The reconstruction of Mannheim main station. In: Newspaper of the Association of German Railway Administrations, Volume 54, No. 73 (October 7, 1914), pp. 1119–1121.

Web links

Commons : Mannheim Hauptbahnhof  - Collection of images, videos and audio files

Individual evidence

  1. ↑ Number of visitors and travelers per day at selected train stations in Germany in 2017 on handelsdaten.de, from January 2017, accessed on March 22, 2020
  2. ^ A b c d Richard Bitterling: Status of construction work on the upgraded and new line in the Mannheim area . In: The Federal Railroad . tape 55 , November 1979, ISSN  0007-5876 , pp. 797-804 .
  3. ↑ Mannheim main station, reception building. In: rhein-neckar-industriekultur.de
  4. ↑ a b c d e f g Erich Fein: The western introduction of the Riedbahn in the Mannheim main station . In: The Federal Railroad . No. 61 , 1985, pp. 401-408 .
  5. ↑ a b c d e f Horst-Edgar Goetz, Otto Ritz, Karl-Heinz Wildner: What the Federal Railroad does for its customers in Mannheim Central Station . In: The Federal Railroad . tape 62 , no. 5-6 , 1986, ISSN  0007-5876 , pp. 379-383 .
  6. ^ Agreement regarding the joint use of the Badische Bahnhofsanlagen in Mannheim by the Königl. Prussian and Großh. Hessian Railway Directorate in Mainz . In: Eisenbahndirektion Mainz (Ed.): Collection of the official gazettes published on December 31, 1899. Volume 3, No. 57. Announcement No. 538, pp. 401–407.
  7. ↑ a b New central signal box Mannheim Hbf . In: The Railway Engineer . tape 29 , 1978, ISSN  0013-2810 , pp. 521 f .
  8. ↑ Eisenbahndirektion Mainz (ed.): Official Journal of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz from July 22, 1911, No. 36. Announcement No. 459, p. 268.
  9. ↑ a b c d e f g h i Wolfgang Roth: Operational concept for the redesign of the Mannheim main station . In: Railway technical review . tape 27 , no. 12 , 1978, ISSN  0013-2845 , ZDB -ID 240040-6 , p. 777-786 .
  10. ↑ a b Günther Lübbeke: Large-scale railway planning in space Mannheim-Ludwigshafen-Heidelberg . In: Railway technical review . tape 1 , no. 3 , 1952, ISSN  0013-2845 , ZDB -ID 240040-6 , p. 85-92 .
  11. ↑ Erich Fein: The western introduction of the Riedbahn in Mannheim Central Station . In: The Federal Railroad . tape 58 , no. 8 , 1982, ISSN  0007-5876 , pp. 597-602 .
  12. ↑ a b c d Ralph Seidel: The influence of changed framework conditions on network design and frequencies in long-distance rail passenger transport in Germany . Dissertation at the University of Leipzig. Leipzig 2005, p. 27, 46, 62, 100 .
  13. ↑ Günther Lübbeke: Large-scale railway planning in space Mannheim-Ludwigshafen-Heidelberg . In: Railway technical review . tape 1 , no. 4 , 1952, ISSN  0013-2845 , ZDB -ID 240040-6 , p. 138-144 .
  14. ↑ MARCHIVUM : Chronicle star . December 1, 1953. Retrieved September 28, 2018 .
  15. ↑ Erich Fein: The new railway buildings in the Mannheim area as part of the introduction of the Western Riedbahn and the new Mannheim – Stuttgart line . In: DB-Bahnbauzentrale (Ed.): Railway construction for the 21st century: Extension of the line at the Deutsche Bundesbahn . Frankfurt am Main 1984, p. 52-62 .
  16. ↑ The building construction work on the central signal box in Mannheim's main train station has been completed . In: Railway technical review . tape 27 , no. 10 , 1978, ISSN  0013-2845 , ZDB -ID 240040-6 , p. 674 .
  17. ↑ Schell: 100th track diagram signal box of the BD Karlsruhe in operation . In: The Federal Railroad . tape 58 , no. 12 , 1982, ISSN  0007-5876 , pp. 994 .
  18. ^ Erich Fein: New Mannheim – Stuttgart line: Commissioning in the Rhine Valley . In: The Federal Railroad . Issue 5/1987, pp. 381-393
  19. ^ Horst Kiefer: Status of the construction work on the new Mannheim – Stuttgart line . In: Die Bundesbahn , 1978, No. 8, pp. 588-592
  20. ^ Winfried Hanslmeier: Construction work on the upgraded routes. In: Knut Reimers, Wilhelm Linkerhägner (Ed.): Paths to the future. New construction and expansion lines for the Deutsche Bundesbahn. Hestra, Darmstadt 1987, ISBN 3-7771-0200-8 , pp. 208-218, here p. 208
  21. ^ Johanna Eberhardt: Bahn would also like to slim down in Mannheim . In: Stuttgarter Zeitung . January 11, 1997, p. 7 .
  22. ↑ Small request from the Abg. Boris Palmer and the answer from the Ministry for the Environment and Transport: State of the most important train stations in Baden-Württemberg. (PDF; 107 KiB) Printed matter 13/4069. State Parliament of Baden-Württemberg, March 18, 2005, p. 2 , archived from the original on July 19, 2011 ; Retrieved March 18, 2005 .
  23. ↑ Destinations all over Europe from Mannheim's new bus station. Press release from Mannheimer Parkhausbetriebe GmbH from February 13, 2008
  24. ^ DB Mobility Logistics AG (Ed.): Deutsche Bahn builds a new platform in Mannheim . September 5, 2014 (press release).
  25. ^ Germany-Berlin: Construction work for railway lines. Document 2015 / S 149-276271. In: Electronic Official Journal of the European Union . August 5, 2015, accessed October 5, 2015 .
  26. ↑ Serious train accident near Mannheim: Eurocity train collides with freight train. Südwestrundfunk , August 1, 2014, accessed August 1, 2014 .
  27. ↑ Rescue work at Mannheim Central Station is making rapid progress (as of 3 p.m.). DB Mobility Networks Logistics, August 2, 2014, archived from the original on August 3, 2014 ; accessed on August 11, 2017 (press release).
  28. ↑ mr: Mannheim: Freight train drives Intercity in the flank . In: Eisenbahn-Revue International . No. 10 , 2014, ISSN  1421-2811 , p. 497 .
  29. ↑ a b c d Investigation Center of the Federal Railway Accident Investigation Office, file number: 60uu2014-08 / 002-3323. (PDF) September 23, 2015, archived from the original on October 10, 2015 ; accessed on March 12, 2016 .
  30. ↑ Freight train rams EC: Dozen injured after train accident in Mannheim. In: Frankfurter Allgemeine Zeitung . August 2, 2014, accessed August 20, 2014 .
  31. ^ After the train accident in Mannheim: Trade unionists criticize control deficits. In: Stuttgarter Zeitung. August 8, 2014, accessed on August 20, 2014 (aerial photo of the accident site).
  32. ↑ Police look for the cause of the accident by helicopter. Süddeutsche Zeitung, August 2, 2014, accessed on August 7, 2014 .
  33. ↑ a b c pd / schr: Investigation report on the collision in Mannheim . In: Eisenbahn-Revue International 11/2015, p. 535.
  34. ↑ Train collision in Mannheim - Mannheim public prosecutor's office is bringing charges on suspicion of endangering rail traffic and negligent bodily harm. Mannheim Public Prosecutor's Office , March 10, 2016, accessed on March 12, 2016 .
  35. ↑ "The man is punished enough". In: Frankfurter Allgemeine Zeitung. September 28, 2016. Retrieved September 28, 2016 .
  36. ↑ Jan Millenet: Mannheim Central Station: Track 12 is partially in operation. In: rnz.de. December 13, 2016, accessed December 18, 2016 .
  37. ↑ Stefan Geckle, Thomas Börsig: Mannheim Main: A bottleneck is extended . In: DB Netz AG (Ed.): Infrastructure projects 2018 . Building at Deutsche Bahn. PMC Media House, Hamburg 2018, ISBN 978-3-96245-163-9 , pp. 164-169 .
  38. ↑ a b c Presentation minutes 1st BIG 2016 04.03.16 DB Netz RB Südwest. (PDF; 6.28 MiB) TOP 2: New track plan / platform F Mannheim Hbf author = Ruediger Scherer. March 10, 2016, pp. 19-31 , archived from the original on December 12, 2016 ; accessed on December 12, 2016 .
  39. ^ New construction of platform F in Mannheim - 1st construction phase released for train traffic. Deutsche Bahn AG, December 12, 2016, archived from the original on December 14, 2016 ; accessed on December 14, 2016 .
  40. ↑ a b New platform F inaugurated at Mannheim train station. In: vm.baden-wuerttemberg.de. Ministry of Transport Baden-Württemberg, December 5, 2017, accessed December 8, 2017 .
  41. ↑ a b Thorsten Langscheid: Track 12 is now in operation. In: morgenweb.de. December 13, 2016, accessed January 7, 2017 .
  42. ↑ Expansion of the infrastructure for the Rhein-Neckar S-Bahn . In: DB ProjektBau (ed.): Infrastructure projects 2012: Building at Deutsche Bahn . Eurailpress, Hamburg 2012, ISBN 978-3-7771-0445-4 , pp. 136-139 .
  43. ↑ Ministry of Transport and Infrastructure (Ed.): Registrations of the State of Baden-Württemberg for the Federal Transport Infrastructure Plan 2015 (BVWP 2015) - long version - . Stuttgart April 30, 2013, p. 3 ( baden-wuerttemberg.de [PDF]).
  44. ^ A b Alexander Lanz: Draft of the Germany clock and previous results of the knot studies in Frankfurt and Mannheim. (PDF) Federal Ministry of Transport and Digital Infrastructure, February 8, 2019, pp. 10, 19 f. , accessed February 19, 2019 .
  45. ↑ Track 12 is now in operation. In: Mannheimer Morgen . December 13, 2016, accessed December 14, 2016 .
  46. ^ City of Mannheim (ed.): Resolution 219/2008. Mannheim 21 New city quarter at the main train station . S. 40 (Figure 5).
  47. ↑ Bottleneck in the RNV network. In: Mannheimer Morgen . April 3, 2009, archived from the original on September 4, 2012 ; Retrieved April 3, 2009 .
  48. ↑ AUT dreams of an expensive solution. In: Mannheimer Morgen . April 8, 2009, archived from the original on September 6, 2012 ; Retrieved April 8, 2009 .
  49. ↑ Service and shopping on the southern edge of Mannheim city. In: bahnhof.de. Archived from the original on September 30, 2011 ; Retrieved March 18, 2011 .
  50. ↑ Expansion of the Rhein-Neckar S-Bahn. DB Netze, accessed on August 11, 2017 .
  51. ^ S-bahn Rhein Neckar Lot 2. Accessed on August 17, 2020 .