Ulm Central Station
| Ulm central station | |
|---|---|
 Reception building from the east
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| Data | |
| Location in the network | Junction station |
| Platform tracks | 12 (including 5 butt tracks) |
| abbreviation | TU |
| IBNR | 8000170 |
| Price range | 2 |
| opening | June 1, 1850 |
| Website URL | City train station Ulm |
| Profile on Bahnhof.de | Ulm_Hbf |
| location | |
| City / municipality | Ulm |
| country | Baden-Württemberg |
| Country | Germany |
| Coordinates | 48 ° 24 ′ 0 ″ N , 9 ° 59 ′ 0 ″ E |
| Height ( SO ) | 478 m above sea level NHN |
| Railway lines | |
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| Railway stations in Baden-Württemberg | |
Ulm Hauptbahnhof (abbreviated: Ulm Hbf ) is the central train station of the city of Ulm and an important railway junction in on the Danube located, of Baden-Württemberg after Bayern reaching Danube-Iller region .
With twelve platform tracks , five of which are not continuous, Ulm Central Station forms an important transport hub in the city. Further stations in Ulm are the Ulm-Söflingen train station in the west and the Ulm Ost stops in the east and Ulm-Danube Valley in an industrial area on the southwestern outskirts. The Ulm marshalling yard is also located in the west of the city . In Neu-Ulm there is next to the local train station the Finningerstraße stop and the Gerlenhofen train station .
Ulm is located on the railway lines from Stuttgart and Munich , which are also used by ICE trains and are part of the European main line Paris - Budapest . European cities like Amsterdam , Budapest, Paris or Linz can be reached without changing trains. The main station is served by around 335 Deutsche Bahn AG and agilis (ag) trains every day, including 75 long-distance and 260 regional trains . The local trains stopping at the station are part of the Donau-Iller local transport network (DING).
About 40,000 travelers per day or 14.8 million per year use the station. With around 28,600 travelers per day, it was the ninth largest train station in Baden-Württemberg in 2005.
location
Inner city location
Ulm Central Station is located in the west of the city center of Ulm. The station building is located to the east of the tracks on Bahnhofplatz. Friedrich-Ebert-Straße runs east of the train station and turns into Olgastraße at Bahnhofplatz. Opposite the reception building, Bahnhofstrasse joins Bahnhofplatz, which connects the train station with Münsterplatz , about 500 meters away . Schillerstrasse runs west of the station. In the north, the federal highway 19 , which is called Karlstraße at this point, crosses the tracks over the Ludwig-Erhard-Brücke (formerly Blaubeurer-Tor-Brücke). In the south, the tracks are crossed by the Neue Straße through the Ehinger-Tor underpass and by the Zinglerstraße with the Zinglerbrücke. The central bus station in Ulm (Ulm ZOB) is located in the southeast of the reception building .
Railway lines
Ulm Central Station is the junction of several important railway lines . The Filstalbahn via Geislingen, Göppingen and Plochingen to Stuttgart ( VzG 4700) is an electrified double-track main traffic axis in national and international long-distance traffic, which has been expanded for 160 km / h. In Ulm, long-distance traffic is switched to the electrified and double-track railway line via Günzburg to Augsburg (VzG 5302), which can be driven at up to 200 km / h. Both railway lines are served by Intercity Express, Intercity and Eurocity trains. The Württemberg Southern Railway via Biberach (Riss), Aulendorf and Ravensburg to Friedrichshafen (VzG 4500) has two tracks and is not electrified. The route, which has been expanded for 140 km / h, is mainly used for regional traffic, with a pair of intercity trains.
In addition, the railway to Sigmaringen (VzG 4540) and the Brenzbahn via Heidenheim to Aalen (VzG 4760) begin in Ulm . These two lines are single-track and non-electrified main lines that are only served in regional traffic, although the Sigmaringer line is double-tracked to Herrlingen and is electrified to Söflingen.
In detail, the following course book sections meet in Ulm :
- KBS 739 : Ulm-Ravensburg-Friedrichshafen-Singen-Schaffhausen-Basel
- KBS 750 : Ulm – Geislingen – Göppingen – Plochingen – Stuttgart
- KBS 751 : Ulm – Biberach (Riss) –Aulendorf – Ravensburg – Friedrichshafen – Lindau
- KBS 755 : Ulm – Ehingen (Danube) –Sigmaringen – Tuttlingen – Donaueschingen – Neustadt
- KBS 757 : Ulm-Langenau-Heidenheim-Aalen
- KBS 975 : Ulm-Memmingen-Kempten
- KBS 976 : Ulm – Neu-Ulm – Weißenhorn
- KBS 977 : Ulm – Neu-Ulm – Günzburg
- KBS 980 : Ulm – Günzburg – Augsburg – Munich
- KBS 993 : Ulm – Günzburg – Donauwörth – Ingolstadt – Regensburg
history
Until 1850: planning and construction
In April 1830 King Wilhelm I of Württemberg commissioned the Stuttgart Ministry of Finance and the Ministry of the Interior to examine a traffic connection between the Rhine and the Danube . The possibilities of a canal and a railway line were examined. In 1834 the commission presented the result. This provided for a railway line from Cannstatt via Aalen and Ulm to Friedrichshafen . Railway pioneer Friedrich List meanwhile spoke out in favor of the shorter direct route across the Swabian Alb instead of via Aalen.
In August 1835, the citizens of Ulm came together to form an initiative for railway construction. As a result, the Ulm Railway Company was founded on December 21, 1835 , which campaigned for the Ulm railway connection and already spent 80,000 guilders on the day it was founded. On April 18, 1843, it was decided to build the line from Stuttgart over the Swabian Alb to Ulm. This route had prevailed against the longer variant via Aalen . However, there were disputes about the location of the Ulm train station. The fortress builder Moritz von Prittwitz and the city and cathedral builder Ferdinand Thrän favored a station variant in the north of the center in a west-east direction. Since with this variant the line going on to Friedrichshafen would have had to lead via Bavarian territory, the Württemberg engineers instead planned a train station in the north-south direction in the west of the city center in the current location. Although the land prices were higher and nine urban connection routes were disrupted, while there would have been only three with the northern variant, this variant was chosen. The western parts of the city are separated from the city center to this day.
In order to complete the first rail connection to Lake Constance in front of Bavaria and Baden , from the summer of 1847 , Württemberg primarily operated the construction of the Württemberg Southern Railway via Biberach (Riss) to Friedrichshafen. In August 1848, the first earthworks and foundation work began for the Ulm train station. In March 1849 the building construction could begin. The earthworks, blasting and structural work were outsourced to independent contractors (contractors ) by the state railway construction authorities . Due to possible landslides on the Kuhberg , the Danube was relocated shortly before the Ulm train station and the railway line for the southern railway was built in the old bed of the river. The economy in Ulm benefited from the construction of the railway, as among other things the gastronomic businesses in the city earned more money from it. On May 17, 1850, a locomotive from Biberach arrived in Ulm for the first time during a test drive.
1850–1866: Opening and connection to other railway lines
The Ulm train station was officially opened on June 1, 1850 together with the last section of the southern line from Biberach (Riss) to Ulm. On June 29, 1850, with the completion of the Geislinger Steige , the Royal Württemberg State Railways were also able to put the Württemberg Ostbahn, now called Filstalbahn , into operation via Göppingen to Stuttgart. This completed the first continuous railway line in Württemberg , on which continuous trains could run from Heilbronn to Friedrichshafen. The Geislinger Steige between Geislingen and Amstetten , which served to overcome the Alb ascent , was from the point of view of that time a technical masterpiece and caused a sensation all over Europe.
In the direction of Stuttgart and Friedrichshafen, three trains per day ran on the three-track station. The travel time between Ulm and Stuttgart was four hours and between Ulm and Friedrichshafen three hours and 15 minutes. In December 1850 the entrance building of the architect Ludwig Friedrich Gaab was opened, which was kept in the romantic - classical style. Two entry halls offset from the reception building were built in 1851. In addition, a locomotive shed , a wagon shed, a goods shed , a water station and a few other buildings were built. On April 16, 1851, the railway telegraph was opened to the public. On October 9, 1851, the Ulm railway station inspection opened a porter service.
On April 25, 1850, the Kingdom of Bavaria agreed in a state treaty with the Kingdom of Württemberg to continue the Munich – Augsburg railway to Ulm and connect it there to the Württemberg railway network. In March 1852, construction work began on the railway bridge over the Danube. On December 25, 1853, the first train arrived at Neu-Ulm station. On September 26, the station was finally officially opened together with the Neu-Ulm– Burgau section of the Bavarian Maximiliansbahn . Since the Danube bridge was not yet completed, a horse-drawn cab operated between the Ulm and Neu-Ulm train stations. On May 1, 1854, the two-track Danube bridge was completed from the start. It was made of Keuper sandstone, was 123 meters long and 8.55 meters wide. It was in honor of the reigning kings of Wuerttemberg and Bavaria Wilhelm - Maximilian bridge called and was closed off on both sides by iron gates. On June 1, the entire Maximiliansbahn was opened from Ulm via Augsburg to Munich, and the Ulm train station became a railway junction . Four trains per day ran on the new route in each direction, with express trains taking three hours 30 minutes and passenger trains five to six hours. The station was operated separately by the two kingdoms as a border station and exchange station between Bavaria and Württemberg. The Royal Bavarian State Railways received their own wing station with butt tracks in the south of the reception building, which was named Bayerischer Bahnhof . Since the Bavarian time was ten minutes ahead of the Württemberg time, there were two different times at the station. At the end of 1856 the line between Ulm and Neu-Ulm was expanded to two tracks.
On May 17, 1856, Ulm was connected to international trade. This enabled wood, grain, tobacco, cement, bricks and coal for the steam engines to be transported by rail. This became necessary because the blue's hydropower was no longer sufficient for the increasing energy demand. Ulm doubled its exports between 1852 and 1855. In February 1856 the post office and on May 1, 1857 the first hotel (Hôtel de Russie) was opened at the train station, which was later named Zum Russischen Hof . On October 12, 1862, the Bavarian State Railways opened the Illertalbahn from Neu-Ulm to Memmingen , which ran four trains a day. On the same day the second track of the Filstalbahn from Ulm to Stuttgart was put into operation after four years of construction. On June 1, 1863, the Bavarian State Railroad extended the Illertalbahn to Kempten (Allgäu) . After the Royal Bavarian Railway Office had already been relocated to Neu-Ulm on January 1, 1861, the operation of the previous Württemberg-Bavarian community station was completely transferred to Württemberg on December 1, 1863, with the exception of the driving and locomotive service. So that the Bahnhofstrasse, which was completed in 1867, could be built, the Blau was partially vaulted from January 1865. At the end of 1866, part of the fortress wall from the Middle Ages had to be demolished in order to give the station direct access to the city center. In 1866, the private entrepreneur Philipp Berblinger built the Berblinger Building with 36 apartments at the end of Karlstrasse as Ulm's first railroader's apartment block.
1867–1891: First and second expansion phase
From 1867 to 1880, the Royal Württemberg State Railways extended the station in an initial phase in which the station building was rebuilt in 1867. Cast iron arcades and corner pavilions were added, making the building 75.2 meters long and 13.7 meters wide. Between 1872 and 1874, the state railway built an iron, two-aisled platform hall, which replaced the two previous entrance halls. On March 25, 1867, the construction of the line to Blaubeuren began, for which the fortress wall on Kienlesberg had to be broken through. On August 2, 1868, this connection was ceremoniously opened. In 1869 it was extended to Ehingen (Danube) , in 1870 to Scheer on the border with the Hohenzollern Lands , and in 1873 the Scheer – Sigmaringen section was finally completed. In 1874 there were six trains daily from Ulm to Stuttgart, seven trains from Stuttgart to Ulm, five pairs of trains between Ulm and Friedrichshafen, six pairs of trains between Ulm and Augsburg, four pairs of trains between Ulm and Kempten and five pairs of trains between Ulm and Blaubeuren. From 1868 to 1871 the depot , which had previously been located west of the platforms, was relocated to the north in the triangle between the Sigmaringer line and the Filstalbahn.
On June 25, 1875, the first test run took place on the newly built Brenz Railway from Aalen via Heidenheim to Ulm, which was then opened on January 5, 1876. An earlier opening was not possible due to the Brenz Railway Clause of February 21, 1861. In this, Württemberg had undertaken not to set up a rail connection between the Stuttgart – Nördlingen ( Remsbahn / Riesbahn ) and Ulm railway for twelve years , since otherwise the Württemberg route from Nördlingen to Lake Constance would be shorter than the Bavarian Ludwig-Süd-Nord-Bahn . On January 24, 1877, the bridge crossing the station was completed at the Hotel Zum Russischen Hof , the construction of which had started in July 1875. In August 1877, the Blaubeurer-Tor-Brücke (Blaubeurer-Tor-Brücke) leading over the tracks to the north of the station was opened, replacing the previous rail-like crossing of Karlstraße. The driving bridge was an iron truss bridge , 225.6 meters long and ten meters wide. In 1879 the post office building next to the station was rebuilt and expanded. On September 20, 1886, another station in the Ulm city area was opened with the Ulm Stuttgarter Tor stop north of the city center on the Brenzbahn, which is now called Ulm Ost .
The second expansion phase began in 1888, which lasted until 1891 and was spent on 2,600,000 Reichsmarks . In 1888, in the north-east of Ulm train station, the east parking group, which still exists today, was opened between Wilhelmstrasse and the Filstalbahn. On March 26, 1889, the electrical lighting at the train station was put into operation, which was supplied with electricity by a steam engine- owned power station on Schillerstrasse. The station building was rebuilt again from 1889 to 1890. The cast-iron arcades were replaced by a 42-meter-long and eight-meter-wide vestibule, which was used for the ticket offices. In 1891, the Württemberg State Railways built the platform underpass , which replaced the previous level crossings. In that year, after the end of the second expansion phase, Ulm station had 22 tracks, four of which were used for passenger traffic, five for freight traffic and 13 for shunting traffic.
1891–1913: Relocation plans and construction of the marshalling yard
On August 1, 1891, the Ulm main post office on Bahnhofplatz became a rail post office . In March 1892, the double-track expansion of the Maximiliansbahn between Augsburg and Neu-Ulm was completed, so that the entire route from Munich via Ulm to Stuttgart was now double-track. On October 1, 1893, the Württemberg State Railways introduced the platform cards for entering the platforms. On November 3, 1894, a motorized multiple unit from the Esslingen machine works , powered by a Daimler gasoline engine , drove from Ulm to Blaubeuren for the first time . On April 27, 1897, an ordinary ship for Vienna left Ulm for the last time , as Danube navigation could no longer prevail against the railroad. The Ulm tram was opened on May 15, 1897, the first line of which also ran across the station forecourt. In September 1898 a bowl fountain crowned by atlases was set up on the forecourt, donated by the Schwenk company . Within a year, from April 1, 1898 to March 31, 1899, 1,211,199 passengers used the Ulm train stations, placing Ulm in fourth place in Württemberg. In freight traffic, Ulm was in third place with 390,864 tons of goods handled.
In the years 1899 and 1900, the city of Ulm considered raising the station by four meters in order to solve the traffic problems of the connection between the city center and the west of Ulm. This project was rated positively by several experts, but was not pursued because of the high costs of at least twelve million Reichsmarks. Instead, there was a plan from 1901 to 1902 to relocate the passenger station together with the planned marshalling yard to Blaubeurer Strasse in an east-west direction and to build on the previous railway site. The lines to Augsburg and Friedrichshafen were to be connected to the new train station through a tunnel on the Kuhberg and Neu-Ulm was to be bypassed. A new south station was to be built on this new line in the Söflingen district, roughly on today's Königstrasse. This project was also rejected by the railway administration because it was too costly.
In 1901, another station hotel was opened with the Münsterhotel located on Bahnhofplatz opposite the reception building. On October 1, 1904, the Mohrenkopfbrücke, built from 1903 to 1904, was completed over the southern exit tracks of the station, which was later renamed the Zinglerbrücke after the fortress governor Rudolf von Zingler. Previously, the city and the state railway had argued for years about the implementation as an overpass or underpass. With the opening of the bridge, the level crossing on Ehinger Straße was closed. From March 1906, the city of Ulm planned a track underpass between Bahnhofstrasse in the east and Schillerstrasse in the west of the station, but this was not implemented.
Since the previous goods handling facility could no longer cope with the increasing freight traffic, a freight and marshalling yard in the east of the Ulm train station on the Sigmaringer line was urgently needed. In 1899, the Royal Württemberg State Railways acquired 67,259 square meters of fortress area to use for the marshalling yard. On September 25, 1902, King Wilhelm II of Württemberg allowed the railway administration to compulsorily dispose of the required land, so that in 1903 construction of the marshalling yard could begin. In October 1906, the Württemberg State Railways began operating part of the new marshalling yard. On April 28, 1907, the new Ulm-Söflingen station on the Sigmaringer line at the western end of the marshalling yard went into operation, replacing the previous Söflingen station from 1868. In July 1907, serving for crossing the Fils Valley Railway and the Brenz Railway was Neutorbrücke in the north of Ulm station completed, which was 112 meters long, 11.6 meters wide and 600 tons. While the iron structures and pillars belonged to the state railway, the roadway was maintained by the city of Ulm. On January 7, 1908, the first ticket machine was installed in the station lobby . The Ulm Railway Station Mission was founded in late summer 1910 . On June 12, 1911, the marshalling yard was finally completed. To distinguish it, the Ulm train station was renamed Ulm Hauptbahnhof . On March 19, 1912, the double-track expansion of the Sigmaring line from Ulm to Söflingen and in 1913 the double-track expansion of the southern line from Ulm to Friedrichshafen, which had already begun in 1905, was completed.
In order to connect the industrial and commercial areas in the east and west of the city to the marshalling yard, rail connections were necessary. In 1907 the 3.8 kilometer long Ulm-West industrial tracks were built, which connected 40 companies with five main tracks . From 1910 to 1911, the 1.3 kilometer long Ulm-Ost industrial track, which was planned in 1897, was built, which was in operation until May 9, 1979 and then dismantled.
1914–1939: First World War and electrification
In World War I military supplies, prisoners of war and were from 1914 to 1918, among other troops, automobiles transported through the railway station. On October 19 and from November 5 to 15, 1919, passenger traffic on all Wuerttemberg railway lines had to be suspended for the first time due to a lack of coal. On April 1, 1920, the Königlich-Württembergische Staatseisenbahn and all other German state railways became the Deutsche Reichseisenbahnen , which then became part of the Deutsche Reichsbahn-Gesellschaft in 1924. In January and February 1922 there were again restrictions on rail traffic due to strikes and a lack of coal. In 1923 the station square was redesigned. From July 1930, the D 208 was the fastest train from Württemberg to cover the 104-kilometer route from Ulm to Friedrichshafen in 78 minutes.
In September 1931, when the railway line from Stuttgart via Ulm to Augsburg was electrified, the tracks under the Zingler, Neutor and Wallgraben bridges had to be lowered, as the minimum clearance height increased by 1.20 meters due to the installation of the contact line. In the same month, the double tunnel on the Filstalbahn, which had previously served as an underpass for the fortress wall, was demolished and one of the old tunnel portals was erected in April 1932 at Ulm Ost station. The station footbridge from Bahnhofplatz to Schillerstrasse had to be raised by 1.20 meters in February 1932 in order to pass the overhead line underneath. In April 1933, the station building was newly plastered in order to prepare it for the ceremonial completion of the electrification. On April 25, 1933, electrical operations on the Maximiliansbahn Augsburg – Ulm were opened, and the 906 passenger train with the E 32 31 locomotive was the first electric train from Augsburg to arrive at Ulm Central Station. On May 5, 1933, electrical operation on the Filstalbahn Stuttgart – Ulm could also be started with the arrival of the first electric train from Stuttgart. The official festivities for the electrification of the entire railway line from Stuttgart to Augsburg did not take place until May 30, 1933. The Blaubeurer-Tor-Brücke in the north of the station, dating from 1877, was demolished in June 1932 and replaced by a new steel structure that opened on July 13, 1933. With a length of 226 meters, a width of 17.7 meters and a weight of 1,600 tons, it was the largest bridge in Ulm. In October 1986 it was torn down and replaced by the Ludwig-Erhard Bridge, which opened on October 26, 1989.
On November 10, 1933, test drives were carried out on the 86-kilometer stretch from Augsburg to Ulm and on the 71-kilometer section from Ulm to Plochingen of the Filstalbahn, in which both routes were covered in 54 minutes at speeds of up to 152 km / h were. In January 1935, test runs with the first new standard alternating current railcar took place on the Stuttgart – Ulm railway, which reached 100 km / h instead of the previous 35 km / h on the Geislinger Steige, making the Filstalbahn without stopping in an hour could be covered. In 1937 the double-track expansion of the Söflingen– Herrlingen section of the Sigmaringer line began, which was completed in 1939. From November 1, 1937 to March 31, 1941, an express bus line operated by the Deutsche Reichsbahn ran from Stuttgart to Ulm on the new Reichsautobahn . On December 17, 1938, the renovation work on the station building, which had started in the summer, was completed. The third-class station service was replaced by a 13-meter-wide passage to the platforms and the second-class station service was converted into a toilet room. On April 14, 1939, the station mission had to give up its work by a decree of the Reich Ministry of Transport in favor of the station services of the Nazi women's group, which had already been established in 1936 .
1939–1949: Destruction in World War II and reconstruction
After the beginning of the Second World War on September 1, 1939, Jews from Ulm were deported for the first time on December 1, 1941 . By February 1945, the Deutsche Reichsbahn transported 116 Jews from Ulm to the concentration camps in a total of seven deportations , most of them being taken to the Theresienstadt concentration camp . From March 23, 1942, private rail travel was increasingly less tolerated. The first air raid on Ulm Central Station took place on March 16, 1944, causing damage to the southern area of the station and killing two railway employees. This was followed by further attacks in July, August and September, which, however, did not lead to the cessation of rail operations. On December 17, 1944, the heaviest air raid was carried out on Ulm, with 65 high-explosive bombs and around 3,500 incendiary bombs being dropped on the railway systems. All track systems, the station building from 1850 and all auxiliary buildings were destroyed so that further rail operations were not possible and all operations had to be relocated to the landing stages. Only on January 9, 1945, the entire passenger train service could be resumed. On February 25, 1945 there was another air raid on the station, in which the Wallstrasse bridge was destroyed and which was followed by eight more by April 19. On April 19, 1945, the next heavy air raid took place on the main and marshalling yard, which led to the complete cessation of operations. On April 23, 1945, all railway employees left the station and went to Laupheim . On April 24, 1945, when the US troops marched in, the railway bridge over the Danube between Ulm and Neu-Ulm was blown up. All objects previously designated for destruction by the US Air Force had been destroyed.
In May 1945 a temporary wooden bridge was built to replace the blown railway bridge over the Danube. In the same month, the Christian Bahnhofshilfe , based in a station barracks, was founded, which in mid-1946 looked after an average of 3,000 travelers a day. From April 1949 until the barracks were demolished in mid-December 1952, a total of 28,200 people stayed there. On May 16, 1945, the first service trains for the French and Americans again ran between Friedrichshafen and Ulm and on June 8, 1945 the Deutsche Reichsbahn took over operations on the railway from Kornwestheim via Stuttgart and Ulm to Augsburg. From June 29th, electric trains could travel from Ulm to Neu-Ulm again, but on June 30th, civilian travel between the French and American occupation zones was banned, including the southern runway. On August 21, 1945, 24 passenger trains ran daily at Ulm Central Station, most of which operated as crew and service trains. On September 3rd, the civil freight traffic could be resumed. On December 19, 1945, due to a lack of coal, private passenger traffic was temporarily stopped completely in order to be able to carry out the essential food transports, and on April 1, 1946, after the resumption of traffic, the fare was increased by 150 percent. On April 29th, the Ulm marshalling yard was reopened and the platform underpass at the main train station was made accessible again. From 1945 to 1959, Ulm was the most important camp city in southern Germany because of its location as the last city before the French occupation zone and an important traffic junction . In the years 1945 to 1948, over 200,000 war returnees and 300,000 refugees from Eastern Europe arrived at the Ulm train station.
From May 18, 1946, traffic could resume on Bahnhofstrasse, which had been cleared of rubble. In the 1946 summer timetable, Ulm was served by 60 passenger trains a day, and from June 16, 1946, continuous passenger traffic was again carried out on the Stuttgart – Ulm railway line. From October to December 1946, on the station square behind the barracks another barracks built the railroad that served as a station restaurant. In this common bricks in the war destroyed the hotel to the Russian court used as building material. In 1947 the city of Ulm drew up plans to relocate the main train station, but was unable to enforce. However, she succeeded in preventing the eastward extension of the railway facilities planned by the Reichsbahn. In March 1947, the station hotel restaurant , which was housed in a makeshift building, was opened as a replacement for the destroyed station hotel . In the same month, the Ulm rubble railway , operated by a steam locomotive, was put into operation between the city center and Friedrichsau, which brought 1.2 million cubic meters of rubble to the processing plants by 1955 and was shut down again on March 31, 1955. In April 1948 the ruins of the main post office on Bahnhofplatz were cleared and a barrack for the post office was built on the open loading siding by December 12, 1948 . On May 23, 1949, the station footbridge from 1877 was torn down. This was badly damaged at the end of the war, but it was still accessible. As a replacement, the platform underpass to Schillerstraße on the west side of the tracks was initially to be extended. However, the plan was abandoned in favor of a new station footbridge.
1949–1981: New construction and expansion of the reception building
On September 7, 1949, the Deutsche Bundesbahn was founded as the successor to the Deutsche Reichsbahn for the territory of the Federal Republic of Germany . In October 1949, the temporary bridge over the Danube built in 1945 was replaced by steel girders. On November 7, 1950, the new federal railway hotel with 130 rooms, nicknamed Bubaho by the population of Ulm , opened after a construction period of 18 months. In 1950, 1.16 million tickets were sold at Ulm Central Station. On April 6, 1951, a radio shunting system was put into operation at Ulm Central Station . On March 21, 1952, a Railroad Transportation Office was set up for the US soldiers. In December 1952, the station barracks were torn down so that construction of the new station building could begin at this point . On December 19, 1953, the Bundesbahn employees were able to move into the new station building. In 1955, the goods handling and the general cargo reloading facility were rebuilt. On May 16, 1955, the new main post office on Bahnhofplatz, the construction of which had started on October 6, 1952, was opened and on July 9, 1955 the new construction of the station footbridge, which began on August 5, 1954, was completed. After the Hungarian uprising had been put down, trains carrying Hungarian refugees ran through the station for several weeks from November 30, 1956. On October 31, 1957, the new construction of the railway bridge over the Danube, which had started on November 24, 1955, was opened. At that time, the Danube bridge was one of the busiest bridges in southern Germany with 160 trains per day.
In April 1959, the makeshift building of the Bahnhofhotel-Gaststätte , built in 1947, was demolished because it had been replaced by the Bundesbahnhotel. On July 28, 1960, the Ulm municipal council passed the resolution to build a road underpass to the south of the Ulm train station (Ehinger-Tor-Unterführung) and to build the Zinglerbrücke a little further south. The Ulm Postbahnhof opened on October 13, 1962 . On January 11, 1964, the completion of the reception building began, with the extension of the north wing should take two years. However, the construction work was stopped again in April due to financial and structural problems. After the central bus station in Ulm, located in the south of the station building , was provisionally put into operation on December 22, 1961, it was finally completed in September 1964. Because of its high traffic density, the Ulm main station was classified in the highest class 1 of the Deutsche Bundesbahn on July 1, 1966. In December 1966 the interior of the reception building was renovated. On September 22, 1966, the shell of the Ehinger-Tor underpass through which the Neue Straße passed, south of the station, and the construction of which had started in November 1964, was completed. From May 22, 1967, the Ulm tram, which previously drove over the Zinglerbrücke, used the underpass and on May 29, 1967 it was opened to road traffic.
In January 1968 the old Zinglerbrücke in the south of the main station was demolished so that the new Zinglerbrücke could be opened on December 5th, 1968. In September 1969, the extension work on the north wing of the reception building, which had been discontinued in 1964, was resumed, but on May 7, 1971, it was discontinued again due to financial problems. In June 1970, the barracks that were no longer needed for handling luggage were torn down. After August 26, 1969, the construction work for a pedestrian underpass had begun under the station square, for which under the main station verdolt therethrough Small blue are laid had, in October 1970, the remains were discovered of fortifications from the 14th and 16th centuries. On December 21, 1970, the underpass, which connects the main train station with the city center and the tram and bus stops, was opened.
On August 18, 1971, the station building began to be increased in order to increase the number of beds in the Bundesbahnhotel for the 1972 Summer Olympics in Munich . This was completed on July 7, 1972. In September 1971, the construction work on the northern part of the reception building was resumed due to complaints from the railway workers' union, and in February 1973 the north wing was completed. On May 1, 1973, the platform barriers were abolished. On May 16, 1976 at 11:15 am, the last passenger train hauled by a steam locomotive left for Sigmaringen at Ulm Central Station. In February 1978 platforms 1 to 3 were raised from 38 centimeters to 76 centimeters, platform 3 was extended to 320 meters and a fourth platform was built, for which the platform underpass had to be extended.
By October 12, 1981, the Deutsche Bundesbahn modernized the Filstalbahn Stuttgart – Ulm and began continuously changing tracks on it.
Since 1982: high-speed route planning and modernization
From July 1985 the Deutsche Bundesbahn planned a high-speed line from Stuttgart to Munich , with a new line planned from Süßen to Günzburg , which should bypass Ulm to the north and be connected to the existing line in Beimerstetten . However, these plans met with fierce resistance from the residents of Ulm and Neu-Ulm, so that a relocation of the main train station and the freight station to the new line in the north of the Ulm district of Jungingen was proposed. On October 15, 1990, the German Federal Railroad considered the implementation of the Ulm bypass to be unlikely. On September 7, 1993, the Federal Railroad finally decided not to implement the Ulm bypass. In October 1991 a further variant for the high-speed route from Stuttgart to Ulm was proposed. In addition to the previous variant, which was now called the K-route and was now planned without the Ulm bypass, there was the H-route , which was a new line for long-distance traffic over the Swabian Alb from Stuttgart main station to Ulm main station parallel to the A8 motorway provided that the Filstalbahn should continue to serve regional and freight traffic. On December 8, 1992, the railway board decided on the H-route .
As part of both route variants of the new line, it was planned to underpass Ulm Central Station around 1993. The new railway systems were to be built diagonally below the existing tracks and inclined lengthways towards the Danube in order to pass under it and to come to the surface again in the Neu-Ulm district of Pfuhl .
From May 1986, plans were made to move the central bus station underground and to build an office complex on the area that had become free. On January 21, 1992, the city of Ulm abandoned these plans. On September 25, 1986, the hand luggage conveyor belt on the stairs of the platform tunnel went into operation. For the ICE traffic that began in 1991, the old Federal Railway Hotel, which had been called the InterCityHotel since 1982 , was demolished and a new InterCityHotel was built by 1992, which opened on September 1, 1992. On October 22, 1992, the passenger information system with a computer-controlled train display board in the station hall began its operation. On 11 December 1993, a new driving between Stuttgart and Ulm trial tilting body Pendolino of the 610 series . By December 4, 1993, the station square was redesigned and a glass roof was erected in front of the main entrance.
On January 1, 1994, Deutsche Bahn AG was founded as the successor to the Deutsche Bundesbahn and the Deutsche Reichsbahn in the new federal states . On November 29, 1994, Deutsche Bahn opened a new travel center at Ulm train station, and on April 8, 1995, Ulm central station was the first train station in Baden-Württemberg to have a guidance system for the blind with grooved plate strips. From May 28th, some regional trains ran between Stuttgart and Ulm with double-decker cars . In August 1995, the bicycle parking spaces at the main train station were covered. On December 31, 1997, the goods handling department and on January 23, 1998 the post station was closed. From May 24, 1998, the Pendolino tilting technology trains of the 611 series took over the regional trains between Ulm and Sigmaringen as scheduled. In March 2000, the construction work started in August 1998 on platform B with tracks 2 and 3 was completed, including a new glass roof.
In 2005, the transhipment and container station Ulm Ubf , located on the northern Ulm city limits to Dornstadt , was opened on the Filstalbahn with four 700 meter long tracks, on which up to 100,000 TEU can be handled per year. This makes it one of the eleven large hubs in Germany that can be used as block trains . In 2008 the old station footbridge was torn down and replaced by a new building completed in summer 2011.
Accidents
On January 14, 1919, at four o'clock in the morning, an express freight train coming from Munich ran over the Neu-Ulm entrance signal, which was standing still, and hit two empty shunting machines, injuring seven railway workers. On 10 May 1921, there was in Ulm again to an accident when a freight train at Syrlinsteg in the north of Ulm Central Station derailed , there was a larger property damage. On July 4, 1928, the express train D 59 coming from Stuttgart derailed when entering the station in the curved track on a slope, with two people slightly injured. Previous track work was given as the reason.
On November 1, 1955, the Gdg 7998 freight train coming from Beimerstetten drove through Ulm Central Station due to insufficient braking action at 120 km / h and crashed into the rear of the Dg 6201 freight train, which was just leaving Neu-Ulm station. The locomotive of the approaching train and 35 freight cars derailed and were mostly completely destroyed. This so far worst railway accident in Ulm resulted in two deaths and five injuries and property damage of 1.5 million D-Marks . The railway line to Munich was closed for several days.
Just two years later, another serious accident occurred when, on November 6, 1957, the express train E 4697 coming from Friedrichshafen ran over the buffer stop on track 5b at Ulm Central Station and damaged the platform and the platform roof. The train driver was killed by steel girders from the platform roof penetrating into the driver's cab.
On September 10, 2009, an aerial bomb from the Second World War exploded during exploratory drilling for the new station bridge on the house platform , which was about seven meters deep, injuring a worker.
construction
Reception building
First station building (1850-1945)
The first reception building in Ulm was designed by the architect Ludwig Friedrich Gaab . Construction began in March 1849 and in December 1850 the Royal Württemberg State Railways opened the building, which was designed in the romantic - classicist style. It consisted of a two-storey central building with a gable roof , which was framed by three-storey side towers with a pyramid roof . On the street side, the central building ended with a row of arcades , through which the building was accessed. The building contained a vestibule, two waiting rooms, a train station restaurant, a luggage room, a room for the servants, a room for the porter and two check-out rooms with an anteroom on the ground floor. On the upper floor there were storage rooms and living rooms. As materials, stone , brick and quarry stone were used.
In the first phase of expansion of the station, the Württemberg State Railways had the station building rebuilt in 1867. A cast iron arcade was built on the street side . Corner pavilions were added to the building in the north and south, making the building 75.2 meters long and 13.7 meters wide. A dormer window with a large clock was placed in the center of the roof . From 1889 to 1890, the station building was rebuilt in the second expansion phase. The cast-iron arcades were replaced by a 42-meter-long and eight-meter-wide vestibule, which again ended with arcades towards the street. The Württemberg State Railways installed the ticket office in the lobby . In addition, the corner pavilions were expanded. In 1890, after completion of the second expansion phase, the reception building contained the vestibule, two station taverns, a waiting room and some service rooms in the central building. There were further service rooms in the southern corner pavilion, while the northern pavilion contained a second waiting room and baggage handling. The station toilets as well as hand luggage and express goods handling were located in their own outbuildings.
In the summer of 1938, the Deutsche Reichsbahn began renovating the station building, which it completed on December 17, 1938. The third-class station restaurant was replaced by a 13-meter-wide passage to the platforms. The second-class train station restaurant, on the other hand, was converted into a toilet room.
During the Second World War , the station building was almost completely destroyed in a heavy air raid on December 17, 1944 . After the war, the ruins of the building were demolished. As an alternative, the Deutsche Reichsbahn set up temporary station barracks, some of which arose from the rubble of the destroyed buildings.
Second station building (since 1953)
The four-storey reception building in the east of the tracks is divided into the InterCityHotel in the south, the central part with the reception hall and the north wing.
In December 1952, the provisional station barracks built after the Second World War were demolished so that the construction of the new reception building could begin at this point. On December 19, 1953, the Deutsche Bundesbahn opened the new station building after a construction period of twelve months. Many citizens of Ulm were dissatisfied with the reception building and the redesign of the station square at the same time. It was described by Carl Ebner, the first chairman of the Ulm / Neu-Ulm Transport Association, as "Ulm's biggest railway accident to date" . On January 11, 1964, the completion of the reception building began, with the extension of the north wing should take two years. However, the construction work was stopped again in April due to financial and structural problems. In September 1969, the expansion work on the north wing was resumed, but stopped again on May 7, 1971 due to financial problems. On August 18, 1971, the station building began to be increased in order to increase the number of beds in the Bundesbahnhotel for the 1972 Summer Olympics in Munich . This was completed on July 7, 1972. In September 1971, construction work on the northern part of the reception building was resumed due to complaints from the railway workers' union, and in February 1973 the north wing with service rooms and a canteen was completed. From October 22, 1973 to December 5, 1974, the reception building was rebuilt in order to relocate hand luggage storage and luggage handling to the main hall. In May 1978, the Deutsche Bundesbahn opened a tourist office in the reception building and on October 22, 1992, it put a computer-controlled departure board with a case sheet display into operation in the station hall. On November 29, 1994, Deutsche Bahn opened a new travel center in the station concourse and on March 20, 1996 a service point equipped with new technology .
In the building's lobby there is a large two-part LCD departure board and the stairs to the platform underpass. In the south of the reception hall is the so-called market in the station , which opened on September 1, 1992, with various shops. The main entrance to the reception hall is almost completely glazed, the station square in front of the main entrance was covered with a glass roof extending to the street until September 4, 1993. Under the glass roof are the stairs to the street underpass, which connects the train station with the tram and bus stops and with the city center. In the north wing, which adjoins the reception hall, there are further shops, the travel center and a connection to the former goods hall. The 135-room InterCityHotel was opened on September 1, 1992 as a replacement for the old Federal Railway Hotel that was demolished in April 1991 and stood in the same place.
Platforms and platform tracks
The station has seven tracks on four platforms and five butt tracks , with track 1 on the house platform . The stump tracks 5a in the north and 5b in the south are on the middle platform of tracks 4 and 6. The stump tracks 25, 26, 27, 28 and 29 belong to the Bayerischer Bahnhof, which is located in the south of the reception building west of the central bus station and from the regional trains to Bavaria is served. Tracks 26 and 29 do not have a platform and are used as siding . Between tracks 1 and 2 is track 21 without a platform, which is used for shunting, as a through track for freight trains and as a siding. The DB divides some tracks into the north and south sections so that two trains can stop on one track at the same time. All platforms are covered and have digital train destination displays . The central platforms are connected to the station building via an underpass . Further north, the former baggage tunnel connects the main platform with the central platforms, which are barrier-free with ramps. However, it does not lead to the platform of tracks 7 and 8, so that they cannot be reached without barriers. Since May 2019 there have been stairs and elevators to the pedestrian walkway over the tracks. The footbridge leads from Bahnhofplatz to Schillerstraße and enables barrier-free access to all platforms.
| track | Usable length in m | Platform height in cm | use |
|---|---|---|---|
| 1 | 426 | 76 | Long-distance traffic in the direction of Stuttgart, regional trains to Geislingen |
| 2 | 461 | 76 | Long-distance traffic in the direction of Munich, as well as a few trains in the direction of Weißenhorn |
| 3 | 425 | 76 | Intercity - train pair Muenster - Innsbruck , regional transport in Stuttgart, Friedrichshafen , Biberach and Weissenhorn |
| 4th | 322 | 76 | Intercity train pair Hanover –Oberstdorf, regional trains in the direction of Biberach Track 4 North: Regional traffic in the direction of Stuttgart, Aalen and Munderkingen Track 4 South: Regional traffic in the direction of Memmingen , Kempten and Oberstdorf |
| 5a | 107 | 76 | Regional traffic in the direction of Aalen and Munderkingen |
| 5b | 109 | 76 | Regional traffic in the direction of Memmingen, Weißenhorn or Illertissen |
| 6th | 461 | 76 | Regional trains in the direction of Langenau Track 6 North: Regional traffic in the direction of Munderkingen and Aalen Track 6 South: Regional traffic in the direction of Biberach, Friedrichshafen, Memmingen and Weißenhorn |
| 7th | 335 | 76 | Regional traffic in the direction of Donaueschingen , Langenau, Memmingen and Weißenhorn |
| 8th | 335 | 76 | Regional traffic in the direction of Munderkingen, Biberach, Friedrichshafen, Memmingen and Weißenhorn |
| 25th | 236 | 76 | Regional traffic in the direction of Munich |
| 27 | 186 | 38 | Regional traffic in the direction of Ingolstadt and Munich |
| 28 | 134 | 38 | Regional traffic in the direction of Ingolstadt and Krumbach |
Sidings and access to the marshalling yard
In the south and north of the platforms there are several butt tracks used as sidings . To the west of the platforms there is another siding as well as the two 1.7-kilometer double-track connecting lines to the Ulm marshalling yard , which are connected to the platform tracks in the south. To the west of this is the parking facility with 20 sidings, which is connected to the station with a switch and is mainly used for regional transport vehicles.
In the north of the station, the tracks to the Ulm Ost parking group , which opened in 1888, branch off to the east . It consists of 12 sidings, which are mainly used to park regional transport wagons. In the south of the storage group are the four former customs tracks, the building of which was demolished in 2006. There are three additional sidings parallel to the platform tracks, two of which can only be reached from the east parking area, the third also has a track connection to platform track 1.
Bahnhofsteg
The Bahnhofsteg is a pedestrian walkway that crosses the tracks and platforms south of the reception building and connects Bahnhofplatz in the east with Schillerstrasse in the west of the station. It is currently the shortest pedestrian connection from the train station to the areas in the west. After the construction work on the first pier at Ulm Central Station began in July 1875, the 135.8 meter long and 2.72 meter wide crossing at the Hotel Zum Russischen Hof was built Completed on January 24, 1877. When the station was electrified, the station footbridge had to be raised by 1.20 meters in February 1932 so that the overhead line could pass underneath. At the end of the Second World War, the station footbridge was damaged by an air raid, but it was still accessible, so it was only demolished on May 23, 1949. As a replacement, the platform underpass to Schillerstrasse on the west side of the tracks was initially to be extended, but the plan was abandoned in favor of a new station walkway. Construction began on August 5, 1954, and the station footbridge was completed on July 9, 1955. In August 1995 it was fitted with new lamps. In 2008, the old station footbridge was torn down and in summer 2011 - the planned completion was at the end of 2009 - it was replaced by a 6.5 million euro new building at the same location. In contrast to the previous station footbridge, the new glazed building is covered and can be reached barrier-free via lifts at both entrances. After it was opened, this new footbridge was initially only used to cross the tracks for about seven years; access to the platforms was not possible. Since September 2018, the platforms of tracks 2/3, 4/6 and 7/8 have been connected to the existing station footbridge with covered stairs and lifts. The completion of the renovation work is scheduled for May 2019.
Cargo handling
The first Ulm goods handling facility was opened in 1850 in the east of the track system. It was north of the reception building and consisted of a goods shed with three loading tracks and a turntable . Because of the increasing freight traffic, the facilities were continuously expanded. This also resulted in new goods loading facilities in the west of the station. During the Second World War, the goods handling facility was largely destroyed.
The Ulm goods handling facility and the general cargo transshipment facility were reopened in 1955. For this purpose, two new halls for sorting incoming goods were built by January 29, 1954 at the goods handling area. The halls were each 50 meters long and 22.5 meters wide and were extended to 108 meters in 1954. Goods handling was located in the north of the station, east of the tracks, and was accessible from the north via several stub tracks. On June 1, 1970, the 292.8 meter long and 19.5 meter wide reloading hall 5 of the Ulm goods handling facility was completed, in which 1100 tons could be reloaded daily. On December 31, 1997, goods handling was shut down and the equipment of the general cargo company Bahnrans was relocated to the Danube Valley. The goods halls at the main station were demolished except for one.
The abandoned goods hall, dating from 1954, is no longer used as such and houses the Federal Police , among other things . At the site of the second freight hall, built in 1954, there is a parking lot, to the east of which is the former post station. In the former goods hall there is also a passage for travelers from the house platform to the parking lot. The former loading ramp is still to the north of the loading hall.
Postbahnhof
On August 1, 1891, the main post office in Ulm, which had already opened in February 1856 and was located on the north side of the station square, became a rail post office. It was served by the traveling post offices on the Ulm – Stuttgart, Ulm – Friedrichshafen, Ulm – Sigmaringen – Immendingen and Ulm – Aalen – Lauda routes. A separate post station was built for this in the north of the post office .
After the destruction in World War II, the post office was reopened on May 16, 1955 and the Postbahnhof on October 13, 1962. The Postbahnhof now consisted of three tracks in a hall, a ramp track outside the hall and a short siding. The Postbahnhof was connected to the east storage group via two tracks, so that the trains had to turn around to enter the Ulm Central Station. The Postbahnhof was shut down on January 23, 1998, but the tracks, loading ramps and the hall have not yet been dismantled and are still in existence today (2012). The Postbahnhof has no longer been connected to the Deutsche Bahn network since 2012, as part of the tracks between the Postbahnhof and the East parking group was dismantled.
Railway depot
The first Ulm depot was opened on June 29, 1850 in the west of the station. A track connection led from track 3 of the station to a turntable opposite the station building , from which four parallel tracks each led to the locomotive shed in the north and the wagon depot in the south. The tracks leading through the shed were combined with switches behind and inserted into the north and south of the station. This made it possible to drive directly into the locomotive shed from Stuttgart and directly into the wagon shed from Friedrichshafen.
When the Bavarian Maximiliansbahn opened on June 1, 1854, the Royal Bavarian State Railways also needed a depot. This was built according to a state treaty of April 25, 1850 by the Württemberg government and operated by the Bavarian State Railways. The depot located in the southwest of the station consisted of a rectangular carriage shed with 13 parallel tracks in the south, a rectangular locomotive shed with eight parallel tracks and a workshop attached to the west in the north as well as a transfer platform in between . From the locomotive shed, three tracks led north to a turntable from which there was a connection to the station tracks. Since the capacity of the depot was no longer sufficient with increasing traffic, the Bavarian State Railways decided in 1868 to build a new depot in Neu-Ulm , which was opened on February 15, 1871. As a result, the Ulm depot was no longer needed by the Bavarian State Railways and from then on used by the Royal Württemberg State Railways for the parking and repair of wagons. In the years 1874 and 1875, the buildings were demolished in order to set up goods loading facilities at this point.
With the increase in traffic, the operating facilities of the Royal Württemberg State Railways were no longer sufficient. Thus, from 1868 to 1971, during the first expansion phase of the station, a new depot was built in the north in the arched triangle between Filstalbahn and Sigmaringer line, which is known as Bw Ulm Hbf . It consisted of two roundhouse with turntables in the west and east and a rectangular shed in the middle. With the start of electrical operations in May 1933, the rectangular shed was used for electric locomotives. During the Second World War, the facilities were destroyed, the two roundhouse and the treatment facilities for steam locomotives were not rebuilt. The preserved turntable of the western roundhouse was used until 1952 and then dismantled, while the destroyed eastern turntable was not restored. The rectangular electric locomotive shed equipped with five pit tracks was rebuilt. After the war, the employees of the works had to be housed in barracks, until a new building was built in 1976 with classrooms and social rooms. In 1958 the electric locomotives were relocated to Kornwestheim and Stuttgart and the locomotive shed was used as a workshop for class V 60 shunting diesel locomotives from then on . In 1968 the diesel locomotive workshop was relocated to the depot of the Ulm Bw Ulm Rbf marshalling yard . After that, the locomotive shed was used as a parking space for electric locomotives and for small maintenance or repair work on them.
After the demolition of the former Bavarian depot, which was used to park and repair the wagons, the Royal Württemberg State Railways built new wagon sheds and sidings in the northwest of the Ulm train station. After the wagon factory was destroyed in the Second World War, a new wagon hall with four continuous pit tracks was built in 1967 and 1968, which is still in use today.
Signal boxes
Two signal boxes are still in operation in the Ulm train station area.
Until 1951 the station was controlled by mechanical signal boxes. On April 15, 1951, the Deutsche Bundesbahn put the Mitte signal box into operation as the first track diagram signal box in Württemberg. From 1967 to October 10, 1971, it converted the main station to a standard L 60 gauge plan pushbutton interlocking with an approximately seven-meter-long control panel , which was named Signal Box South . This saved twelve staff positions. On July 20, 1986 the signal box in the middle was shut down, so that the management of the Ulm main station was completely transferred to the signal box south, which was now called the central signal box. On March 18, 2007, a Lorenz L 90 electronic interlocking was also put into operation, which is responsible for remote control of the Neu-Ulm area. In the construction of the south signal box, the controls for signals and points are controlled by the Karlsruhe operations center. The new sub-center was built immediately north of the existing relay interlocking.
traffic
History of Rail Transport
Ulm Central Station has always been an important long-distance traffic system stop and regional traffic hub . In the opening year 1850, three pairs of trains ran each day at Ulm train station to Stuttgart and Friedrichshafen. The travel time between Ulm and Stuttgart was four hours and between Ulm and Friedrichshafen three hours and 15 minutes. After the Bavarian Maximiliansbahn opened on June 1, 1854, four pairs of trains ran between Ulm and Munich, with express trains taking three hours 30 minutes and passenger trains five to six hours. In the summer timetable of 1860, Ulm was served by a night train for the first time as planned , and in 1865 a night train connection from Vienna to Paris was set up with a stop at Ulm station. From 1862, four pairs of trains ran on the newly opened Illertalbahn between Ulm and Kempten. On May 15, 1867, a rapid connection from Paris to Ulm to Vienna was set up, with the journey from Ulm to Paris taking 19 hours and ten minutes and the journey to Vienna taking 16 hours and 35 minutes. In 1874 there were six trains daily from Ulm to Stuttgart, seven trains from Stuttgart to Ulm, five pairs of trains between Ulm and Friedrichshafen, six pairs of trains between Ulm and Augsburg, four pairs of trains between Ulm and Kempten, and five pairs of trains between Ulm and Blaubeuren. On June 5, 1883, the first Orient Express from Paris to Constantinople arrived in Ulm at 11:35 am, after having left Paris Gare de l'Est at 7:36 pm the previous day . The train served Ulm on Wednesdays and Saturdays and had a journey time of 78 hours from Paris to Varna . There was a ship connection from Varna to Constantinople. At the beginning of the First World War, the Orient Express had to be stopped. As a replacement, a train part of the Balkan train ran from Strasbourg to Constantinople from January 15, 1916 , but due to weak demand in June 1917 it was shortened to the Munich – Constantinople route and thus no longer served Ulm. From July 1930, the express train D 208 was the fastest train from Württemberg to cover the 104-kilometer route between Ulm and Friedrichshafen in 78 minutes.
During the Second World War, train traffic was severely restricted and after a few air raids it was completely stopped. After the end of the Second World War, on August 21, 1945, 24 passenger trains again ran at Ulm Central Station. On 28 May 1967, the railway station in the existing since 1957, but was first class leading Trans-Europ-Express -Netz integrated. From May 28, 1967 the TEE Rembrandt stopped from Amsterdam to Munich in Ulm. On September 26, 1971, InterCity traffic began every two hours. From then on, Ulm was served by Line 1 of the InterCity network between Hamburg - Altona and Munich, which was only the first class until 1979 , although it had fewer than 100,000 inhabitants in contrast to most other cities served by InterCitys. With the summer timetable on May 27, 1979, the InterCity trains ran every hour and with first and second class cars. On May 28, 1983, the distance from the TEE Rembrandt to Stuttgart was shortened, so that it no longer served Ulm. In December 1985, with the wing train of the TEE Rheingold from Amsterdam via Munich to Salzburg, which previously ran via Aalen and Donauwörth , another Trans-Europ-Express was laid via Ulm. However, on May 30, 1987, he was reinstated. On June 2, 1991, the Deutsche Bundesbahn started the Intercity Express service , with the previous Intercity Line 6 from Hamburg-Altona via Hanover , Frankfurt and Stuttgart to Munich, which ran every hour, was converted to the new ICE multiple units. Although it was controversial, the stop of the ICE line in Ulm was realized.
On May 30, 1999, passenger traffic, which had been discontinued in 1983, was resumed on the railway line to Laupheim Stadt, which branched off from the southern line in Laupheim West, and a regional train line from Langenau via Ulm to Laupheim Stadt or Biberach (Riss) was opened, with regional shuttles from Series 650 is served. On December 15, 2002, the Interregio -Line 26 , which has been running every two hours since 1990, from Saarbrücken via Mannheim , Stuttgart, Ulm and Friedrichshafen to Lindau was discontinued and replaced by the Interregio-Express- Line Stuttgart-Ulm-Lindau, which also runs every two hours . In the period that followed, the Interregio-Express network was further expanded. Until December 2014, the City Night Line train pairs Pollux between Munich and Amsterdam and Cassiopeia between Munich and Paris, which drove together from Munich to Stuttgart, stopped in Ulm . In December 2014 the train pair Cassiopeia was discontinued.
Long-distance transport
In 2019, the Ulm main station will be served by Intercity-Express , Intercity and Eurocity trains at least every hour . The two ICE lines 11 and 42 each run every two hours, so that together they run every hour. On line 11, which is served by ICE 1 , seven pairs of trains run between Berlin Ostbahnhof and Munich and one between Hamburg-Altona and Munich. Line 42 is served by ICE 3 and connects the Ruhr area via Frankfurt with Munich. It runs with six train pairs from Dortmund to Munich, one from Münster to Munich, which is winged in Dortmund , and one train pair from Hamburg-Altona to Munich. The TGV line 83 runs a daily pair of trains between Munich and Paris and is served by TGV duplex multiple units. In addition, a pair of railjet trains on line 90 runs twice a week between Frankfurt and Budapest.
The Intercity Line 60 and the Eurocity Line 62 each run every two hours, so that together they also run every hour. Gaps in intervals are closed by individual pairs of trains on lines 32. The Intercity line 60 operates five pairs of trains between Karlsruhe and Munich, one between Basel Badischer Bahnhof and Munich and another between Karlsruhe and Salzburg . On the Eurocity line 62, two pairs of trains run from Frankfurt to Klagenfurt , one pair of trains from Frankfurt to Graz, another from Frankfurt to Linz , one from Frankfurt to Munich and a pair of trains from Saarbrücken to Graz . A pair of trains on line 32 runs in time with line 62 as Eurocity under the name of Wörthersee between Münster and Klagenfurt. The second pair of trains on line 32 runs as an intercity between Münster and Innsbruck and branches off in Ulm on the southern line. The third pair of trains on the Intercity line 32 fits into the cycle of line 60 between Stuttgart and Ulm and runs as the Allgäu between Dortmund and Oberstdorf. From Ulm it runs on the Illertalbahn and is a regional express from Ulm to Oberstdorf , while on the return journey it operates as an intercity. The train pairs Münster – Innsbruck and Dortmund – Oberstdorf on line 32 are the only long-distance trains that transfer from the main Stuttgart – Munich line to other routes in Ulm. The City Night Line pair of trains Pollux between Munich and Amsterdam with cars to Hamburg-Altona also stops here .
The following long-distance lines operate in Ulm Central Station:
| line | route | Clock frequency | |||
|---|---|---|---|---|---|
| ICE 11 | Hamburg-Altona - Berlin Hbf - Leipzig - Erfurt - Fulda - Frankfurt Hbf - Mannheim - Stuttgart - Ulm - Augsburg - Munich | every two hours | |||
| ICE 11 | Wiesbaden - Mainz - Mannheim - Stuttgart - Ulm - Munich | single move | |||
| ICE 42 | (Hamburg-Altona - Bremen - Münster -) Dortmund - Essen - Duisburg - Düsseldorf - Cologne - Frankfurt Airport - Mannheim - Stuttgart - Ulm - Augsburg - Munich | every two hours | |||
| TGV 83 | Munich - Augsburg - Ulm - Stuttgart - Karlsruhe - Strasbourg - Paris Est | a pair of trains | |||
| RJ 90 | Budapest Keleti pu - Vienna Hbf - Salzburg - Munich - Augsburg - Ulm - Stuttgart - Mannheim - Frankfurt Airport - Frankfurt Hbf | a pair of trains daily |
|||
| EC / IC 32 | Münster / Dortmund - Essen - Duisburg - Düsseldorf - Cologne - Bonn - Koblenz - Mainz - Mannheim - Heidelberg - Stuttgart - Ulm - | Augsburg - Munich - Salzburg - Klagenfurt | a pair of trains | ||
| Friedrichshafen - Lindau - Innsbruck | a pair of trains | ||||
| Memmingen - Kempten - Oberstdorf | a pair of trains | ||||
| IC 60 | ( Basel Bad Bf -) Karlsruhe - Stuttgart - Ulm - Augsburg - Munich (- Salzburg) | every two hours | |||
| EC 62 | Frankfurt Hbf - Heidelberg - | Stuttgart - Ulm - Augsburg - Munich - Salzburg (- Klagenfurt / Graz / Linz ) | four pairs of trains | ||
| Saarbrücken - Mannheim - | |||||
Regional traffic
In 2016, Ulm Central Station will be served regional transport by Interregio-Express , Regional-Express and Regionalbahn trains from DB Regio as well as trains from private providers. Ulm is a hub in the Interregio-Express network in Baden-Württemberg. IRE trains run every two hours from Ulm to Aalen via the Brenzbahn and as IRE sprinters from Ulm to Basel via the Südbahn. Are used electric locomotives of the 146 series or diesel locomotives of the 218 series with double-deck coaches and diesel railcars of 612 .
Regional Express trains and regional trains run on all routes through Ulm. In addition to locomotive-hauled push- pull trains with double-decker or n-wagons , regional shuttles of the 650 series , diesel multiple units of the 612 , 628 , 642 and 644 series as well as the 425 and 440 series electric multiple units (Coradia Continental) are used. Trains of the private railway company agilis have been running on the Ulm – Augsburg line to Günzburg and further on the Ingolstadt – Neuoffingen line to Ingolstadt and Regensburg or Neufahrn since December 11, 2011 , with Coradia Continental also being used.
The following regional transport lines operate in Ulm Hauptbahnhof:
| Train type | route | Clock frequency |
|---|---|---|
| IRISHMAN |
IRE Sprinter: Ulm - Ravensburg - Friedrichshafen - Singen (Hohentwiel) - Schaffhausen (CH) - Basel Bad Bf |
every two hours |
| IRISHMAN | Ulm - Langenau (Württ) - Giengen (Brenz) - Heidenheim - Aalen | every two hours |
| RE | Stuttgart central station - Plochingen - Göppingen - Geislingen (Steige) - Ulm - Aulendorf - Ravensburg - Friedrichshafen - Lindau | hourly |
| RE | Ulm - Schelklingen - Ehingen - Sigmaringen | every two hours |
| RE | Ulm - Memmingen - Kempten (Allgäu) (- Immenstadt - Oberstdorf / - Wangen (Allgäu) / - Lindau) | hourly |
| RE |
Fugger Express: Ulm - Neu-Ulm - Günzburg - Augsburg - Mering - Munich |
hourly |
| RE | Ulm - Sigmaringen - Tuttlingen - Donaueschingen - Neustadt (Black Forest) | every two hours |
| RE | Ulm - Sigmaringen - Tuttlingen - Donaueschingen - Triberg | a pair of trains in rush hour |
| RE 57 |
Hohenzollerische Landesbahn: Ulm - Langenau (Württ) - Giengen (Brenz) - Heidenheim - Aalen |
every hour (additional trains to Heidenheim) |
| RB 16 |
Go-Ahead: Ulm - Geislingen (Steige) - Göppingen - Plochingen - Esslingen (Neckar) - Stuttgart |
hourly |
| RB | Ulm - Laupheim West - Laupheim City - Biberach (Riss) South | hourly |
| RB | Ulm - Laupheim West - Biberach (Riss) - Aulendorf | every hour in rush hour |
| RB |
The Weißenhorn: Ulm - Neu-Ulm - Senden - Weißenhorn |
hourly |
| RB | Ulm - Neu-Ulm - Illertissen - Memmingen | every hour (additional trains to Illertissen) |
| RB | Ulm - Neu-Ulm - Günzburg - Dinkelscherben (- Augsburg - Munich) | individual trains |
| RB | Ulm - Neu-Ulm - Günzburg - Krumbach (Swabia) (- Mindelheim ) | two pairs of trains |
| RB 56 |
Hohenzollerische Landesbahn: Ulm - Blaubeuren - Ehingen - Munderkingen |
hourly |
| RB 57 |
Hohenzollerische Landesbahn: Ulm - Langenau (- Aalen) |
hourly (in daytime locations to Aalen) |
| SAB |
Ulm Sparrow: Ulm - Schelklingen - Münsingen - Engstingen - Gammertingen |
two pairs of trains |
| ag |
agilis: Ulm - Neu-Ulm - Günzburg - Donauwörth - Ingolstadt (- Ingolstadt North ) / (- Regensburg - Eggmühl - Neufahrn - Landshut ) |
Hourly Mon – Fri, every two hours Sat and Sun |
| as |
agilis express train: Ulm - Neu-Ulm - Günzburg - Donauwörth - Ingolstadt - Regensburg (- Eggmühl - Neufahrn) / (- Plattling ) |
every two hours on Sat and Sun |
city traffic
There is a stop on Bahnhofplatz , which is served by the two Ulm tram lines as well as by bus lines 5, 6, 7 and 10 of the SWU Verkehr .
The Ulm tram , the two lines of which stopped on the Ulm station forecourt , opened on May 15, 1897. While one tram line connected the Ulm and Neu-Ulm train stations, the other ran as a circular line around the city center. The construction of the Zinglerbrücke, which crosses the tracks in the south of the station, made it possible to connect the parts of the city west of the main station to the Ulm tram network, which had long been requested by the residents. From October 18, 1906, the tram drove over the bridge and beyond Söflingen . On May 14, 1947, the Ulm trolleybus was put into operation, the two lines of which had a stop at Ulm Central Station. It replaced tram line 2 to Neu-Ulm, which was shut down on December 24, 1944 due to the effects of the war. On October 23, 1963, trolleybus operations were discontinued and replaced by diesel buses. From May 22, 1967, the Ulm tram line 1 from the Donaustadion to Söflingen used the Ehinger-Tor underpass, completed in 1966, instead of the Zinglerbrücke. On March 21, 2009, Line 1 was extended from the Danube Hall to Böfingen . On October 15, 2015, the construction of the new tram line 2 to the Kuhberg and the science city began. During the construction work on the new line, which lasted around three years, there were extensive diversions on the city bus lines, which is why, with the exception of tram line 1 and bus line 7, all other lines are no longer at the actual stop on the station forecourt, but on a bus platform at the central bus station, which has also been converted (ZOB) south of the station building, stopped. With the commissioning of the new tram line 2, which now also serves the "Hauptbahnhof" station, the other bus lines were also relocated back to the original stop for a short time, so that the condition before the construction of line 2 was restored.
As part of the redesign of the station forecourt with the construction of an underground car park and the underground station passage, the tram route, which actually runs in the middle of the street in Friedrich-Ebert-Strasse, had to be relocated to temporary tracks in front of the reception building in February 2019. Until further notice, the following tram and city bus lines from Stadtwerke Ulm / Neu-Ulm will stop at this interim stop :
| line | course |
|---|---|
| 1 | Böfingen (Ostpreußenweg) - Egertweg - Willy-Brandt-Platz - Theater - Central Station - Ehinger Tor - Theodor-Heuss-Platz - Söflingen |
| 2 | Science Park II - Science City Clinics - University South - Stadtwerke - Theater - Hauptbahnhof - Ehinger Tor - Römerplatz - Kuhberg School Center |
| 5 | University South - University - Heilmeyersteige - Teacher Tal - Stadtwerke - Hauptbahnhof - Ulm City Hall - Neu-Ulm City Hall - ZUP - Wiley (Washingtonallee) / Ludwigsfeld (Hasenweg) |
| 6th | Danube Stadium - Ulm Town Hall - Central Station - Theater - Stadtwerke - Teacher Tal - Söflingen Train Station - Eselsberg Hasenkopf |
| 7th | Jungingen Town Hall - Hörvelsinger Weg - Michelsberg Clinics - Keplerstraße - Stadtwerke - Theater - Central Station - Ehinger Tor - ZUP - Congress Center - Willy-Brandt-Platz |
| 10 | Blautal-Center - Stadtwerke - Theater - Hauptbahnhof - Ehinger Tor - Danube Valley |
future
For the year 2030, 18.1 million travelers (boarding, disembarking and transferring) are expected at the station.
New and upgraded Stuttgart – Augsburg line
There are plans to expand the axis from Stuttgart to Augsburg ( new and upgraded Stuttgart – Augsburg line ). The new Wendlingen – Ulm line is due to go into operation in December 2022 and will be extended to Stuttgart with the commissioning of Stuttgart 21 in December 2025. In the long term, the line from Ulm to Augsburg is also to be built and expanded. The Danube bridge has already been expanded to four tracks and the Neu-Ulm train station has been moved underground as part of the Neu-Ulm 21 project .
The new and upgraded Stuttgart – Augsburg line project is expected to increase long-distance and regional traffic in Ulm. In the following years, the entire railway area as well as the surrounding streets and districts will be completely redesigned and rebuilt in accordance with these circumstances. Essentially, the new construction of the station building to a modern city station with an underground connection to the city center, to a shopping gallery that has yet to be built and to the poets' quarter beyond the railway tracks.
The renovation of Ulm Central Station is the subject of plan approval section 2.5a1 of the new Wendlingen – Ulm line. The application for planning approval was submitted on December 23, 2005. On May 7, 2007, the Federal Railway Authority asked the Tübingen Regional Council to conduct the hearing . The public hearing took place on June 22, 2009. The hearing report, in which various plan changes have already been taken into account, was completed on December 18, 2009. The reconstruction of the Danube bridge, which formed the subsequent planning approval section 2.5a2, had already been approved by a decision of August 27, 2004.
At the beginning of June 2010, Deutsche Bahn announced the construction supervision for this section across Europe. According to this, the following are planned in the main station: the adaptation or new construction of 8.52 km of tracks, the new construction and conversion of 83 points, the expansion of the southern station head to six tracks, the construction of a double-track (585 m long) and a single-track (150 m long) trough structure, two railway bridges and 1,000 m soundproof walls . A total of 74 construction phases are planned. The contract to be awarded runs from October 2010 to December 2019. In mid-July 2012, the construction site clearing began.
On January 18, 2012, the Federal Railway Authority asked the Tübingen regional council to carry out a further hearing procedure on further changes to the plan. These changes include the elimination of the initially planned fifth platform in the main station, the elimination of the Ostbahnhof, adaptations to driving dynamics and changes to noise protection and wastewater technology. Deutsche Bahn justifies the discontinuation of the fifth platform with operational improvements through the optimized track plan as a result of the concentration of all parking facilities in a new vehicle maintenance, handling and parking facility (FIBA). The Ministry of Transport and Infrastructure doubts whether the platform can actually be omitted in view of the long-term improvements in services (including the planned Donau-Iller regional S-Bahn ). The waiver of the platform was part of an 89 million euro optimization package for the new line. Critics see the S-Bahn concept at risk if a fifth platform is not provided from the outset. Should a fifth platform actually become necessary, according to DB information, its financing would have to be clarified separately. The company is not aware of any plans for an S-Bahn. The retrofitting of a fifth platform is possible according to railway information and would cost around 20 million euros, which the cities and districts of the Iller region would have to bear. In 2013, Deutsche Bahn announced that it would extend track 5a for regional trains in place of the fifth platform and install additional points.
Deutsche Bahn estimates the cost of connecting the new line to the main station, including other measures, at around 120 million euros. These costs are borne by the federal government, Deutsche Bahn and the state of Baden-Württemberg. According to information from 2017, construction costs of 100 million euros are estimated for Ulm. At the 2010 price level, 143.8 million euros are estimated for the entire planning approval section 2.5.
As the last structural work on the new line, two construction contracts for its connection to the train station were awarded in January 2016 for around 52 million euros. The conversion of the north head, for around 38 million euros, was awarded to a consortium of the companies Geiger and Schüle Bau (Ulm), Matthäus Schmid ( Baltringen ) and Kurt Motz Tiefbau ( Illertissen ). Track and civil engineering work was awarded to a consortium of the companies Max Bögl (Stuttgart), Bickhardt Bau ( Kirchheim ) and Hartung Bau ( Fulda ) for a further 13 million euros .
After the Alb descent tunnel was broken through in November 2016, the subsequent trough is being expanded (status: April 2017). The shell work for the integration of the new line should be completed by the end of 2018. This is followed by the railway equipment. The line is scheduled to go into operation at the end of 2022.
An information center on the railway project, which was set up from 2014 to July 2018 above the south portal of the Albabstieg tunnel, was visited by more than 16,000 people.
As part of the construction work, the Brenzbahn and Filstalbahn will be relocated. Once the renovation has been completed, it should be possible to access all seven adjoining routes at the same time. Track 17 in the main train station will no longer be replaced in the course of the new line.
City train station Ulm
As part of the Citybahnhof Ulm concept , the station is to receive a new reception building at the earliest in 2020 and 2021, which is to be put into operation together with the new line. After completion of a tram route and an underground car park - not before 2017/18 - a new station forecourt is to be built. A realization study in 2008 showed that a renovation of the Ulm main station was possible.
In the course of the project, the station square is to be connected underground with the poet's quarter. The station concourse, stops and the city center are to be connected along this passage. The aim is to shorten the walking distance. According to the specifications of the city administration, access to the stops is underground. Accessibility should be guaranteed by elevators. A new right of way for taxis and short-term parkers is planned on Schillerstrasse.
Two levels are planned for the station concourse: street level and basement. The city of Ulm has specified in planning that the route connection between the train station and the city center must run through the basement. This means that motorized traffic on Friedrich-Ebert-Straße is not hindered.
The construction of an underground car park with 540 parking spaces under the southern station forecourt (including an underground passage from the station to the city center) is to begin as early as 2016. Then, not before 2017, the space and bus stop area above will be redesigned. Also in 2017, the station footbridge is to be developed with stairs and elevators. Another parking garage is to be built north of the station concourse. Bicycle parking spaces are also planned.
The space in front of the station building is to be redesigned. The city wants to optimize the stop in terms of safety, attractiveness and functionality. In addition to the main train station, the city is also planning to extensively modernize the surrounding area. The future city station is not only to become a traffic center, but also a new trade and service center in Ulm. To this end, the station concourse is to be modernized and a new service center built directly at the station. The additional space required is to be created by building over the central bus station.
In 2011, the city of Ulm set up a moderated online platform to enable citizens to participate more intensively in the planning of the city train station. The public was able to discuss nine different planning drafts, introduce new ideas and rate them with points. The result showed that the majority of all nine drafts rejected the traffic management. The participating citizens wanted pedestrians and cyclists to cross the station square purely above ground. Friedrich-Ebert-Straße should be led under the square. A long ramp from the platform underpass to the tram stop should ensure that neither stairs nor elevators are necessary for the ICE / regional train / tram transfer. The participants in the discussion also criticized the fact that the urban development competition took place under conditions that were too narrow. For example, the routing of pedestrian traffic in a tunnel was already specified by the city in the invitation to tender, so that as a result, none of the nine submitted designs contained a corresponding proposal.
In 2015, Deutsche Bahn estimated 130 million euros for the modernization of the station. A further 40 million euros are budgeted for the construction of a new pedestrian underpass (including elevators). According to the DB, this is neither economical nor financially viable, and a joint route with the city is necessary. In the spring of 2016, a train station concept for a partial renovation is to be presented by Deutsche Bahn. Step-free access to the platforms, via elevators from the city's pier, is planned by the end of 2018.
Regional S-Bahn Donau-Iller
It is planned to introduce an S-Bahn system called the Regio-S-Bahn Donau-Iller in the Donau-Iller-Nahverkehrsverbund (DING) , the central hub of which will be the Ulm main station. When the timetable changed in December 2013, the first line from Ulm Central Station to Weißenhorn went into operation as a regional train. To this end, the Senden – Weißenhorn railway line , on which passenger traffic was discontinued in 1966 and which has only served freight traffic since then, was reactivated for passenger traffic. Further lines are planned via the Südbahn to Ummendorf , via the Sigmaringer route to Blaubeuren and Obermarchtal , via the Filstalbahn to Geislingen , via the Brenzbahn to Langenau and Aalen, via the Illertalbahn to Buxheim and Tannheim and via the Mittelschwabenbahn to Mindelheim .
In the course of the redesign to Ulm City Station, the construction of a fifth platform was planned, which is to be omitted in the course of an ongoing plan change procedure.
See also
- List of German train stations in price class 2
- List of Intercity Express train stations
- List of intercity train stations
literature
- Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 .
- Hans Kuhn: Ulm Railway History 1835 to 1945 . Armin Vaas Verlag, Langenau-Ulm 1983, ISBN 3-88360-039-3 .
- David Hruza: Traffic junction Ulm (Danube) . EK-Verlag, Freiburg 2012, ISBN 978-3-88255-245-4 .
- Albert Mühl, Kurt Seidel: The Württemberg State Railways . Theiss, Stuttgart-Aalen 1980, ISBN 3-8062-0249-4 .
- Andreas M. Räntzsch: Württemberg Railway History Vol. 1: 1830-1854. Planning phase and implementation of the building project . H&L publications, Schweinfurt 1996, ISBN 3-928786-36-9 .
- Hans-Wolfgang Scharf: The railway in the Danube valley and in northern Upper Swabia . EK-Verlag, Freiburg 1997, ISBN 3-88255-765-6 .
- Wolfgang Stoffels: The Bw Ulm. 150 years of workshops, rail vehicles and technical systems . EK-Verlag, Freiburg 2000, ISBN 3-88255-449-5 .
Web links
- Tracks in service facilities (TU) , DB Netz AG (PDF; track plan of Ulm Hbf train station )
- City train station Ulm
- Representation of the station on the OpenRailwayMap .
- Planning approval documents
Individual evidence
- ↑ Abbreviations of the operating points on michaeldittrich.de, accessed on January 14, 2017.
- ↑ a b "Stuttgart 21 is good for all of Baden-Württemberg" . In: Schwäbische Zeitung . September 30, 2015, p. 3 ( online ).
- ↑ 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 of October 17, 2013 in the Internet Archive ). Printed matter 13/4069 (PDF; 107 kB) from March 18, 2005, p. 2.
- ↑ Query of the course book route 739 at Deutsche Bahn.
- ↑ Query of the course book route 750 at Deutsche Bahn.
- ↑ Query of the course book route 751 at Deutsche Bahn.
- ↑ Query of the course book route 755 at Deutsche Bahn.
- ↑ Query of course book route 757 at Deutsche Bahn.
- ↑ Query of the course book route 975 at Deutsche Bahn.
- ↑ Query of the course book route 976 at Deutsche Bahn.
- ↑ Query of the course book route 977 at Deutsche Bahn.
- ↑ Query of the course book route 980 at Deutsche Bahn.
- ↑ Query of the course book route 993 at Deutsche Bahn.
- ^ David Hruza: Traffic junction Ulm (Danube) . EK-Verlag, Freiburg 2012, ISBN 978-3-88255-245-4 , p. 19-22 .
- ^ Hans Kuhn: Ulm Railway History 1835 to 1945 . Armin Vaas Verlag, Langenau / Ulm 1983, ISBN 3-88360-039-3 , p. 14-32 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 5-11 .
- ↑ a b c d e f g h i j History of the Ulm Central Station on the target station
- ^ A b Wolfgang Stoffels: The Bw Ulm. 150 years of workshops, rail vehicles and technical systems . Ek-Verlag, Freiburg 2000, ISBN 3-88255-449-5 , p. 17 .
- ^ Hans Kuhn: Ulm Railway History 1835 to 1945 . Armin Vaas Verlag, Langenau / Ulm 1983, ISBN 3-88360-039-3 , p. 25-38 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 11-19 .
- ^ David Hruza: Traffic junction Ulm (Danube) . EK-Verlag, Freiburg 2012, ISBN 978-3-88255-245-4 , p. 22-23 .
- ^ Hans Kuhn: Ulm Railway History 1835 to 1945 . Armin Vaas Verlag, Langenau / Ulm 1983, ISBN 3-88360-039-3 , p. 40-53 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 19-26 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 28 .
- ^ Hans Kuhn: Ulm Railway History 1835 to 1945 . Armin Vaas Verlag, Langenau / Ulm 1983, ISBN 3-88360-039-3 , p. 54-81 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 26-34 .
- ↑ a b David Hruza: traffic junction Ulm (Danube) . EK-Verlag, Freiburg 2012, ISBN 978-3-88255-245-4 , p. 26-30 .
- ^ David Hruza: Traffic junction Ulm (Danube) . EK-Verlag, Freiburg 2012, ISBN 978-3-88255-245-4 , p. 13 .
- ^ Hans Kuhn: Ulm Railway History 1835 to 1945 . Armin Vaas Verlag, Langenau / Ulm 1983, ISBN 3-88360-039-3 , p. 83-93 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 34-42 .
- ^ Hans Kuhn: Ulm Railway History 1835 to 1945 . Armin Vaas Verlag, Langenau / Ulm 1983, ISBN 3-88360-039-3 , p. 95-108 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 48 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 42-51 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 51-56 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 57-62 .
- ↑ Without author: Planned tunnels in the course of the new Stuttgart – Ulm line . In: Tunnel , Issue 5/1993, ISSN 0722-6241 , pp. 288-292.
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 62-67 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 35 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 37 .
- ↑ 8 Uhr-Blatt Munich: " Death train races through Ulmer Bahnhof ( Memento from March 4, 2016 in the Internet Archive )", November 2, 1955.
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 54 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 55 .
- ↑ Wolfgang Stoffels: The Bw Ulm. 150 years of workshops, rail vehicles and technical systems . Ek-Verlag, Freiburg 2000, ISBN 3-88255-449-5 , p. 132 .
- ↑ Pictures of the bomb explosion on Südwest Presse Ulm.
- ^ A b Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 53-54 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 56-59 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 60 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 64-66 .
- ^ A b c Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 64 .
- ^ A b Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 65 .
- ↑ a b Platform information on Ulm Central Station ( memento from November 26, 2016 in the Internet Archive ) on deutschebahn.com, accessed on November 25, 2016.
- ↑ a b Railway station parts from Ulm Hbf to Ulm Railways
- ^ A b Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 21 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 38 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 51 .
- ↑ Article on the new construction of the station footbridge ( memento from July 11, 2012 in the Internet Archive ) on the homepage of the city of Ulm
- ^ Comment on the new construction of the station footbridge ( memento from April 16, 2016 in the Internet Archive ) on Südwest Presse Ulm
- ^ Südwest Presse Online-Dienst GmbH: Pedestrians: Two stairs to the station bridge open. September 7, 2018, accessed March 22, 2019 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 53 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 58 .
- ^ A b Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 66 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 26 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 54-55 .
- ↑ Wolfgang Stoffels: The Bw Ulm. 150 years of workshops, rail vehicles and technical systems . Ek-Verlag, Freiburg 2000, ISBN 3-88255-449-5 , p. 10 .
- ↑ Wolfgang Stoffels: The Bw Ulm. 150 years of workshops, rail vehicles and technical systems . Ek-Verlag, Freiburg 2000, ISBN 3-88255-449-5 , p. 10-12 .
- ↑ Wolfgang Stoffels: The Bw Ulm. 150 years of workshops, rail vehicles and technical systems . Ek-Verlag, Freiburg 2000, ISBN 3-88255-449-5 , p. 13 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 52 .
- ↑ Announcement Last construction phase of the central signal box at Ulm Hbf completed . In: The Federal Railroad. Volume 45 (1971), issue 1110, ISSN 0007-5876 , p. 1110.
- ^ David Hruza: Traffic junction Ulm (Danube) . EK-Verlag, Freiburg 2012, ISBN 978-3-88255-245-4 , p. 37 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 63 .
- ↑ List of German signal boxes . In: stellwerke.de. Retrieved April 27, 2020.
- ↑ Expansion and new construction line Stuttgart - Augsburg, plan approval documents Pfa 2.5a1 Ulm Hbf. (PDF) Explanatory report Part III: Description of the plan approval area. In: bahnprojekt-stuttgart-ulm.de. Deutsche Bahn, June 14, 2004, p. 26 , accessed April 27, 2020 .
- ↑ Märtterer: Site plan track planning NBS-km 82.227–82.406 / construction km 0.000–0.442 Str 4700 – km 93.797 - 94.421. (PDF) DB ProjektBau, May 13, 2013, accessed on April 27, 2020 (sheet 3c of 4, approved on March 9, 2015).
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 11 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 15 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 16-17 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 20 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 24 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 37 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 46 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 57 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 59 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 62 .
- ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 67 .
- ↑ Schematic network plan for Ulm ( Memento from January 15, 2016 in the Internet Archive ) (PDF) on ding.eu, accessed on January 15, 2015.
- ^ Daniel Riechers: 100 years of the Ulm / Neu-Ulm tram . Süddeutsche Verlagsges., Ulm 1997, ISBN 978-3-88294-239-2 .
- ^ Südwest-Presse: Official start of construction work for Line 2 with the Minister of Transport , accessed on October 15, 2015.
- ^ Südwest Presse Online-Dienst GmbH: Ulm Central Station: Provisional route on the cover of the new underground car park. February 26, 2019, accessed March 22, 2019 .
- ↑ German Bundestag (Ed.): Answer of the Federal Government to the small question of the MPs Matthias Gastel, Harald Ebner, Stephan Kühn (Dresden), other MPs and the parliamentary group Alliance 90 / THE GREENS - printed matter 18/12719 - . tape 18 , no. 13070 , July 6, 2017, ISSN 0722-8333 , p. 3 ( BT-Drs. 18/13070 ).
- ↑ a b c State Parliament of Baden-Württemberg (ed.): Plan approval procedure for the new rail line Wendlingen – Ulm 2.5 ( Memento from August 20, 2014 in the Internet Archive ). Printed matter 15/1365 dated March 6, 2012 with an issue dated April 16, 2012 (PDF file; 44 kB).
- ↑ Plan approval decision in accordance with Section 18, Paragraph 1 of the General Railway Act (AEG) upgraded and new line Stuttgart - Augsburg, Wendlingen area - Ulm, plan approval section 2.5a2 Ulm Danube bridge. (PDF) Construction km 0.499 to 0.960 of the line (4700) Stuttgart Hbf - Ulm Hbf Construction km 94.519 to 94.981 of the line (4500) Ulm Hbf - Friedrichshafen. Federal Railway Office, August 27, 2004, accessed on May 1, 2020 .
- ^ D-Stuttgart: Construction site monitoring (link no longer available). Document 161576-2010 dated June 3, 2010 in the Electronic Official Journal of the European Union.
- ↑ Deutsche Bahn AG (Ed.): Bahn starts clearing construction sites in Ulm Central Station ( Memento from January 21, 2013 in the web archive archive.today ). Press release from July 20, 2012.
- ↑ Volker Kefer : Seventh professional arbitration. (PDF) Costs and financing of the new Wendlingen – Ulm line. In: schlichtung-s21.de. November 26, 2010, p. 7 , accessed June 23, 2018 .
- ↑ Hans-Uli Thierer: DB knows nothing about the S-Bahn . In: Südwestpresse , August 13, 2012, p. 9.
- ^ A b Julia Kling: The railway can build at the main station . In: Südwest Presse . March 14, 2015, ZDB -ID 1360527-6 , p. 17 .
- ↑ Michael Janjanin: The dispute over the platform ended . In: Südwest Presse . November 21, 2013, ZDB ID 1360527-6 , p. 19 .
- ↑ a b c Oliver Helmstädter: On the 100 million euro construction site . In: Schwäbische Zeitung . April 3, 2017, p. 22 ( online at another newspaper ).
- ↑ BT-Drs. 18/2239 Answer of the federal government to the small question of the MPs Matthias Gastel, Harald Ebner, Christian Kühn (Tübingen), other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - printed matter 18/2123 - state of the new line Wendlingen – Ulm
- ↑ New line: Deutsche Bahn awards contracts worth millions . In: Augsburger Allgemeine . January 16, 2016, p. 26 .
- ↑ Bahn places orders for main station . In: Südwest Presse . January 16, 2016, ZDB -ID 1360527-6 , p. 18 .
- ↑ InfoCenter Ulm gives way to construction progress. Information was provided directly on site for four years. In: bahnprojekt-stuttgart-ulm.de. Stuttgart-Ulm rail project, July 26, 2018, accessed on July 26, 2018 .
- ^ Philipp Langefeld, Gerald Lindner, Stefan Penn : The new Wendlingen - Ulm route, a project at the transition from the planning to the construction phase . In: Railway technical review . No. 12 , 2012, ISSN 0013-2845 , p. 16-20 .
- ↑ a b Ulm's train station area is becoming a permanent construction site . In: Schwäbische Zeitung . April 14, 2015, p. 23 ( online ).
- ↑ New station only with the new line . In: Südwest Presse . March 27, 2015, ZDB -ID 1360527-6 , p. 17 ( online ).
- ^ Website of the Citybahnhof Ulm ( Memento from July 14, 2012 in the Internet Archive ), accessed on January 5, 2015.
- ^ Website of the Citybahnhof Ulm . Retrieved June 7, 2012.
- ^ Website of the Citybahnhof Ulm . Retrieved June 7, 2012.
- ^ A b Online discussion "Citybahnhof Ulm". City of Ulm, Urban Planning and Building Law Department, accessed on March 8, 2013 .
