Hof Hauptbahnhof

• Leipzig -Hof
• Bamberg -Hof
• Hof -Bad Steben

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Hof Hauptbahnhof (official name: Hof Hbf) is the main railway station in the Upper Franconian town yard and is located at the intersection of the Sachsen- Franken- Magistrale Dresden court Nuremberg with the connection Berlin -Leipzig -Hof -Regensburg and Munich. In his opening he made the transition point of the former Bavarian Ludwig South - North Railway Lindau courtyard Saxon- Bavarian Railway Hof -Leipzig.

Today, the German railway station the station assigns the category 3 regional nodes / remote traffic stop to. In operation Jobs Directory train station is run as NHO (originally Directorate Nuremberg, Hof Hbf Bahnhof ).

Stretch

Am Hof Main Station, the main routes Bamberg -Hof and Leipzig -Hof and the branch line Hof -Bad Steben meet. Long-distance transport of Nuremberg Hof to Dresden runs over the Franken- Sachsen- highway.

The Hof Main Station is located between two bridges Saale. In the south of the mosque villages bridge crosses the river between Oberkotzau and yard in Moschendorf district, in the north of the railway between Hof and Feilitzsch changes in Unterkotzau district the river side at the Unterkotzauer viaduct.

History

After the first Hofer station from 1848 to the increased operational requirements no longer met north of downtown, the city built the Bavarian and the Saxon Railway administration together from 1874 to 1880 west a generous transit station, the same transition point and the border station between the Royal Bavarian State Railways ( K.Bay.Sts.B. ) and the Royal Saxon State Railways ( K.Sächs.Sts.EB ) was. The new central station was connected to the 1901 newly created Hofer tram to the city center. Today buses replaced the trams. The station consisted of two parts, in each of which all operating systems ( engine shed, coal bunker, depot, Abstellgruppen etc. ) were available. The southern side belonged to the Royal Bavarian State Railways, the northern side of the Royal Saxon State Railways.

The station building was designed by the since 1856 employed by the Royal Bavarian State Railways architect Georg Friedrich Seidel ( 1823-1895 ); it was created as the entire station with mirror symmetry. The border between the two railway administrations ran through the middle of the reception building. In the reception building an ornate king room was set up.

The symmetrical design of the station was abandoned after the founding of the Deutsche Reichsbahn. The duplicated and thus redundant buildings were gradually demolished or otherwise used. Above the entrance portal at the station square and in the main hall on the side of the track are still the royal Bavarian and Saxon royal coat of arms. In the completely preserved and restored Royal Hall today is a snack bar and bookstore is housed.

By 1974, semaphore signals were in Hof Hbf still available. On September 22, 1974, a new signal box building next to the reception building with a modern relay interlocking design was the Siemens Sp Dr S 60 taken with two dispatchers ( Fdl North and South Fdl ) and light signals in operation. Controlled by Court of interlocking district includes adjacent to the courtyard Hbf station adjacent routes to Feilitzsch, Oberkotzau and farm -Neuhof and the station yard -Neuhof. By mid- January 2013 also the Oberkotzau station was remotely at night. The old interlocking buildings were largely demolished. In the former signal box 8 on the northern station exit ( at the bridge Q- bow ) is the clubhouse of model railroad clubs MEC yard. As part of the electrification of the railway station in 2011 the old pedestrian bridge over the railroad tracks, designated as an air bridge steel truss bridge was replaced by a higher carrying rope bridge.

Between 2010 and 2013, the portion of the Sachsen- Franken- Magistrale of Reichenbach (Vogtland ) upper station was electrified by the yard. The official groundbreaking ceremony took place on 30 September 2010 at Hof Main Station, in early 2012 the first catenary in Hof Main Station have been established. Since the 48th calendar week in 2013, the railway yard and the subsequent railway line towards Plauen is fully electrified. In the courtyard a converter station to generate the power for rail was built. Since the timetable change on December 15, 2013 electric locomotives and double-decker coaches take over part of the services between Hof and Dresden, all other trains will continue to run with diesel railcars.

Importance in the German rail traffic

The Hof Main Station also has in its meaning in the German rail transport an eventful history.

Until 1945

While the provincial railroad period he was as mentioned above, an interface between the Bavarian and the Saxon State Railways, which required frequent change of locomotive in yard with appropriate personnel and material costs and duplicate operating systems.

After the founding of the German Reichsbahn this effort had become unnecessary. Court was at that time but by itself be taken here main routes to Bamberg ( railway Bamberg -Hof ), Leipzig ( railway Leipzig -Hof ), the branching at Oberkotzau routes to Eger ( railway Eger Oberkotzau ) and Regensburg ( railway Regensburg Oberkotzau ) become as well as secondary routes in the surrounding Hofer become an important hub of rail traffic between Dresden, Leipzig, Nuremberg, Bamberg, Regensburg and Pilsen and regional traffic and was regularly served by long distance trains.

Passenger from 1945

After the Second World War, was north and east of the courtyard, the inner German border; the city had again become the interface between two railway companies. The Höllentalbahn was interrupted, the railway yard Eger used only for freight, from the rail line Hof-Plauen was dismantled as reparations one of the two main lines. All trains of the German Federal Railroad ( with the exception of Interzone trains from Munich and Nuremberg to Leipzig and Dresden and the transit trains to Berlin ) began and ended in court. In the inter-zone and transit trains a change of locomotives was carried out in the yard. Trains in the GDR were covered with locomotives of the Deutsche Reichsbahn, while trains from East Germany were covered in yard with locomotives of the German Federal Railroad. In court, no border checks were carried out, this took place in the train or at the border station Gutenfürst.

At the beginning of the turn of 1989, the trains arrived with refugees from the German embassy in Prague in the courtyard and were greeted by West German politicians.

After the fall of the importance of the Hofer main railway station in the railway traffic firstly increased again. The route Hof-Plauen was restored completely double-tracked. Between Yard and Nuremberg in 1991 went fast regional train with tilting technology railcars of series 610 in operation, which was heavily used by passengers changing flights from Saxony and Thuringia. InterRegio connections between Stuttgart and Dresden ( via Nuremberg, yard and Chemnitz, Sachsen -Franken - Magistrale ), and to Munich and Berlin ( via Regensburg, Hof and Leipzig ) were set up and the night train pairs Munich - Berlin and Stuttgart - Dresden met daily in both directions in the yard and exchanged coaches. In 2001, farm ICE stop after the connection Nuremberg - Dresden had been upgraded with vehicles of type ICE -TD of the ICE line. Then the importance Court for the Bahn Long-Distance took but continuously. After closure of the ICE -TD trains the line was Nuremberg - Dresden initially continue to operate with trains series 612 as an intercity line, however, replaced by regional trains operating between Nuremberg and Dresden, 2006. Similarly, the inter-regional line from Munich to Berlin was by regional trains ( with change in Regensburg, Hof and Leipzig and frequent stops ) replaced, although the ICE Munich- Nuremberg -Bamberg -Leipzig- Berlin brought a passenger growth, but for passengers in northeastern Bavaria space means longer travel times, since the trip to Munich or Berlin now have a longer journey to Nuremberg or Bamberg is necessary. Meanwhile, however, runs three hourly again a continuous regional express train between Hof and Munich. It was also moved to Nuremberg with the introduction of a night-time operation rest on the track Marktredwitz -Regensburg the intersection point of the night train Relations Munich-Berlin and Stuttgart -Dresden.

Since the conversion of intercity connection in a InterRegioExpress performance, the travel time has decreased to the Nuremberg -Hof Dresden by 39 minutes, even if farm is now officially no more long-distance traffic stop.

In addition, the Vogtlandbahn runs daily to Zwickau and alex to Munich Central Station.

Mid-2011 took over the agilis transport company to operate on the non-electrified commuter trains in Upper Franconia, around the towns of Bamberg, Bayreuth, Coburg and Hof. There, 38 railcars of the type Stadler Regio-Shuttle RS1 are used.

Regional Transport

Daily rise 7,000 to 8,000 travelers around between the regional trains at the main station yard.

Dichotomy

The RE- line Würzburg-Bamberg-Lichtenfels-Bayreuth/Hof faces the dichotomy. This is because the DB Regio francs the call in the area of Main-Spessart won early 2013 happens. As of December 2013, it consists of the line (Frankfurt ) Würzburg- Bamberg, which merges into the DB Regio Bayern VB francs and on the other hand the line Bamberg-Lichtenfels-Bayreuth/Hof in the DB Regio Bayern VB Northeast Bavaria will pass. As of December 2015, a two -hour extension of the Frankfurt coming new TWINDEXX Vario - trains ( new double-decker trains ) from Würzburg to Bamberg is extended. Until then, this area will be replaced with in the Munich area released S-Bahn trains on the RE- line in December 2013. Also, these are used on the RB- connection of Franconia Railway to optimize the Coradia Continental trains. The line is equipped Bamberg-Bayreuth/Hof from December 2013 in addition to Regioswinger with coming from Erfurt diesel railcars of Class 641.

Freight traffic

The freight yard is located on the west side of the station with the former rail yard. The marshalling yard was in operation until the 1990s, and also operated the railway sidings of several establishments located there business enterprises (including trucking companies, a mineral dealer with a private tank farms and a scrap dealer). Was on the east side of the station between the passenger station and the Saxon ( Northern ) operation works the railway mail hall, were handled in the mail trains. In addition, was located at the northern end of the adjacent station Oberkotzau a small configuration group with five tracks as a remnant of a former marshalling yard, which was up in the middle of the 20th century, connected by a third track between Hof and Oberkotzau with the goods station in Hof. After several years of stagnation around the year 2000, a haulage firm Hofer opened in freight station yard a container station, which has since been expanded several times. In the train yard there are twelve tracks, a hump on the north and a Ausziehgleis at the southern end, was carried out from the repulsive mode. The configuration group in Oberkotzau station, however, was reduced by 2000. Similarly, the railway mail hall was shut down in the 1990s, only the branch of Deutsche Post between the former railway mail hall and the passenger station is a relic of the railway mail transport will continue in operation.

Depot yard

Formation

At the opening of the old train station in 1848 and Bavarian -Saxon locomotive and carriage houses were present in court.

New railway station

During the construction of the new station in 1880 a Saxon depot was built north of the reception building. The Bavarian counterpart stood south of it. Together were four turntables with the corresponding circular scales available.

Reichsbahn

After the end of the provincial railroad period 1920, the Saxon depot ( Bw ) was combined with the Bavarian.

On April 1, 1941, the depot yard belonged to the court of the machines Office Reichsbahndirektion Regensburg. Assigned to the depot were the locomotive railway stations Helmbrechts, Marktredwitz, Schwarzenbach am Wald, Selb City, White City, Wiesau ( Oberpf ) Wunsiedel and cell ( Oberfr ) and the railway station Locksmiths Oberkotzau Rbf and Marktredwitz.

As early as 1926 it was one of the first depots of the former Reichsbahn unit steam locomotives. Court was one of the three depots across Germany who carried out the comparison of the two-cylinder express locomotives of the class 01 and the Vierzylinderloks Series 02. Farm developed into a special work for the Vierzylinderloks, so that at the May 15, 1935 all 02er - ie 02001-010 - were stationed in the yard. Shortly afterwards, there were the two 02.1 ( former 04) to do so. The Einheitsloks supplemented exclusively used until then in rapid rail Bavarian S 3 / 6th From 1936 locomotives of the series 01 came back to Hof, also the 02er was gradually rebuilt at this time in two-cylinder 01. The now designated as Series 18 S 3/6 remained parallel in court until 1957, then managed the class 01 alone the rapid rail system.

In the 1930s, machines of the series were briefly stationed in Hof 96.

Federal Railroad Time

In 1950, following series in the rolling stock of the Bw Hof:

• 01, 18.4-5, 38.10-40
• 44, 50, 54.15-17
• 64, 86, 89.8, 94.2-4, 98.10
• Kings II, VT 75.9

The depot became known in railway fans, especially the end of the steam era in the DB, since it was the last depot of Federal Railroad that used the express locomotives of the series 01. The Hofer depot was responsible for decades for the cover of many traffic- forming via Hof express trains.

End of the steam era

The use of series 01 ended up in court - and in West Germany - 1973 Bw court was the Series 01 so connected nearly 50 years of development to shutdown. . Still today the Treibradsatz of 01 088 on the modern factory premises at this time. After that remained as the last steam locomotives still in court locomotives of series 50 and 86, which were retired by 1975.

New diesel depot

With the end of steam operation in the early 1970s, the southern facilities of the railway depot was demolished and replaced by a new building. This successor to the Bavarian farm work was modernized and expanded constantly over the decades and is still in operation. The Saxon systems, however, were decommissioned in the 1970s and then largely canceled. Only the former engine shed 3 remained. It was used for many years as a bus garage, 2012, he was present only in fragments and without a roof.

From 1975 courtyard was a pure diesel depot. Until the 1990s included the series 211 ( V 100 ) and 798 ( railcar ), later also home to the 628 series, the work then became less important and was at times threatened with closure.

Tilting technology center

After modernization, with an investment of four million euros in 2000 and 2001 and the expansion of the technical basis for tilting railcar series 612 for regional transport and diesel ICE Series 605 (the latter up to the Z position in December 2003) the continued existence secured.

On September 2, 2001, a major accident occurred in the depot yard. The ICE -TD 605 009 fell from the lift and was heavily damaged. The vehicle was initially kept as spare parts and transported to the Z position of the Series 605 the night of the 18th to the 19th April 2004 flatbed trucks for scrapping to Chemnitz.

• See also maintenance of the Intercity-Express in Hof

The depot is the headquarters of DB Regio Bayern Northeast -based and currently 53 units of the series 612, 3 units of the 628 series, 18 units of the 610 series and a unit of the series 641

Track numbering in the main station

There are not as usual the tracks 1, 2, 3, 4, etc., but the tracks 1a (southern railway siding on the house platform), 1b (northern railway siding on the house platform), 2 ( main platform ), 4 and 6 (second platform), as well as 8 and 10 (third platform). Also in the running lines the Südabschnitte are marked with a, the northern sections with b ( 2a / b, etc.).

The missing numbers are or were operating tracks assigned, other than for the regular passenger trains. The running lines 3 and 7 do not have platforms. They are only used for shunting and for parking. The parking of railway vehicles also serve the stump tracks 5 and 9 on the southern ends of the two island platforms.

The platforms are connected by an underpass. Each platform has its own elevator.