Wiesbaden Hauptbahnhof
- Aartalbahn (km 0.0) ( decommissioned)
- Railway Breckenheim -Wiesbaden ( 13.2 km )
- Rights Rhine line (km 41.2 ) ( KBS 466 )
- Ländchesbahn (km 0.0) ( KBS 627 )
- Taunus Railway
- S- Bahn Rhein -Main (S1, S8, S9)
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The Wiesbaden Central Station is the main transport hub of the Hessian capital Wiesbaden. He is a terminal station on the southern edge of the city center and is frequented daily by more than 40,000 travelers, making it next to the main station of Darmstadt and behind the Frankfurt Hauptbahnhof measured by the number of passengers, is in second place in Hesse.
- 4.1 Highway
- 4.2 Regional Transport 4.2.1 S -Bahn
- 4.2.2 Regional train
- 4.2.3 rail
- 4.3.1 Urban Transport
- 4.3.2 Regional Transport
History
Today's main railway station is in the local district southeast and replaced three stations in the downtown area, which all three side by side in the area of present-day trade fair ground ( Rhein- Main-Hallen ) and the National Museum were. These were:
- The Taunus railway station (built 1840) for the Taunus Railway ( Wiesbaden - Castel - Frankfurt-Höchst - Frankfurt (Taunus station) )
- The Rhine Station (built 1857) for the rights Rhine line ( Wiesbaden - Biebrich - Rüdesheim am Rhein - Niederlahnstein )
- Ludwig station ( built in 1879 ) for the Ländchesbahn ( Wiesbaden - Niedernhausen )
A fourth rail line was added, as in 1889 on the Langenschwalbach train ( Aartalbahn today ) the transport of Wiesbaden was taken to Bad Schwalbach and later up to Diez an der Lahn.
The station building was also necessary to cope with the growing number of passengers of the aspiring spa town. The commissioning of the main train station and the consequent abandonment of the three previous stations and the dismantling of the routes in this area bestowed Wiesbaden a largely intact to the present day green strip in which, among other things Reisinger fountains were built.
The new building of the Wiesbaden Central Station was built in 1904-1906, designed by Fritz Kling wood in elaborate neo-baroque forms. It corresponded to the need for representation of that world spa and also offered the every May arriving Kaiser Wilhelm II a worthy reception. For him and other nobles also a " Kaiser " tracks ( track 1 today ) was built. The first train ran on November 15, 1906 at 2:23 clock at night into the new station. The station buildings are now in several places even the relics of the ancient images of the crowned heads to see where the faces but were removed.
1906 the depot was put into operation, which has been expanded several times over the following years.
The main railway station was located at the time of its formation outside the city and on the south- eastern beginning of the then newly created ring road (Kaiser -Friedrich- Ring and Bismarck ), which extended in a quarter circle arc to the west by the Historical pentagon. In the following years up to the First World War, the building was extended only to the new central train station.
Preliminary planning for an installation and conversion of the train station into a through station to the city center were discarded due to an increased nearly three kilometers distance.
In 1981, the depot was closed, the car factory was until 28 May 1995. September 25, 1983, the main station was affected by any stretch of decommissioning. Passenger traffic between Wiesbaden and Bad Schwalbach on the route of Aartalbahn was adjusted. One of the long-term consequences was the decommissioning and dismantling of the track 11 so that the station today only about 10 tracks features.
In the years 2003 and 2004, the Wiesbaden Central Station for 25 million euros has been extensively renovated and modernized. Was a transformation of the forecourt in the amount of 1.5 million euros between mid- 2006 and March 2007. The modernization was originally to be completed with the opening of the high-speed line to Cologne, but was postponed several times due to lack of funds.
Next door in March 2007, this new Lilien-Carré is located on the site of the former main post office.
As part of the economic stimulus programs the hall roofs were repaired at a cost of 35 million euro since late 2010. The work was completed in the fall of 2013. Since May of the same year, the station is home to a bike station.
Access to the high-speed line Cologne-Rhine/Main
The Wiesbaden Central Station is connected via the 13.0 km long railway line Breckenheim -Wiesbaden to the high-speed line opened in 2002 Cologne-Rhine/Main.
Around 1987, it was proposed to establish in the framework of the new line Cologne-Rhine/Main a subway station below the existing station, which should be connected to a 20 km long Taunus and urban tunneling under the high-speed line. At a cost of 700 million DM two long-distance trains per hour in each direction should take the route.
This connection was in 1990 the subject of extensive studies and discussions. Were examined between three variants:
- A line along the route to Wiesbaden Central Station. This variant was originally a premise of the right bank route, but was after in-depth studies discarded. It looked at a connection to the central station while maintaining the head station
- The establishment of a low station in the location of the existing tracks (north -south ) and
- A subway station in east-west direction
Particularly critical here a routing, under the Wiesbaden city area was evaluated with a railroad station in north - south orientation. Overall, this would have 10.2 kilometers by mining ascended tunnel requires. Was also discarded the east-west variation with a tunnel would be 30 to 100 m located below the groundwater surface. The hydrological situation of the city of Wiesbaden was allowed to be with each other many related groundwater levels and high pressures that could not be lowered, rated as extremely difficult. The surface of the imaginary downtown tunnel proved by drilling to be heterogeneous interspersed with boulders. According to the expert structurally similar projects were not implemented with appropriate ratios to date ( 1991); the construction period would have probably located higher than the rest of the track.
In August 1991, the State of Hesse, the city of Wiesbaden and the then German Federal Railroad agreed on a walk-in connection to the central station via a link to the east extending new line. The realized variation Wiesbaden junction was measured at the most favorable cost - benefit ratio. Is considered essential argument here in a report expected by far the best precipitating passenger acceptance of a connection of the existing station; basically a comprehensive access to public transport was only possible in Wiesbaden Central Station. Furthermore, the variant agree broadly consistent with the favored of nature conservation and environmental organizations Trassierungsvarianten.
A clasp that would have branched off from the realized link and threaded on the A66 along the direction of Frankfurt in a southerly direction in the new line and served exclusively to regional traffic was not realized.
As part of the connection to the new line, a platform has been extended to the length of long ICE trains at the Wiesbaden Central Station. The costs in the amount of 1.7 million euros were taken over by the federal government.
Architecture
The station building consists of five connected platform halls with original eleven tracks ( today there are only ten in operation), one is located in front of wide überwölbtem cross- platform, which extends east across the platform halls beyond, and a right angle thereto arranged - about the level of the lying east track 1 - also vaulted foyer.
Outside it is made of red sandstone and has rich neo-baroque forms. The highlight is a side ( east ) of the lobby arranged 40 m high clock tower with curly hood. The Western (former) entrance is surmounted by a copper dome. The roof is decorated with green tiles.
Inside, the building - made of yellow sandstone - in contrast to his appearance. The actual station hall consists of a steel and glass structure.
After its renovation in 2004 the station was largely back to its original appearance. The monumental character of the cross- platform is now back to full advantage, as disturbing objects have been removed.
Bahnbetriebswerk Wiesbaden
With the commissioning of the station in 1906 a depot was established, which is partly due to Biebrich district, as at present in close proximity to landmark is visible. It featured a later 14 stalls extended, initially 13 competent roundhouse. 1908 a second roundhouse and a 55 meter high water tower was built, which was demolished in 1977. In 1981, the depot was closed, the car had factory as part of the operating plant in Mainz- Bischofsheim first inventory. The 1983 second shed was demolished in 1992 and the erstgebaute. The car was closed on 28 May 1995. One of the turntables was provided with overhead lines and even longer in operation and has also been used for the rotation of steam locomotives historical special trains.
Operation
Long-distance traffic
Since December 2001, the main train station is reconnected with the following lines to the long distance network of Deutsche Bahn AG:
Regional Transport
S -Bahn
The main railway station is the terminus of three lines of the S- Bahn Rhein -Main.
Regional train
In addition, the Central Station is connected with the following regional traffic lines:
Rail
Currently, the construction of a light rail Wiesbaden is configured. The station would be built but not in the first state of development in the station hall, but outside.
Bus
The main train station is also an important intra- urban and regional bus hub.
City traffic
- ESWE traffic ( urban transit ): line 1, 3, 3B, 4, 6, 6A, 8, 8B, 14, 16, 16H, 27, 27B, 28, 33, 33A, 33B, 34, 37, 45, 46, 47, N3, N5, N7 and N10.
Regional Transport
- ORN / RTV: Line 170, 171, 200, 225, 240, 270, 271, 272, 274, 275
- Autobus Sippel: line 262