|Platforms||9 (1–5 and 7–10)|
Mannheim Hauptbahnhof (German for Mannheim main station) is a railway station in Mannheim in the German state of Baden-Württemberg. It is the second largest traffic hub in southwestern Germany after Stuttgart Hauptbahnhof, with 658 trains a day, including 238 long-distance trains. It is also a key station in the Rhine-Neckar S-Bahn. 100,000 passengers embark, disembark or transfer between trains at the station each day. The station was modernised in 2001. It is classified by Deutsche Bahn as a category 2 station.
The station is located on the southern edge of central Mannheim. In November 2001, the station was comprehensively redeveloped with a modern shopping and service centre.
Travellers reach the platforms via escalators and lifts in the wings of the entrance hall, which lead to a northern and a southern subway under the tracks. The routes to the platforms have been upgraded to make them accessible for the disabled. Lifts, escalators and a direction system for the visually impaired enable all travellers to reach the trains without assistance. The lifts are to be found in the northern subway while the escalators are located in the southern subway.
There is a Deutsche Bahn lounge for first class passengers and frequent travellers.
Since 1897 the station has had a Bahnhofsmission (“station mission”, a charity established at some major German railway stations that is mainly staffed by volunteers) on platform 1, which among other things helps mobility-impaired tourists.
The station forecourt has stops for several tram and bus lines of Rhein-Neckar-Verkehr (the public transport operator of the Rhine-Neckar region), the Rhein-Haardt Bahn (RHB, an interurban running to the west), the Oberrheinische Eisenbahn (OEG, an intururban running to the east and the northeast) and the bus lines of Busverkehr Rhein-Neckar (a subsidiary of Deutsche Bahn, operating over a large region centred on Mannheim). The central bus station adjacent to the southern end of platform 1 is served by long distance buses and an airport shuttle service, as well as non-scheduled bus services.
The entrance building continues the line of buildings on the bank of the Rhine southeast from Mannheim Palace. Its central axis faces the Kaiserring, the south-eastern inner-city ring road.
The original station of the Badische Hauptbahn (Baden mainline) from Heidelberg, opened in 1840, was a terminal station at the current Tattersall tram stop to the north of the current station. Plans for a bridge over the Rhine to Ludwigshafen (now the Konrad Adenauer Bridge), however, soon made it necessary to move the station.
The station building, some of which still survives, was built between 1871 and 1876. From around 1900, consideration was given to extending or relocating the station. In 1915 it was decided to expand the existing station. In 1927, the front of the station was demolished and rebuilt 10 m closer to the street, doubling the area of the station. During this restructuring there was debate on whether the facade should be restored to its original form. Ultimately, it was rebuilt in a simplified form. Due to the substantial destruction during World War II and the subsequent reconstruction of the facade it was simplified again and rebuilt without decorative elements, but reminiscent of its previous form.
In the summer 1939 timetable the station is shown as having 94 arriving and departing regular long-distance trains per day. Deutsche Reichsbahn ranked it as the 14th most congested node of its network.
Between 1977 and 1982 a new relay interlocking system (class SpDrS60) was installed, replacing the electro-mechanical interlocking at the eastern end of the station and three push button interlockings in the rest of the station area. In the mid-1980s, the new signal box controlled 74 km of line with 721 appliances (including 250 sets of points and derails as well as 66 main signals).
On 2 June 1985, the Western Entrance to the Riedbahn (Ried Railway) to Mannheim was opened. This avoided the need for trains running from Frankfurt via Mannheim to Stuttgart and Karlsruhe to reverse in Mannheim station.
With a total of 269 arrivals and departures of scheduled long-distance trains each day in Mannheim station in the timetable for the summer of 1989, it was the tenth most important node in the Deutsche Bundesbahn network. With 308 such arrivals and departures each day in the timetable for the summer of 1996, it had become the sixth most important node in the Deutsche Bahn network.
In 1995, a parking garage was built under the station forecourt and the station building was comprehensively renovated and redesigned between 1999 and 2001. The platform-side buildings were extended and had their symmetry restored, while the entrance hall received a glass dome. The blend of tradition and modernism is considered successful.
With 332 arrivals and departures in the 2004 timetable, the station had become the fifth most important node in the Deutsche Bahn network.
On 18 July 2007, the new central bus station was officially opened adjacent to the station. The nine parking bays used by long-distance buses operated from the bus station are currently served by more than 30 bus routes, according to the operator, Mannheimer Parkhausbetriebe GmbH.
On 1 August 2014, a freight train passing through Mannheim HBF crashed into EuroCity 216 (Graz to Saarbrücken). Both trains were entering the station when the freight train struck the passenger train. Five cars of the EuroCity derailed, two of which overturned; two freight cars and the freight locomotive also derailed. Of the 250 passengers on the EuroCity, 35 were injured, four seriously. Investigators determined that the freight train had failed to heed a signal to stop.
The station lies is at the junction of lines from Stuttgart, Basel, Saarbrücken and Frankfurt. The Mannheim-Stuttgart high-speed rail line was completed in 1991 and it is planned to build a high-speed line to Frankfurt. Deutsche Bahn had sought to establish a by-pass of the city through the Rheinauer Wald (forest) to the east of the city, including a complex junction in the Pfingstberg Tunnel. This would have substantially reduced the number of long-distance trains serving Mannheim, leading to massive resistance from the city and the region. As a result, Deutsche Bahn dropped this plan for the time being in 2006.
Extensive changes at the railway tracks of the main station are planned over a three-year construction period. Construction was supposed to have started in late 2007, but had not begun by early 2010. Among other things, a new platform is to be built for the Rhine-Neckar S-Bahn for approximately € 50 million. In addition, regional and long-distance traffic are to be largely segregated, with regional trains being operated in the future on the four tracks closest to the station building and long-distance traffic operating on the more distant tracks.
As part of an urban development project called Mannheim 21 on land on the south side of the station, there are plans to convert the most southerly underpass under the platforms, now used as a baggage tunnel, into a third platform access route and extend it to the Lindenhof; it would not connect to the station building, but would instead connect to the bus station. The current southern underpass, which runs under the middle of the platforms, is frequently overloaded by pedestrian traffic.
Due to the increasing number of passengers using the station forecourt at the interchanges to public transport (currently around 52,000 daily) an upgrade of the Hauptbahnhof tram/light rail stop is proposed. Two versions are discussed: option 1, which includes four new platforms laid across the axis of the whole Kaiserring, is preferred by the city council. Rhein-Neckar-Verkehr (Rhine-Neckar Transport) favours option 2 because it would be more practicable and would add an additional track to the tram stop.
Each day DB operates 238 long-distance trains, 265 regional trains and 155 S-Bahn trains through the station (as of 2009).
Long distance trains
Due to its convenient position, many long-distance lines connect in Mannheim, with overlapping routes creating services at 60 minute intervals on several routes. Various high-speed routes bring major cities in Germany and in neighboring countries within a few hours away and thus provide an alternative to air travel.
|Berlin – Brunswick – Kassel-Wilhelmshöhe – Frankfurt (Main) – Mannheim – Stuttgart – Ulm – Augsburg – Munich (– Innsbruck)||2 hour intervals|
|Berlin – Brunswick – Kassel-Wilhelmshöhe – Frankfurt (Main) – Mannheim – Karlsruhe – Freiburg – Basel (– Zürich – Interlaken-Ost)||2 hour intervals|
|(Kiel –) Hamburg – Hanover – Kassel-Wilhelmshöhe – Frankfurt (Main) – Mannheim – Karlsruhe – Freiburg – Basel (– Zürich – Interlaken-Ost)||2 hour intervals|
|(Kiel –) Hamburg – Hanover – Kassel-Wilhelmshöhe – Frankfurt (Main) – Frankfurt Airport – Mannheim – Stuttgart||2 hour intervals|
|(Hamburg – Bremen –) Dortmund – Duisburg – Cologne – Siegburg/Bonn – Frankfurt Airport – Mannheim – Stuttgart – Ulm – Augsburg – München||2 hour intervals|
|(Amsterdam – Duisburg –) or (Hanover – Dortmund – Wuppertal –) Cologne – Siegburg/Bonn – Frankfurt Flughafen – Mannheim – Karlsruhe – Freiburg – Basel||2 hour intervals|
|Cologne – Cologne/Bonn Airport – Montabaur – Limburg Süd – Wiesbaden – Mainz – Mannheim – Heidelberg – Stuttgart||Individual services|
|Dresden – Leipzig – Erfurt – Frankfurt (Main) – Darmstadt – Mannheim – Kaiserslautern – Saarbrücken Hbf||Individual services|
|Frankfurt (Main) – Mannheim – Kaiserslautern – Saarbrücken – Paris Est||Five pairs of trains|
|Marseille - Aix TGV - Avignon TGV - Lyon-Part-Dieu - Mâcon-Ville - Besançon Franche-Comté - Belfort-Montbéliard - Mulhouse - Strasbourg - Baden-Baden - Karlsruhe - Mannheim - Frankfurt||1 return|
|(Westerland or Ostseebad Binz –) Hamburg – Bremen – Dortmund – Duisburg – Köln – Koblenz – Mannheim – Stuttgart (or Karlsruhe – Freiburg – Basel – Chur)||2 hour intervals|
|(Berlin – Hanover –) Dortmund or (Münster –) Essen – Duisburg – Köln – Koblenz – Mannheim – Stuttgart – Ulm – Augsburg – Munich (or Friedrichshafen – Innsbruck)||2 hour intervals|
|Norddeich Mole – Münster – Duisburg – Köln – Koblenz – Mannheim – Stuttgart or Karlsruhe – Konstanz||Individual services|
|Frankfurt – Darmstadt – Mannheim – Kaiserslautern – Homburg (Saar) – Saarbrücken||Individual services|
|Leipzig – Magdeburg – Brunswick – Hanover – Dortmund – Wuppertal bzw. Duisburg – Cologne – Koblenz – Mannheim – Heidelberg – Stuttgart – Ulm – Kempten – Oberstdorf||Individual services|
|Saarbrücken – Homburg (Saar) – Mannheim – Heidelberg – Stuttgart – Ulm – Augsburg – München – Rosenheim – Salzburg – Graz||Individual services|
|Mannheim - Ludwigshafen am Rhein - Frankenthal - Worms - Frankfurt am Main||Individual services|
|Copenhagen – Hamburg – Frankfurt (Main) South – Mannheim – Basel|
|Amsterdam – Duisburg – Köln – Koblenz – Frankfurt – Mannheim – Karlsruhe – Bellinzona – Milan|
|Prague – Dresden – Leipzig bzw. Berlin – Erfurt – Frankfurt (Süd) – Mannheim – Karlsruhe – Basel – Zürich|
|Moscow – Brest – Warsaw – Frankfurt (Oder) – Frankfurt (Main) – Mannheim – Karlsruhe – Basel|
|Mannheim – Heidelberg – Mosbach-Neckarelz – Bad Friedrichshall-Jagstfeld – Heilbronn||120 minutes|
|Mannheim – Heidelberg – Sinsheim – Bad Friedrichshall-Jagstfeld – Heilbronn||120 minutes|
|Mannheim – Ludwigshafen Mitte – Neustadt – Kaiserslautern – Homburg – Saarbrücken – Trier||2 pairs Monday-Friday, one from/to Saarbrücken|
|Mannheim – Biblis – Gernsheim – Frankfurt||60 minutes|
|Mannheim – Weinheim – Bensheim – Darmstadt – Frankfurt||120 minutes|
|Mannheim – Waghäusel – Graben-Neudorf – Karlsruhe||60 minutes|
|Biblis – Mannheim – Waghäusel (– Graben-Neudorf – Karlsruhe)||60 minutes|
|Friedrichsfeld – Mannheim – Ludwigshafen – Worms – Mainz||30 minutes|
|Mannheim – Weinheim – Bensheim||60 minutes|
The Rhine-Neckar S-Bahn is the backbone of transport in the Rhine-Neckar region. In December 2003, a 290 km S-Bahn network was put into operation. By 2015, the network will be expanded with three more lines, all running via Mannheim Hbf.
Homburg – Kaiserslautern – Neustadt (Weinstraße) – Schifferstadt – Ludwigshafen – Mannheim – Heidelberg – Neckargemünd – Eberbach – Mosbach – Osterburken
|60 minute intervals|
|Kaiserslautern–Eberbach (–Mosbach Baden)
Kaiserslautern – Neustadt (Weinstraße) – Schifferstadt – Ludwigshafen – Mannheim – Heidelberg – Neckargemünd – Eberbach (– Mosbach Baden)
|60 minute intervals|
Germersheim – Speyer – Schifferstadt – Ludwigshafen – Mannheim – Heidelberg – Wiesloch-Walldorf – Bruchsal – Karlsruhe
|60 minute intervals|
Germersheim – Speyer – Schifferstadt – Ludwigshafen – Mannheim – Heidelberg – Wiesloch-Walldorf – Bruchsal
|60 minute intervals|
In the station forecourt is the stop of the metre gauge trams of the Rhein-Neckar-Verkehr (RNV), served by line 4 of the Rhein-Haardtbahn (RHB) and line 5 of the Oberrheinische Eisenbahn (OEG) two interurban tramways, running over the tracks of Manheim's tram company (the MVV Verkehr AG) within the city limits.
|Heddesheim/Käfertal – Mannheim – Oggersheim/Bad Dürkheim (RHB)||10-minute intervals|
|Weinheim – Mannheim – Heidelberg – Weinheim (OEG)||10-minute intervals|
|Preceding station||Deutsche Bahn||Following station|
towards Berlin Ostbahnhof
towards Munich Hbf
towards Interlaken Ost
train route splits here and rejoins in Frankfurt (Main) Hbf
towards Kiel Hbf
towards Munich Hbf
towards Cologne Hbf
towards Paris Est
toward Frankfurt Hbf
toward Budapest Keleti
towards Berlin Südkreuz
towards Innsbruck Hbf
towards Konstanz Hbf
towards Frankfurt Airport
towards Dresden Hbf
towards Salzburg Hbf
- "Stationspreisliste 2016" [Station price list 2016] (PDF) (in German). DB Station&Service. 1 December 2015. Retrieved 24 January 2016.
- "Service und Einkaufen am Südrand der Mannheimer City" (in German). Deutsche Bahn. Retrieved 8 December 2011.
- "Hauptbahnhof Mannheim, Empfangsgebäude" (in German). Rhein-Neckar-Industriekultur. Retrieved 8 December 2011.
- Ralph Seidel (2005). Der Einfluss veränderter Raumbedingungen auf Netzgestalt und Frequenz im Schienenpersonenfernverkehr Deutschlands (in German). p. 27 (Dissertation of the University of Leipzig)
- Erich Fein (1984). "Die neuen Eisenbhanbauten im Raum Mannheim im Rahmen der Einführung der Westlichen Riedbahn und der Neubaustrecke Mannheim–Stuttgart". In DB-Bahnbauzentrale Frankfurt/M. Eisenbahnbau für das 21. Jahrhundert: Streckenausbau bei der Deutschen Bundesbahn (in German). Frankfurt am Main. pp. 52–62.
- Winfried Hanslmeier (1987). "Baumaßnahmen der Ausbaustrecken". In Knut Reimers, Wilhelm Linkerhägner. Wege in die Zukunft. Neubau- und Ausbaustrecken der Deutschen Bundesbahn (in German). Darmstadt: Hestra. pp. 208–218. ISBN 3-7771-0200-8.
- Ralph Seidel (2005). Der Einfluss veränderter Raumbedingungen auf Netzgestalt und Frequenz im Schienenpersonenfernverkehr Deutschlands (in German). p. 46 (Dissertation of the University of Leipzig)
- Ralph Seidel (2005). Der Einfluss veränderter Raumbedingungen auf Netzgestalt und Frequenz im Schienenpersonenfernverkehr Deutschlands (in German). p. 62 (Dissertation of the University of Leipzig)
- Ralph Seidel (2005). Der Einfluss veränderter Raumbedingungen auf Netzgestalt und Frequenz im Schienenpersonenfernverkehr Deutschlands (in German). p. 100 (Dissertation of the University of Leipzig)
- "Ziele in ganz Europa ab Mannheims neuem Busbahnhof (press release)" (in German). Mannheimer Parkhausbetribe GmbH. 13 February 2008. Retrieved 8 December 2011.
- "Für den Hauptbahnhof haben wir lange gekämpft" (in German). Mannheimer Morgen. 22 March 2007. Retrieved 8 December 2011.
- "Engpass im Liniennetz der RNV" (in German). Mannheimer Morgen. 3 April 2009. Retrieved 8 December 2011.
- "AUT träumt von teurer Lösung" (in German). Mannheimer Morgen. 8 April 2009. Retrieved 8 December 2011.
- "Deutsche Bahn portal to Mannheim Hauptbahnhof" (in German). Deutsche Bahn. Retrieved 8 December 2011.
- "Track plan of Mannheim Hbf" (PDF; 271,8 KB) (in German). Deutsche Bahn. Retrieved 8 December 2011.
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