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61-479: The station is owned by DB InfraGO , a subsidiary of Deutsche Bahn , and is classified as a Category 1 station, one of twenty in Germany. It also functions as a large shopping centre. Train services are operated by Deutsche Bahn, S-Bahn Mitteldeutschland , Erfurter Bahn and Mitteldeutsche Regiobahn . As of 2008, Leipzig Hauptbahnhof handled an average of 120,000 passengers per day. In 2021, Leipzig Hauptbahnhof

122-554: A holding company . In December 2023, Peter Westenberger, managing director of the Freight Railway Competition Association, expressed legal concerns with reference to Art. 87e paragraph 5 of the Basic Law . regarding the planned merger of DB Netz and DB Station&Service, as the merger is planned without a legal basis and requires the participation of the federal states. By merging

183-418: A 140m long entrance ramp was built from the direction of Dresden with a 675m long tunnel under part of the station. The tunnel ended 8.5 m in front of the station building under the inner city ring road . Beneath the current tram and bus stops, underground platforms 22 and 23 of some 40m in length were built. An extension below the ring road was planned and prepared to a length of 100m. The construction work

244-422: A joint terminal for Royal Saxon and Prussian state railways north of the city centre. A building contract with both organisations was signed in 1902 and an architectural competition with 76 participants was held in 1906. The winning design by the architects William Lossow (1852–1914) and Max Hans Kühne (1874–1942) featured two identical domed entrance halls facing the street, one for each company. The foundation stone

305-506: A lack of funds. As part of the modernisation of the railway station, this tunnel section was excavated in 1997 and demolished within the station hall area. In the early 1990s the plans for a public transport tunnel through central Leipzig, which had existed for decades, were presented together with the results of new planning in 1995. In 1996 the DB and the Land of Saxony, expressed their support for

366-430: A length of up to 70 m. In the horizontal drilling valve tubes are installed. Through these tubes is finally pressed cement into the ground. This will start the actual backup of the building. The soil is compacted and any gaps there may be filled. In a second phase, the land in some places is controlled by additional increased pumping. The elevation is to compensate for reductions occurring under certain circumstances during

427-562: A merger of DB Netz and DB Station&Service was agreed upon to form a common good-oriented ( gemeinwohlorientiert ) infrastructure division within Deutsche Bahn . The Supervisory Board of Deutsche Bahn decided to proceed with this merger to form DB InfraGO in its regular meeting held on 27 September 2023. According to the statement of the Supervisory Board Chairman, Werner Gatzer, the resolution created

488-703: A whole was assigned to the Reichsbahn directorate in Halle . By 1939, it had become one of Germany's busiest railway stations. The building was severely damaged by Allied bombing during World War II when during an air raid by the US Eighth Air Force on 7 July 1944 the roof over the concourse collapsed and the western entrance hall was destroyed. Numerous travellers and railway employees were killed. Rail traffic discontinued completely in April 1945. After

549-478: A wholly-owned subsidiary of Deutsche Bahn (DB) in the legal form of a stock corporation (AG), which was founded on 27 December 2023 by renaming DB Netz and merging DB Station&Service into this company. In recent years the punctuality and state of German railway infrastructure has suffered, largely due to underinvestment caused partially by the privatization of DB. DB is also relatively unique in that previously, two separate legal entities were responsible for

610-415: Is expected that the tunnel will sag due to soil loss (sagging of the soil after tunnelling or mining operations) which cannot be avoided completely. The lower tray is about 60 to 80 m wide. The depth depends (among other things) on the type of coverage, the shear strength of the soil and the overlay. A maximal deviation of 20 to 30 mm is anticipated after the second tunnel bore. All buildings that are in

671-411: Is hoped that shorter intervals and faster connections will allow public transport to carry more passengers and thereby relieve road traffic in the city. In addition, it will bring more passengers directly by rail from Leipzig Hauptbahnhof to the city centre and convert the terminus to a partial through-station. Additionally, it was planned to run one intercity train per hour in each direction through

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732-450: Is in service since 15 December 2013, is operating as follows (December 2019): All lines run with intervals of between 30 minutes and 120 minutes. Due to the high number of trains (regional trains, S-Bahn and ICE) between the main station and Leipzig-Leutzsch, since December 2013 the S1 has operated at 15-minute intervals. For this a supplementary track between Leipzig Messe and Leipzig-Stötteritz

793-491: Is under the Petersbogen underground carpark at 2.20 metres. The tunnel was in the ground water at a pressure altitude of approximately 16 m to the bottom of the tunnel. The lining of the tunnel was carried out with seven re-enforced concrete segments , which form a tunnel ring, which are 40 cm thick and a keystone. For the two tunnels approximately 13,000 segments were required. When tunnelling in soft ground it

854-472: The Mannheim–Frankfurt railway line (Riedbahn) had already risen from 7.1 to 18.6 million euros per kilometer in mid-2024. There are also fears that the rest of the network outside the planned corridors will remain in a dilapidated condition. DB InfraGO AG holds at least 50% interest in each of the following companies: Leipzig City Tunnel The City Tunnel is a twin-bore railway tunnel for

915-659: The Prussian state railways . Already in 1875, plans for the establishment of a united German imperial railway organisation, as proposed by Albert von Maybach , had failed due to the antagonism of the Central German states, notably by the Saxon government. Therefore, two state railways rivalled to meet the demands of a steadily growing transport volume in the Leipzig area. Finally in 1898, the Leipzig city council decided on

976-661: The DB InfraGO network are classified as overcapacity. These include, among others: the railway lines Mannheim–Frankfurt (Riedbahn), Berlin–Hamburg and Emmerich–Oberhausen (Hollandstrecke) . In response, the Federal Ministry for Digital and Transport, together with the board of directors of Deutsche Bahn , presented a restructuring plan in the summer of 2023. By 2030, the affected 40 routes are to be completely renovated through closures, some of which last several months, thereby increasing their performance and reducing

1037-624: The DB internal Bahnbaugruppe (Railway Construction Group) or to private industry. In accordance with the guidelines of the Coalition Government, this division should also ensure that every rail transport company has non-discriminatory access to the German rail network. The passenger stations division, previously DB Station & Service, is responsible for the operation, maintenance and organization of around 5,400 transport stations in Germany. This business area includes, for example,

1098-511: The Leipzig city centre. While the city's population increased sharply, especially upon German unification in 1871, the spatial separation proved to be complicated and ineffective. By 1895, the Saxon railway lines were nationalized under the umbrella of the Royal Saxon State Railways , while the lines of the former Magdeburg–Halberstadt , Berlin-Anhalt , and Halle-Sorau-Guben railway companies had been incorporated into

1159-646: The State of Saxony (€182.02 million), by the European Union ( ERDF programme , €168.73 million), the Federal Government (€191.73 million), Deutsche Bahn (€16.36 million) and the City of Leipzig (€12.78 million). This agreement covered many issues, including the refurbishment of the stations and the electrification of several sections. At the end of 2001 it was expected that

1220-542: The buildings. These holes are provided as needed and then with Verpressrohren Verpressgut is introduced under high pressure. The Verpressgut is composed of binder and water. Here, the Compensations-grouting process was applied. For it are in different places pits, the so-called CGV-shafts arranged. Overall, the method consists of four phases. First, dug wells or pits at appropriate points, be created from which horizontal wells. This can be, according to

1281-619: The city-centre S-Bahn in Leipzig . It links Leipzig Hauptbahnhof with the central Markt station , Wilhelm-Leuschner-Platz station and Bayerischer Bahnhof . Construction began in July 2003. The first bore was structurally completed in March 2008, the second in October 2008. The tunnel and new tracks linking it with the rest of the network were opened for commercial service on 15 December 2013,

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1342-418: The completion of a financing agreement in the spring of 2002 the invitation of the individual building sub-contracts took place. On 9 July 2003, the construction began with the official groundbreaking. At the start of the construction process, the tunnel was planned to be in operation by late 2009. Initial activities mainly consisted of ground investigations and the relocation of services. The construction of

1403-584: The construction in the Central Station. In addition 1,400 metres of track and eight sets of points were rebuilt. On 11 January 2007 the tunnel boring machine called Leonie began (with a ceremony at the Bayerischer Bahnhof) to symbolically bore the first tunnel. The tunnel's godmother is Angelika Meeth-Milbradt, wife of then Prime Minister of Saxony Georg Milbradt The excavation began on 15 January 2007 and on 10 March 2008 reached

1464-413: The contract to develop the five stations was advertised throughout Europe. The contract ran from February 2010 to November 2011. The tender has been divided between two companies. The two 1438-m-long tunnels were largely dug using a 65-m Tunnel Boring Machines . The start of the tunnel boring machine work was in the pit at Bayerischen Bahnhof, from where they worked towards the Central Station. There it

1525-635: The current tunnel, no longer ran in the direction of the Dresden route, but rather in the direction of Magdeburg and Berlin. Stations were planned under the Western Hall of the Hauptbahnhof and under the city-centre Markt. Due to the expected high financial and technical effort, the plans were not realized before the end of the GDR . The tunnel is used by 6 out of 7 S-Bahn Mitteldeutschland lines. It

1586-695: The date of the timetable change in December 2013. From South to North In addition to the four underground stations of the City Tunnel, the shells of the new stations Leipzig MDR and Leipzig Nord - Berliner Brücke were completed in January 2011. The northern ramp to the entrance of the tunnel is 600 m long and has a slope of 40 ‰ It was planned that each hour and in each direction, there would be up to ten S-Bahn, two regional trains and one express (as of July 2007 ). The S-Bahn network , which

1647-495: The entrance of the tunnel, redevelopment work at the corner of Windmühlen- and Grünewaldstraße was delayed. That would allow a curve to be built with a suitable arc for long-distance trains. The plan foresaw an S-Bahn route and a mainline railway tunnel in the direction of Munich. The latter was dropped a few years later due to the division of Germany . By 1967 three variants for the S-Bahn tunnel had been developed which, together with

1708-461: The environment. The Federal Ministry for Digital and Transport sees the purpose of DB InfraGO as supporting a needs-based, strong, and efficient railway infrastructure system with high capacity, quality, and resilience. This applies to the operation, expansion, and maintenance of the railway infrastructure. Due to underinvestment in maintenance of the railway infrastructure in the recent decades since partial privatization, around 40 corridors in

1769-482: The estimated total costs had risen by the end of November 2009 to 893 million euro, the state auditors of Saxony reviewed the project. At the end of February 2010, a further cost increase to 960 million Euros was announced. According to the State of Saxony, this remains the expected total cost (as of September 2010 ). The federal share provided is limited, in line with the framework agreement, to 191.73 million euro (plus wage and price increases). With

1830-523: The exception of the indexation component, the federal share has already been used in full (as of September 2010). The additional costs are mainly supported by the Free State of Saxony and the City of Leipzig, and to a lesser extent, the German Railways. The project has been criticised by various parties because of the high construction costs for the relatively lightly-used Leipzig S-Bahn, for

1891-406: The fact that their business activities are aimed at social good, while profits are primarily spent to achieve this social goal. The ownership and organizational structures are also aimed at this goal. In the context of DB InfraGO, this means that the core business of railway infrastructure maintenance and expansion should be consistently aligned with the social needs of the population, the economy and

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1952-468: The frequency of disruptions. For this purpose, DB received an additional 12.5 billion euros in equity capital and, with DB InfraGO, which was launched in January 2024, is tasked with expanding the corridors. There is criticism that the costs for such a short-term 'general renovation' would already exceed the calculated costs for the first projects and are therefore much more expensive than normal renovation in long-term planned periods. The costs for expanding

2013-426: The implementation of the City Tunnel. On 18 March 2003, they approved the project formally. On 6 January 2010 a correction notice to the tender for the Leipzig train network was issued, announcing that the start of the new train service would be delayed for another year until the timetable change in December 2013. The 2002 framework agreement foresaw the total project cost as €571.62 million, financed by funds from

2074-498: The legal basis for a common good-oriented infrastructure firm. That same month, the German Federal Council demanded in a statement that the newly merged entity should also incorporate DB Energie ; a separate legal entity that DB had previously put in place to own and operate it railway electric grid in a somewhat unique approach. Despite this, the company remains a separate entity as of February 2024. Regarding

2135-471: The limited usability by long-distance trains and for the long-lasting construction work in the city centre, with its associated obstruction and loss of revenue. When constructing Leipzig Hauptbahnhof, the Saxon State Railway had planned a tunnel to Bayerischer Bahnhof. In 1913 and 1915, a 710m long section below tracks 22 and 23 was created before the work came to a halt due to World War I and

2196-488: The organization of the new company, it was previously announced that the general works councils of both companies and EVG transit union had ensured that the previous structures in the cross-sectional areas would remain unchanged for at least three years. The profits of DB InfraGO will be transferred directly to the Germany Federal Government and not, as was previously the case, to Deutsche Bahn as

2257-426: The project. In the same year the Land, City Planning and DB AG Company founded the planning company S-Bahn Tunnel Leipzig GmbH . Following a cost-benefit analysis in 1998, a planning application was issued. In 2000 planning approval was granted. In the autumn of 2001, Saxony invited DB to be the owner of the City Tunnel project. The company was therefore expected to build the tunnel on its own financial risk. After

2318-479: The railway infrastructure (DB Netz) and the railway stations (DB Station&Service). This unique structure was responsible for a lack of coordination between the two main infrastructure companies which had only further hindered the ability of DB to return to punctuality. It was clear that something needed to change. After the German Federal election of 2021, in the 'Traffic Light' Coalition/Scholz Government,

2379-449: The railway station, so completing the first bore. After the return of the tunnel boring machine to Bayerischer Bahnhof in late March 2008, the excavation began of the second bore on 9 May 2008. On 31 October 2008, the tunnel boring of the tunnel ended with the completion of the second bore. Ahead of the expected opening in December 2013, activities centred on the interior fitting-out of the tunnel and railway stations. In mid-February 2009,

2440-548: The service employees at the DB Information counters, the platform supervisors, and numerous other employees who enable railway companies and business customers to access the station infrastructure. Over 8,000 people work in this business area. According to the definition of the Federal Ministry for Economic Affairs and Climate Action , companies that are oriented towards the common good are characterized by

2501-427: The site of closed track No. 24, several historical Deutsche Reichsbahn locomotives are on display: Leipzig Hauptbahnhof served as a backdrop for several films, such as The following services currently call at the station: DB InfraGO DB InfraGO AG ( GO short for gemeinwohlorientiert , lit.   ' oriented towards public interest ' ) is a state-owned railway infrastructure company , operated as

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2562-610: The soil by high-pressure injections. Partially, the soil was already previously raised by a few millimetres in order to reduce the final setting depth. Under the Petersstrasse an about 250 m long supply tunnel from GDR times was used for the injection. It begins and ends at St. Peter's bow on the market. All the buildings in Petersstrasse can be achieved. Of the Verpressschächten holes were made, terminating at

2623-399: The station. The plans include two tunnel excavations with a diameter of 2.40 m using compressed air and a cover plate. From this side vertical tubes were inserted to freeze the ground were built and the ground was frozen into a waterproof layer. In order to prevent settlement of more than 30 millimeters at the tunnel grout shafts have been built. Of these, were generated as necessary, heave of

2684-525: The total cost would amount to 1.04 billion DM. DM 240 million would come from the EU Structural Fund. Additional safety measures led to increased costs. In 2006, the ERDF funding allocated at the end of the funding period was reduced from 168.73 to 127.59. million Euro, which was spent in its entirety. For the 2007-2013 funding period, a further follow-up funding application was submitted, but

2745-524: The tunnel is possible. A connection between Leipzig Hauptbahnhof and Bayerischer Bahnhof was first considered in 1892. The implementation was planned as an underground railway, running parallel to the two mainline tracks from Borsdorf via the Hauptbahnhof and the Bayerischer Bahnhof and on to Connewitz and Gaschwitz. It would be powered by a Third Rail system. During the construction of the main station (started in 1909), between 1913 and 1914

2806-401: The tunnel route and affected, have been examined in advance. (Drilling, geotechnical investigation, Bauakteneinsicht ) The crossing under the main railway station is not done by the tunnel boring machine, but by manual digging. There were extensive measures to secure the main railway station against the building work. The plan was to freeze the pit edge and drive through this frozen ground under

2867-546: The tunnel. However, until December 2012 the electrified route ended in Reichenbach im Vogtland . Therefore, the states of Saxony and Bavaria, the Federal Government and DB were planning to continue rail electrification first to Hof , and later on to Regensburg and Nuremberg . The section to Hof was fully electrified by 15 December 2013. Early in 2002, the Saxony State Government gave support for

2928-410: The tunneling. At the time the bore of the City Tunnel tubes the buildings in the vicinity of the bore be monitored. With precise technique smallest movements are registered. Accurate to 0.25 mm, the units can monitor the structural elements of buildings. For the case that the uplift not the actually occurring reduction can compensate, further cement is pressed into the ground and kept the buildings at

2989-638: The two companies DB Netz and DB Station & Service , the following divisions have now been created within DB InfraGO: The track division, previously DB Netz, employs around 56,000 people and is responsible for the maintenance, operation and new construction/expansion of the German rail network. This includes, for example, dispatchers (Fahrdienstleiter), timetable creators (Fahrplanersteller), and route services employees. Maintenance of way specialists are also included in this division, although actual construction services are often outsourced to either

3050-432: The underground stations began in early 2005. At the end of March 2005 preparations for building the platform area of the main station began. This space was created for the following excavation. In December 2006, the construction of the ramps at the main station was interrupted after cracks were found in neighbouring station buildings. Between 17 February and 25 March 2007 two auxiliary bridges of 105 m were built as part of

3111-581: The war, train service was quickly resumed. The hardly damaged eastern entrance hall was restored by 1949, and the western hall was rebuilt to its original appearance by the Deutsche Reichsbahn railway company of East Germany in the early 1950s. The concourse, however, remained without a roofing, until in 1954 the East German Council of Ministers resolved upon a complete reconstruction. The full restoration of Leipzig Hauptbahnhof

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3172-445: Was dismantled and re-built at Bayerischen Bahnhof, after which it started a second time. At Bayerischen Bahnhof and at all other stops between, three slurry walls were constructed. The slurry was mixed with cement and hardened in the slot. This mass then formed a waterproof wall through which the tunnel boring machines could run without the surrounding water and rock penetrating. The tunnel has an excavated diameter of nine metres and

3233-419: Was driven by a fluid-based plate. This generates a positive pressure that prevented the ingress of water and rock into the tunnel. Using this approach, however, there is a danger that the pressure is lost due to old water wells with the collapse of the ground in front of the tunnel boring machine. The coverage varies from eight to sixteen metres. The shortest distance between the building foundation and tunnel roof

3294-577: Was finished on 4 December 1965, 50 years after its inauguration. After German reunification the station was renovated and modernized by the Deutsche Bahn AG. The concourse floor was removed and two basement levels were dug out to create a shopping mall. Other areas of the building were largely restored and modernized at the time. The Design and Planning were done by the architectural firm HPP based in Düsseldorf. The modified station building

3355-552: Was inaugurated on 12 November 1997. The Leipzig City Tunnel , an underground railway line between the south of Leipzig and Hauptbahnhof via the central Markt station , opened on 14 December 2013. Further modifications of platforms and tracks are currently being carried out in the course of the construction of the Erfurt–Leipzig/Halle high-speed railway line, part of the European Berlin–Palermo railway axis . On

3416-438: Was introduced. Since December 2017, the S1 is operating in a 30 minutes-interval between Miltitzer Allee and Stötteritz, the services Messe-Stötteritz has been replaced by the new S6. Before construction, capacity was limited to eleven S-Bahn trains, two regional express trains and one express train per hour in each direction. Critics have expressed doubts that a more appropriate mixed mode of regional and long-distance traffic in

3477-502: Was laid on 16 November 1909 and the platforms were gradually brought into operation station from 1912 onwards. When construction works finished on 4 December 1915, Leipzig Hauptbahnhof had become one of the world's largest railway stations with 26 platforms. The separate administration of the Saxon and Prussian parts of the station continued even after World War I and the establishment of the nationwide Deutsche Reichsbahn railway organisation in 1920. Not until 1934 Leipzig Hauptbahnhof as

3538-404: Was not approved (February 2011). The contractor's representatives DEGES expected the costs in December 2006 to amount to 585 million euro. A risk analysis by Deutsche Bahn saw at that time possible additional costs of up to 73 million euro. In December 2007, the additional cost was estimated at 133 million euro, so that the expected total cost will be 705 million €. After

3599-786: Was ranked the best railway station in Europe. After the opening of the Leipzig–Dresden railway line in 1839, followed by the Magdeburg-Leipzig railway one year later, the Leipzig–Hof railway in 1842, and the Leipzig–Großkorbetha railway in 1856, Leipzig had become the most important railway junction in the Kingdom of Saxony . Initially trains departed from separate termini, such as Bayerischer Bahnhof , located southeast of

3660-408: Was suspended during World War I and was not resumed thereafter. During World War II the tunnel and underground stop were converted to provide air-raid shelters . During the bombing raid on Leipzig on 7 July 1944, there were two explosions that destroyed the tunnel at two places and thus divided it into three parts. During reconstruction of the main station, the area around the second impact point

3721-571: Was walled-in, and the platform under the east portico converted into the DEFA-Zeitkino Cinema and was used for this purpose until 1992. During the redevelopment of the main railway station in the years 1995 to 2000, parts of the tunnels under the station were demolished. The tunnel below the apron and the first few metres of the station hall were closed, but remained preserved. Shortly after World War II, in 1946, planning for an underground city crossing restarted. In order to accommodate

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