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Wohnen wie Zuhause-zu Gast in Erfurt. Within a few years of its opening, the infrastructure was no longer sufficient for the growing needs.
Two buildings, an additional goods sheds and a carriage shed, were planned in and completed in An enlargement of the locomotive shed was necessary in and the freight yard was expanded from One year later, the side wing of the workshop received another floor; the coke shed was converted into a locomotive shed together with a large turntable after the conversion of locomotive operations to coal.
A further expansion of freight transport facilities followed in The two existing freight sheds were expanded and a third was built.
However, the lack of space within the fortifications grew increasingly noticeable, and the Thuringian Railway Company purchased a large area in front of the Schmidtstedter gate in to erect a freight yard.
Due to the Austro-Prussian War of , the start of construction was delayed and work only began in the following year. Freight sheds were built in , allowing the freight yard to be opened in , but it was only finally completed five years later in The timetable at the opening of Erfurt Hauptbahnhof showed four trains running daily between Halle and Erfurt with a journey time of three to three and a half hours.
Ten years later, in the summer of , two express trains, three ordinary passenger trains, and one mixed train ran daily between Halle and Eisenach via Erfurt.
The Erfurt terminus was originally at the Nordhäuser Bahnhof Nordhausen station on the Schmidtstedter field; there existed from the outset a transfer railway to the station of the Thuringian Railway Company and from passenger trains continued through to its station.
The Nordhäuser Bahnhof served freight traffic from then on and its entrance building is now used as a residential house. The Sangerhausen—Erfurt railway also originally ended at its own station, the Sangerhäuser Bahnhof , after the opening of the section to Erfurt on 24 October It was not far from the Nordhäuser Bahnhof and was integrated into the Thuringian station a few years later via the branch line of the Thuringian Railway to the Royal Salt Mine at Ilversgehofen.
After that the Sangerhäuser Bahnhof was also exclusively used for freight transport. The three-storey entrance building of the first Erfurt station is still preserved and is now used by Deutsche Bahn AG.
The building operated from to and later became the seat of the railway division Reichsbahndirektion of Erfurt. The second station building was built as an island station from to the plans of the railway construction inspector Eisenbahnbauinspektor Eduard Keil and the government architect Otto Erlandsen and put into operation in It is located 30 metres east of the first station building and consisted of a station entrance hall on the station forecourt with shops and the ticket offices as well as the actual entrance building, which was located between the tracks.
The buildings were designed in the style of Historicism , with yellow veneer walls and red sandstone walls and ceilings.
The tracks were located on an embankment, the former fortress wall. The station had a track on the south side of platform 5 and 6 for the through track for the main line from Bebra to Halle and on the north side of platform 1 and 2 for the track for the opposite direction.
In , an additional set of points was installed at platform 1, which made it possible to process two trains one after the other at platforms 1 and 2.
In addition, there were two tracks, which were on the north side and served as transit routes for freight transport from Erfurt freight yard to Neudietendorf.
The eastern bay platform 4 was used by trains to and from Sangerhausen and the adjacent bay platform 3 by trains to and from Nordhausen and Bad Langensalza.
The western bay platforms 2 and 6 mostly served trains to and from Arnstadt and towards Suhl , Ilmenau or Saalfeld.
The platform designation was valid until After that there was a new numbering system, giving each track at a platform its own number.
In , Deutsche Bundesbahn finally changed to using the term Gleis track instead of Bahnsteig platform. This was, however, a bit problematic because the in-house track numbers used in the signalling technology did not correspond to the adopted track numbers.
The station had the "Ew" signal box on the southern side at its western entrance and the elevated "Er" signal box at the eastern exit.
The station tracks were electrified in This second station building operated in its original form until Only the entrance hall, which has been integrated into the new, third station, still stands.
Planning work was then started. The preliminary planning documents were provided to ZHvDR for confirmation in mid The estimated cost of these measures was DM million.
The station was comprehensively modernised from —after the demolition of the historical island building, which gave the station its appearance until then—and was officially handed over to the traffic on 13 December , although not all reconstruction work had yet been completed.
The planning approval for the reconstruction was given in the mids. The official groundbreaking was celebrated on 22 September Six railway bridges were built during the construction work.
Underneath this shopping arcade is an underground car park. Both facilities were reduced in size during the planning phase.
An open competition was held for the design of the new station. Planning approval was given for the reconstruction of the railway node in September The planned measures included five kilometres of track, 46 kilometres of overhead wires and the renewal of eight railway bridges.
The financing agreement for the reconstruction was concluded on 26 March The planned total costs were around DM million. Work would start in the autumn of and be completed in This replaced the eight  relay , electro-mechanical and mechanical signal boxes , which were up to 92 years old and controlled by up to three train dispatchers , sets of points , signals and repeater signals.
Conceptually, the plan provided for a safety-related longitudinal separation of the station, in order to be able to carry out the rebuilding in stages.
In October , Vieselbach and Hopfgarten stations and three block posts were also connected to the Erfurt electronic interlocking. The renovated entrance building went into operation on 21 August after eight months of construction.
The extensive reconstruction of Erfurt Hauptbahnhof started in In the meantime, the construction work was suspended for two years, when it was unclear whether the two high-speed lines projects connecting with Erfurt would be realised.
The new station was built in several stages, as train operations had to be fully maintained. A provisional platform for the additional track 7a was first built on the south side of the station.
An island platform with nine through tracks and four bay platforms were built. The north side of the main station was officially put into operation at the timetable change in December These funds were supplied by the state of Thuringia, the city of Erfurt and Deutsche Bahn.
The next section was opened on 3 June Working to a hour limit, the northern part of the platform with track 3 as well as the four new tracks 4 and 5 on the eastern platform and 6 and 7 on the western platform were put into operation.
In the last phase of construction, the old southern part of the track area old tracks 5, 6, 7 and 7a , including the old pedestrian overbridge, were demolished by March Then the rest of the glass roof construction and the platforms underneath were built with tracks 8, 9 and Commissioning took place on 30 November after a hour total blockade.
In the process, the southern long-distance platform 9 was put into operation, first as a metre-long bay platform without overhead wire, and platform 10 was opened with a provisional connection until two subsequent bridge structures were completed in the eastern exit.
In addition, the new southern entrance to the Flutgraben was handed over and the waiting room was redesigned. A crossing structure was built east of the station in Daberstedt to allow trains on the high-speed to Leipzig to pass over the tracks of the lines from Sangerhausen and Wolkramshausen.
At Pentecost , the structure was put into operation during a further blockade of the node. The commissioning of five tracks in the western part of the station took place at that time.
A total of nine full possessions are planned for the integration of the two new lines. Two further construction stages, each requiring a full possession, are still outstanding.
In a second stage of construction, the line from Eisenach is to be connected with the high-speed lines to Leipzig. Due to a lack of funds, this is only an option for which appropriate land has been reserved.
The unique position of the station at the Willy-Brandt-Platz combines the regional and long-distance trains with perfect connections to the regional bus station, tram services, local buses, taxi cabs, long-distance buses, an underground car park and two bike stations.
Due to the central position, Erfurt has connections to all regions inside Thuringia. Red highlighted trains have fewer stops. Blue highlighted trains are stopping services.
The station is served by five of six tram lines and also by many bus lines. The central bus station is directly opposite to the entrance hall.
All tram lines are operated by low floor vehicles. With the trams you can reach the university in the north of the city and also the international airport in the western district called Bindersleben.