Hof Hauptbahnhof

During the state railway (Länderbahn) era, Hof was the intersection of the Bavarian and Saxon state railways, as mentioned above, which required frequent locomotive changes at Hof with the corresponding cost in staff and materiel as well as two separate groups of operating facilities.

On the formation of the Deutsche Reichsbahn this expense became unnecessary. During that time, however, Hof became an important hub within the railway network between Dresden, Leipzig, Nürnberg, Bamberg, Regensburg and Pilsen and for regional traffic. This was due to the fact that several main lines converged here: the lines to Bamberg (Ludwig South-North Railway or Bamberg–Hof railway), Marktredwitz (Weiden–Oberkotzau railway), Plauen (Saxon-Bavarian Railway) and Cheb (Eger) (Cheb–Oberkotzau railway–Hof) as well as branches into the surrounding area. During that period long-distance trains called regularly at Hof.

Station building

After the Second World War Hof was cut off to the north and east by the Iron Curtain and returned to being just the junction between two railway administrations. The Hell Valley Railway (Höllentalbahn) was closed and eventually lifted, the line from Hof to Cheb remained in use only for goods traffic, and one of the two tracks on the Hof-Plauen railway was dismantled for war reparations. All Deutsche Bundesbahn (DB) trains (with the exception of the inter-zonal trains from Regensburg/Munich and Nuremberg to Leipzig and Dresden and the transit trains to Berlin) began and ended in Hof. Locomotives on the interzonal and transit trains were exchanged in Hof. Trains to the German Democratic Republic (GDR) were hauled by Deutsche Reichsbahn locomotives, whilst trains from the GDR were hauled by DB locomotives. Despite that, there were no border controls at Hof; these took place on board the trains or at the border station of Gutenfürst.

When the GDR began to collapse in 1989 (the time of the so-called Wende or political change) trains with refugees from the German embassy in Prague arrived at Hof and were greeted there by German politicians.

Following Die Wende the importance of Hof Hauptbahnhof for railway traffic initially rose once more. The Hof–Plauen railway was rebuilt with two tracks again. In 1991 a rapid regional link was introduced between Hof and Nuremberg using tilting trains of Class 610, which were also heavily used by passengers changing from Saxony and Thuringia. Interregio connexions between Stuttgart and Dresden (via Nuremberg, Hof and Chemnitz, the Saxon-Franconian trunk line) as well as Munich and Berlin (via Regensburg, Hof and Leipzig) were introduced and the pair of night trains from Munich to Berlin and Stuttgart to Dresden met daily in both directions at Hof and exchanged through coaches. In 2001 Hof was even an ICE stop after the link from Nuremberg to Dresden was upgraded to an ICE route with ICE-TD units. Thereafter the significance of Hof for rail traffic gradually receded again. After the withdrawal of the ICE-TD trains the Nuremberg–Dresden line was downgraded initially to an InterCity route again, using Class 612 trains. In 2006 however these were replaced by regional trains that plied between Nuremberg and Hof as well as Hof and Dresden and forced passengers to change at Hof. Likewise, the Interregio line, Munich-Berlin, was reduced to a regional service (with changes at Regensburg, Hof and Leipzig, and frequent stops), which actually led to a growth in passenger traffic on the ICE line Munich-Nuremberg–Bamberg–Leipzig–Berlin, but meant long waits for passengers in north-east Bavaria, because to get to Munich or Berlin a longer journey to Nuremberg or Bamberg was now needed. Meanwhile, a regional through express runs every three hours between Hof and Munich. Similarly, on the introduction of a shut-down of operations on the Marktredwitz–Regensburg route, the crossing point of the Munich–Berlin and Stuttgart–Dresden night train pairs was moved to Nuremberg.

Since the switch from an Intercity link to an Interregioexpress service, the journey time on the Nuremberg–Hof–Dresden route has been reduced by 39 minutes, even though Hof is now no longer officially a long-distance stop.

On the western side of the station is the goods station with its former marshalling yard. The marshalling yard was heavily used until the 1990s and also served the industrial lines of several firms based there (including haulage firms, a mineral oil dealers with its own tank facilities and a scrap merchants). On the eastern side of the station, between the passenger station and the Saxon (northern) locomotive depot or Betriebswerk, is the railway post office hall, in which the post trains were made ready for dispatch. In addition, on the northern edge of the neighbouring station of Oberkotzau there was a small shunting yard with five tracks, the remains of another former marshalling yard which, until the mid-1920s, was linked with the goods station in Hof by a third track between Hof and Oberkotzau. After being closed for several years, a Hof haulage contractor opened a container station in about 2000 in the Hof goods station, which has been expanded several times. In the goods station today there are still twelve tracks, a hump at the northern end and a headshunt at the southern end, from which shunting is carried out. The marshalling sidings at Oberkotzau station, by contrast, were removed in 2000. Likewise, in the 1990s, the railway post hall was closed. Today only a branch of the Deutsche Post, between the former railway post hall and the passenger station, remains in operation - a relict of the railway postal services.

Former Saxon (northern) roundhouse, later storage shed for regional buses

After the end of the Länderbahn era, the northern, Saxon Betriebswerk was united with the southern, Bavarian, one. At the end of the steam age the southern facilities of the depot were knocked down and replaced by new ones. This successor to the Bavarian depot has been further modernised and extended over the decades, and is still in operation today. The Saxon facilities, by contrast, were closed in the 1970s and largely broken up after that. Only the former locomotive shed 3 has been preserved. It has been used for years as a bus garage.

Until the 1990s, classes 211 (V 100) and 798 (railbus) were stabled here at Hof and, later, the Class 628 as well. After that, it increasingly lost its importance and was even threatened with closure at times.

After modernisation, at a cost of €4M, and expansion during 2000 and 2001 as the depot for the tilting trains of classes 612 and 605 (the latter until its withdrawal in December 2003), the future of the depot was secured. Today the Betriebswerk is the main base for DB Regio Oberfranken and the home for 45 Class 612 and 27 Class 628 units (as at 2007).

A major accident occurred at Betriebswerk Hof on 2 September 2001. The ICE-TD unit, number 605 009, fell from the lifting platform (Hebebühne) and was badly damaged. The vehicle was initially kept for spare parts but, after the withdrawal of Class 605, it was taken away to Chemnitz for scrapping on the night of 18/19 April 2004 on a low loader.

• Eisenbahnatlas Deutschland [German railway atlas]. Schweers + Wall. 2017. ISBN 978-3-89494-146-8.