Limburg Süd railway station

from Wikipedia, the free encyclopedia
Limburg South
Reception building
Reception building
Data
Location in the network Through station
Platform tracks 2
abbreviation FLIS
IBNR 8003680
Price range 4th
opening August 1, 2002
Profile on Bahnhof.de Limburg_Sued
location
City / municipality Limburg on the Lahn
country Hesse
Country Germany
Coordinates 50 ° 22 '56 "  N , 8 ° 5' 46"  E Coordinates: 50 ° 22 '56 "  N , 8 ° 5' 46"  E
Railway lines
Railway stations in Hessen
i16 i16 i18

The Limburg Süd station is located in the settlement area ICE town of Limburg the county town of Limburg an der Lahn in central Hesse . It is at the height of the  110.5 kilometer of the high-speed line Cologne – Rhine / Main . Limburg Süd is the only train station in Germany where only ICE trains stop.

Infrastructure

Station building

An ICE 3 passes the Limburg Süd station without stopping
View from the driver's cab of an ICE passing through Limburg Süd (direction Cologne)

The 300 square meter reception building is located directly on platform 1 (trains in the direction of Frankfurt) and houses waiting benches as well as a drinks and confectionery machine . There are no public toilets in the train station itself, but in the adjacent parking garage. Alternatively, there is a chargeable toilet cubicle on the forecourt.

The 180 m² area on the second floor has been largely empty since the station opened. A control room from DB Energie should be set up there (as of January 2013).

The travel center in the train station was closed at the end of 2016. Tickets are sold in a bakery in a container next to the reception building.

Railway system

The railway system has been expanded to four tracks. The two middle tracks serve as through tracks and are made of slab track. Intercity Express trains passing through can pass the station without reducing their speed at up to 300 km / h, while stopping trains can use switches to approach the two outer platforms at up to 100 km / h. A bridge, which can be reached from both platforms with a staircase and an elevator each, spans the track system and enables access to platform 4 (trains towards Cologne).

The 405 meter long and 3.4 meter wide platforms are roofed over a length of 300 meters.

An eleven meter high and 36 meter wide roof structure spans all four tracks.

To the north of the platform system, a track change (two switches) enables the change from the western to the eastern direction track. Two route kilometers in the direction of Frankfurt (route km 113.0), outside the train station, the Lindenholzhausen transfer point enables the platform to be changed in a north-westerly direction ( 50 ° 22 ′ 3 ″  N , 8 ° 7 ′ 12 ″  E ). The crossover connections in the branching line can be driven at 100 km / h. A sub-center of the electronic interlocking and a substation , which is also linked to the public network, were set up in the area of ​​the station.

Transport links

Only long-distance passenger rail trains stop at Limburg Süd station . It is the only passenger station in Germany that has no connection to local rail passenger transport .

Long-distance passenger rail transport

Most of the trains running via Limburg Süd pass the station without stopping. In the direction of Frankfurt and Cologne there is an approximately two-hourly service with a series of densities. Most of the ICE trains stopping in Limburg Süd also serve the stations of Montabaur and Siegburg / Bonn . Sometimes ICE only stop on weekends or on working days.

Only different trains of the ICE 3 are used : normally trains of the 403 series , but the multi-system 406 series on route 79, and the 407 series in some cases on the 45 and 49 lines .

line Line run Tact
ICE 41 ( Dortmund  - Bochum  -) Essen  - Duisburg  - Düsseldorf  - Cologne Messe / Deutz - Siegburg / Bonn  - Montabaur  - Limburg South - Frankfurt Airport - Frankfurt  - Aschaffenburg  - Würzburg  - Nuremberg  - Munich individual trains
ICE 42 (Dortmund - Bochum -) Essen - Duisburg - Düsseldorf - Cologne Messe / Deutz - Siegburg / Bonn - Montabaur - Limburg South - Frankfurt Airport - Frankfurt - Mannheim  - Heidelberg  - Karlsruhe  - Vaihingen  - Stuttgart  - Ulm  - Augsburg  - Munich-Pasing  - Munich a pair of trains
ICE 43 (Dortmund - Bochum -) Essen - Duisburg - Düsseldorf - Cologne Messe / Deutz - Siegburg / Bonn - Montabaur - Limburg Süd - Frankfurt Airport - Mannheim - Karlsruhe - Offenburg  - Freiburg  - Basel Bad single move
ICE 45 Cologne - Cologne / Bonn Airport - Montabaur - Limburg South - Wiesbaden  - Mainz (- Mannheim - Heidelberg - Vaihingen - Stuttgart) individual trains
ICE 49 (Dortmund - Hagen  - Wuppertal  -) Cologne - Siegburg / Bonn - Montabaur - Limburg South - Frankfurt Airport - Frankfurt individual trains
ICE International 79 Brussels South - Aachen  - Cologne - Siegburg / Bonn - Montabaur - Limburg South - Frankfurt Airport - Frankfurt individual trains

Transportation

Location of the Limburg Süd train station and transport links from Limburg ad Lahn

There is a bus stop and a taxi rank right at Limburg Süd train station. In local public transport , it is connected to the city of Limburg by regular buses and collective call taxis . a. also from Limburg (Lahn) train station in the city center.

After the opening of the ICE train station, there was a shuttle bus service between the two train stations that was tailored to the ICE timetable, but this was later discontinued for cost reasons. Bus connections between the Südbahnhof and the city center are provided by the LM-5 (Limburg-Süd train station - Frankfurter Str./Pallotinerkloster - Am Meilenstein) and LM-59 (Limburg - Limburg Süd train station - Eschhofen - Runkel - Seelbach) on the Limburg city line . In addition, bus lines 282 (Limburg (ZOB) - Limburg Süd station - Weilburg) and line 283 (Limburg (ZOB) - Limburg Süd station - Bad Camberg) operate at the Südbahnhof.

In the evenings, outside the bus times, the call-collective-taxi-lines of the district town Limburg connect the south station with the center.

Around 2004, 9.1 percent of commuters traveling through the train station used a shuttle bus as a feeder.

Road connection

The train station is located in the Limburg district of Eschhofen , but there is no direct road connection to Eschhofen.

Not far from the train station, only separated by an industrial area, runs the federal highway 8 , which, coming from the Limburg city center, continues through the Lindenholzhausen district and then through the Taunus to Frankfurt. The Limburg-Süd junction of the A3 is located on the B8 .

Park

There is a parking lot with 306 spaces next to the reception building. This has specially designated parking spaces for long-term parkers. A multi-storey car park with 573 car and 18 bicycle parking spaces for commuters is also in the immediate vicinity. After 19 months of construction, the multi-storey car park with six levels, charging station and toilet facility was opened in September 2011. In the parking garage there is also a motorcycle parking space, bicycle boxes and a bicycle parking facility. The parking garage is barrier-free and also has lifts that lead to the parking decks. The two entrances to the car park, coming from Londoner Straße and platform 1, are at ground level.

Around 300 parking spaces were available for the station to go into operation. Negotiations are currently underway between the city of Limburg and Deutsche Bahn about setting up additional parking spaces for long-distance travelers.

There is also a bike-and-ride facility on the station forecourt .

Long-distance bus transport

Since May 14, 2015, the long-distance bus providers OneBus and Flixbus have been offering connections to Aachen, Bonn, Frankfurt am Main, Heidelberg, Heilbronn, Cologne / Bonn Airport, Stuttgart Airport and Tübingen from a bus stop on the nearby Kopenhagener Straße.

history

background

View of the high-speed line Cologne – Rhine / Main , direction Cologne, from Limburg Süd station

The new Cologne – Groß-Gerau line planned in the 1970s already provided for a train station between Limburg and Diez in its right-bank route variant. To the south of the Lahn, to the west of the existing train station and lying across the Lahntalbahn , the existing line from Wetzlar towards Cologne and from Niederlahnstein towards Rhine / Main should be linked. In addition to the two continuous mainline tracks, the four-track system was to have two platform tracks with outside platforms as well as a double track change (four points each) in both station heads. The facility was assigned "predominantly regional importance", which justifies "only a limited number of train stops".

After completing the route determination procedure, the Federal Cabinet decided on December 20, 1989, on the proposal of the Minister of Transport, the current route of the high-speed route along the Federal Motorway 3 . It was u. a. also decided to stop in the Limburg area. Routing variants through the Rhine Valley were finally off the table. The state of Hesse, like Rhineland-Palatinate with Montabaur, held on to a train station in the state. In an agreement from March 1990, the Prime Ministers of the two countries and the Federal Minister of Transport also mutually agreed that "a stop in the Limburg area was indispensable".

Variant discussion

An agreement concluded between the federal government, the states of Hesse and Rhineland-Palatinate and the Deutsche Bundesbahn, a total of four possible locations for train stations in the Montabaur / Diez / Limburg area were examined. There were three variants in the Limburg area:

  • Establishment of a Limburg-Staffel train station in connection with a train station in Montabaur, both train stations were on the Limburg-Staffel – Siershahn railway line (now also known as the “Unterwesterwaldbahn”). The additional stop in Montabaur was intended to compensate for a link to the Lahn Valley Railway that was not possible with this variant , which was particularly required by the State of Hesse and the bodies in the Limburg / Gießen area . Instead, the Koblenz area should be connected by car via the Montabaur train station (Dernbach motorway triangle, Montabaur junction). The old Montabaur train station also offered the possibility of a connection to Siershahn via the Unterwesterwaldbahn . The cost of this variant were 30 million in 1991 Deutschmark appreciated.
  • The construction of a train station in Limburg- Eschhofen was also discussed . Between the Lahn Valley Railway and the new line, transferring passengers would have had to overcome a height difference of around 40 meters. The city of Limburg saw this variant as the best opportunities for linking up with the municipality's road network and for urban development. The estimated cost was 90 million Deutschmarks (price as of 1991).
  • The establishment of a train station between Diez and Limburg (near Freiendiez ), west of the two above variants, which lead past the urban area of ​​Limburg to the east, was also examined. Linking the Lahn Valley Railway and the new line would have been possible here with short distances. The then German Federal Railroad saw the necessary construction of a 1.5 kilometer long viaduct over the Lahn floodplains as well as a more pronounced fragmentation of the landscape due to the route moving away from the motorway as disadvantageous . The cost of this variant was estimated at around 65 million Deutschmarks. This variant was discarded not least because of the fragmentation of the Diersteiner Aue as well as the need to pass over massive limescale deposits as high as possible in order to prevent contamination of the drinking water.

With the presentation of the new route layout, the board of directors of the Federal Railroad spoke out in favor of the first variant on March 8, 1991. The decision for the current location meant a comparatively low effort at the expense of a lack of connection with local transport and a remote location; it also required the construction of the 2.4 kilometer long Limburg tunnel through a water protection zone . The station was newly built “on the green field” about 2.5 kilometers southeast of the city center, near the A 3 and federal highway 8 . The traffic forecast was based on the assumption that 90 percent of rail travelers would use cars in the pre- and post-carriage.

Before the Federal Cabinet decided on the route to the right of the Rhine, the then Prime Minister of Rhineland-Palatinate, Wagner , briefly brought up a so-called variant S for the alignment of the high-speed route in July 1989 . This envisaged a tour on the right bank of the Rhine with a swing from Dernbach with a tunnel and a bridge over the Rhine to Koblenz , which, after another crossing of the Rhine, should swing back onto the intended route on the right bank of the Rhine towards Frankfurt. The estimated additional costs of this detour variant were between 1.3 and 2.8 billion D-Marks (around 0.7 to 1.4 billion euros). Federal Transport Minister Zimmermann spoke of a “provincial farce” and proposed, as a compromise solution, the construction of a high-speed train station in Limburg to connect Koblenz. In addition to the construction of the train station, the compromise proposal provided for a package of further railway infrastructure measures in Rhineland-Palatinate. The then Bundesbahn initially accepted the route via Vilich and Limburg-Staffel in order to prevent further delays in the project.

planning

Limburg Süd station and forecourt at night
Limburg Süd station and forecourt

The for the area from the regional council pouring out regional planning procedure for the section was introduced in January 1991 and completed in July 1994th This also determined the station stand in Limburg. The Eschhofen variant , which provided for an east curve around the city, was included in the planning approval procedure. The station belonged to the planning approval section 31.3, which reached from the Limburg tunnel to the city limits. At the end of 1994 the facility was planned with five tracks. The planning approval decision was issued on June 25, 1997. A design by the Berlin architects Weinkamm was established.

According to the planning status from 1995, a stop in Limburg Süd and Montabaur was planned for one of the five ICE lines leading over the new Cologne – Rhine / Main line.

In September 1994, the city council passed a resolution on the introduction of an intended "urban development measure" between the new line, the motorway and the Lahn slope. In 1995 an urban development concept was drawn up, which served as the basis for preliminary investigations and for coordination with the public authorities. In 1997, Deutsche Bahn, the City of Limburg and the State of Hesse launched a competition for the design of the station and its surroundings. At the beginning of 1997, the jury selected the design from 35 proposals received, the “Flying Carpet” design by the Düsseldorf architecture firm Schuster. A 16-meter-wide bridge over the tracks, on which travelers should linger and look into the distance, was referred to as a “flying carpet”. The jury praised the design as convincing in terms of design and economy. The design was modified in a few points up to the start of construction.

On July 13, 1998, the Limburg city council decided to take over DM 1.5 million of the planned 36 million DM (around 18 million euros) construction costs. This was linked to two conditions: the station had to be secured in the long term and Limburg had to be included in the Rhein-Main transport association . The decision on the specific design of the station and the associated costs was still pending. It was calculated with up to 36 million DM.

After ten years of negotiations, the “Limburg South Railway Station Construction and Financing Contract” was signed on May 29, 2000 in Limburg City Hall. The contract included a promise by Deutsche Bahn for an hourly ICE stop in both directions over a period of five years. In a southerly direction, the trains were to run alternately towards Frankfurt and Wiesbaden; during rush hour an hourly connection to Frankfurt was planned for two years. It was also agreed that the RMV season tickets should also be valid on the ICE trains stopping in Limburg. The DB was to set up a free bus shuttle to the train station for two years. According to railway information, however, it was only planned to have one train per hour and direction stop at the station during rush hour, otherwise a two-hour connection was planned.

Deutsche Bahn counted on 3200 passengers a day, including 700 commuters with RMV tickets. The station should be opened in May 2002, together with the new line. The total construction costs of 21.1 million DM were to be financed by the state (8.5 million) and the city (1.5 million), among others. An initially planned, more complex variant for 42 million DM was reduced and the costs halved. According to the status of 2000 and 2001, of the 28.5 million DM (14.6 million euros) costs, 12.5 million DM should be raised by the federal government, 8.5 million DM by the state, 6.0 million DM by the Germans Train and 1.5 million DM through the city of Limburg. Also in 2002 the construction costs were given as 14.6 million euros.

On January 31, 2001, representatives of Deutsche Bahn and the mayor of Limburg, Martin Richard , signed a contract for the development of the area around the station. It was regulated under the exchange of land, land reallocation and land-use planning in this area.

Construction and commissioning

In mid-1999, the first preparatory work began on today's station grounds. Construction was expected to start in the same year.

In the course of preliminary archaeological exploration, more than fifty archaeological monuments were discovered in the area of ​​the future train station. The finds, which are up to 7000 years old, have shown that there has been lively trade in the area of ​​today's train station for centuries.

Construction work on the station began with a symbolic groundbreaking ceremony on September 24, 2001. New line project manager Bringfried Belter, Hessian Minister of Economics and Transport Dieter Posch , Limburg mayor Martin Richard and DB employee Rudolf Göbershahn picked up the shovel. The station building should be completed by July 12, 2002. For the station building, 9000 cubic meters of earth were excavated and 2000 cubic meters of concrete or reinforced concrete poured.

On August 1, 2002, the traffic stop was put into operation together with the new line. More than 2000 people, including the Hessian Prime Minister Koch , watched the arrival of the first ICE 3 in the early morning of August 1, 2002, which arrived six minutes before the scheduled arrival in Limburg.

As soon as the new line went into operation, two class 218 locomotives were on standby at the station in order to be able to pull any broken-down trains off the new line. These were deducted at the turn of the year 2010/2011.

As part of the preliminary operation on the new Cologne – Rhine / Main line, Limburg Süd was initially served by every third train as one of the three intermediate stations between Cologne and Frankfurt Airport, the other two each passing through.

The station building was completed in November 2003.

business

In addition to Montabaur , the Limburg Süd railway station was also criticized from the start due to high construction costs and initially a lack of commercial settlements in the station area.

In mid-2004, Deutsche Bahn stated the number of boarding and disembarking passengers at 1300 per day. The city had 1,800 to 2,000 passengers at that time.

In 2005 around 2500 people use the station every day. Between 2003 and 2005, the number of travelers increased by 32 percent, according to Deutsche Bahn. The continued existence of the station as an ICE stop was considered certain in 2007. A survey from 2004 showed that 96 percent of the passengers on the platform were commuters on their way to work between 5 and 9 a.m.

The previous peak value (as of 2012) was determined in counts in 2008 with 2,758 travelers. In 2009 counts counted 2694 passengers. Counting on working days in April 2012 showed an average of 2625 people entering and leaving the country. The majority of the passengers are on their way to Frankfurt am Main (around 1000 per day in both directions). In a four-day traffic census in mid-April 2013, an average of 2,737 people entering and leaving the city were counted per day. Of these, around 1,000 were commuters to Frankfurt and around 300 to Cologne. A passenger count carried out in one working week in February 2014 showed an average of 2343 boarding and disembarking passengers per working day. This is a decrease of 14 percent compared to the previous year. In the direction of Frankfurt there were an average of around 1000 boarders, and in the direction of Cologne around 300. A count in April 2016 recorded an average of 2550 people entering and leaving the city, 93 more than in the same month of the previous year.

A study by the University of Hamburg and the London School of Economics and Political Science from 2010 determined additional economic growth of 2.7 percent in the catchment area of ​​the new Limburg and Montabaur stations for the period from 2002 to 2006. This growth was clearly due to improved market access as a result of the stations. Between the turn of the millennium and 2015, the number of employees subject to social security contributions in Montabaur increased by almost 1,400, the number of inhabitants rose by around 150.

As part of an "immediate program" for the renovation of the station, a total of 175,000 euros are to be made available for the renewal of stairs, entrances, fences and roofs as well as for the replacement of wall and floor coverings, paint and facades in the station, as announced in August 2020.

criticism

Critics see the Limburg and Montabaur stations, located around 20 km apart, the result of political blackmail. After a train station had been promised for Limburg at the end of the 1980s, Rhineland-Palatinate requested a train station in Montabaur for a smooth approval process for the new line.

The taxpayers' association also criticized the Limburg Süd and Montabaur train stations in its 1998 Black Book. Since politicians could have influenced regional planning procedures, the railway had to build both “provincial stations” at a distance of 20 km.

Web links

Commons : Bahnhof Limburg Süd  - Collection of images, videos and audio files

Individual evidence

  1. ↑ Hans-Peter Günther: Bahn daughter wants to use space . Mittelhessen.de , January 4, 2013.
  2. ↑ Replacement for ICE travel center: train tickets at the bakery. Nassauische Neue Presse, January 7, 2017, accessed January 7, 2017 .
  3. ↑ a b c d e f g Next stop: Limburg-Süd ICE train station. In: On the subject. ZDB -ID 2115698-0 , edition 5/2001, October 2001, pp. 4-6.
  4. ^ Bringfried Belter: New Cologne – Rhine / Main line - connecting economic areas. In: Railways in the Frankfurt RheinMain region. Hestra-Verlag, Darmstadt, 2002, ISBN 3-7771-0304-7 , p. 146 f.
  5. ↑ Without author: The project for the new Cologne – Rhine / Main line. In: Eisenbahn JOURNAL: Tempo 300 - The new Cologne – Frankfurt line. In: Railway Journal. Special edition 3/2002, ISBN 3-89610-095-5 , pp. 34–63.
  6. ↑ Arguments and views . In: On the subject. ZDB -ID 2115698-0 , edition 3/2001, June 2001, p. 12.
  7. ↑ Christopher Kleinheitz: Introductory strategies for improving offers in public transport. ksv-Verlag, Cologne 2010, ISBN 978-3-940685-07-0 , p. 59.
  8. ^ Limburg Süd car park
  9. ^ Station Limburg Süd (P + R parking spaces: 2) Parking information
  10. ↑ a b c high-speed line Cologne - Rhine / Main. In: Eisenbahn-Revue International , issue 10/2002, ISSN  1421-2811 , pp. 456–459.
  11. ↑ ICE parking garage is empty - and streets are full. In: Mittelhessen.de. August 31, 2012, accessed March 26, 2014 .
  12. ↑ Raimund Berg: Problems of a high-speed railway connection between the Rhine-Ruhr and Rhine-Main conurbations. In: Railway technical review . 25, No. 12, 1976, ISSN  0013-2845 , pp. 738-744.
  13. ^ A b c d e f Walter Engels, Wilfried Zieße: The new Cologne – Rhein / Main line - an interim balance . In: Die Bundesbahn 10/1991, pp. 965–975, ISSN  0007-5876 .
  14. ↑ The ICE as a commuter and suburban train? The ICE train stations Montabaur and Limburg - impulses for choosing a residential location, housing development and professional mobility. Diploma thesis by Nina Demuth at the University of Trier, September 2004, p. 68.
  15. ^ A b Deutsche Bundesbahn (Ed.): New Cologne-Rhine / Main line in Rhineland-Palatinate . Cologne April 1991, p. 18 .
  16. ↑ a b NBS current: Tunnel baptism on the day of St. Barbara. In: On the subject. ZDB -ID 2115698-0 , issue 6/1997, p. 10 f.
  17. ^ Rüdiger Block: ICE racetrack: the new lines. In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 36-45.
  18. ↑ Bahn: Pan to the west . In: Der Spiegel . No. 45 , 1989, pp. 159 ( Online - Nov. 6, 1989 ).
  19. ^ A b Deutsche Bahn AG, network division, NBS Cologne – Rhein / Main (publisher): New Cologne – Rhein / Main line. Hessen area. Plan approval sections Elz – Limburg (PFA 31.1–3). Four-page brochure dated December 1994.
  20. ↑ a b City Planning Office of the City of Cologne (ed.): Railway stations of the future on the new high-speed lines. Cologne approx. 1998, p. 15.
  21. ↑ Cologne – Rhein / Main: on new rails into the future. In: On the subject. ZDB -ID 2115698-0 , special issue, December 1995, pp. 6-9.
  22. ↑ Service area ICE station Limburg-Süd: An urban development project as an opportunity for sustainable urban development . In: Management of the working group "ICE new line Cologne-Rhein / Main", City Planning Director Lars Möller (Ed.): New stations on the new ICE line Cologne-Rhine / Main . An exhibition of the working group “ICE new line Cologne-Rhein / Main” in cooperation with DBProjekt GmbH Cologne-Rhein / Main. Cologne 1996, p. 22-24 .
  23. ^ DBProjekt Köln-Rhein / Main (Ed.): On the subject. Issue 2/97, April 1997, Frankfurt am Main, p. 8.
  24. ^ Announcement Limburg participates in ICE train station. In: Frankfurter Rundschau , July 15, 1998.
  25. ↑ a b Association of Tax Payers (Ed.): The public waste. Volume XXVI, 1998, ISSN  0177-5057 , p. 11.
  26. ↑ a b c Cologne / Bonn Airport; Mouse guest; Successful completion of the bow; Limburg ICE train station; Idstein tunnel. In: On the subject. ZDB -ID 2115698-0 , edition 3/2000, June 2000, pp. 7-9.
  27. ↑ a b ICE contract signed and sealed . In: Rhein-Zeitung . May 30, 2000.
  28. ↑ a b Andreas Molitor: Operation megalomania. In: Die Zeit , No. 31, 2001.
  29. ^ DB AG and the City of Limburg conclude a contract; Foundation withdraws last lawsuit; Renovation at Frankfurter Kreuz completed. In: On the subject. ZDB -ID 2115698-0 , edition 1/2001, February 2001, p. 7 f.
  30. ↑ According to plan on the longest construction site in Germany. In: DBProjekt Köln-Rhein / Main (Ed.): On the subject. Issue 4/1999, Frankfurt am Main, August 1999, pp. 4-7.
  31. ↑ Arguments and views. In: On the subject. ZDB -ID 2115698-0 , edition 2/2002, April 2002, p. 12.
  32. ↑ a b Start of shuttle traffic on August 1st, 2002 at 5:38 a.m. In: On the subject. ZDB -ID 2115698-0 , edition 4/2002, pp. 7-9.
  33. ↑ Tow locomotives have left the ICE train station.  ( Page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. In: Frankfurter Neue Presse , January 8, 2011.@1@ 2Template: Dead Link / www.fnp.de  
  34. ↑ a b Wilko Manz, Dirk Wittowsky: Long-distance commuting - what means of transport? . In: Internationales Verkehrwesen , Volume 53 (2007), Issue 9, pp. 400–403.
  35. ↑ ICE connects airports . In: Frankfurter Rundschau . June 17, 2004, ISSN  0940-6980 , p. 46 ( fr.de ).
  36. ↑ Commuters stay loyal to ICE. ( Memento of the original from February 6, 2013 in the web archive archive.today ) Info: The archive link was inserted automatically and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. In: Nassauische Neue Presse , July 5, 2012. @1@ 2Template: Webachiv / IABot / www.fnp.de
  37. ↑ 1000 drive to Frankfurt a day. Mittelhessen.de , July 4, 2013.
  38. ^ District town Limburg ad Lahn (Ed.): Limburg ad Lahn: Annual passenger count at the ICE train station Limburg Süd. ( Memento from March 22, 2014 in the Internet Archive ) Press release from March 13, 2014.
  39. ↑ Stefan Schalles: ICE passenger numbers continue to rise. In: limburger-zeitung.de. May 19, 2017. Retrieved May 19, 2017 .
  40. ↑ Gabriel Ahlfeldt, Arne Feddersen: From periphery to core: economic adjustments to high speed rail. (PDF; 2.2 MiB), September 2010, p. 49
  41. ↑ Stefani Hergert: Retracted . In: Handelsblatt . No. 220 , November 13, 2015, ISSN  0017-7296 , p. 68 .
  42. ↑ Frankfurter Neue Presse , August 25, 2020.