Breckenheim – Wiesbaden railway line

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Breckenheim – Wiesbaden
Route number (DB) : 3509
Route length: 13 km
Gauge : 1435 mm ( standard gauge )
Route class : D4
Top speed: 160 km / h
Legend
Route - straight ahead
 High-speed line from Cologne Breckenheim tunnel
Blockstelle, Awanst, Anst etc.
 0.0 Breckenheim (Abzw)
   
 SFS to Frankfurt (Main) Airport
Tunnel - if there are several tunnels in a row
 0.5 Wandersmann Nord (1090 or 1145 m), A 3
Tunnel - if there are several tunnels in a row
 1.9 Wandersmann Süd (795 m), A 66
Tunnel - if there are several tunnels in a row
 9.4 Crossing Wiesbaden-Erbenheim (316 m), A 66
   
 Ländchesbahn from Niedernhausen
Blockstelle, Awanst, Anst etc.
 10.2 Wiesbaden-Kinzenberg (Abzw)
   
 Former connecting curve to Wiesbaden Ost
   
 Taunus Railway from Wiesbaden East
   
 Connection curve from the right Rhine stretch
   
 Connection curve from the Aartalbahn
Blockstelle, Awanst, Anst etc.
 11.6 Wiesbaden Laundry Bach North (Abzw)
   
 13.2 Wiesbaden Central Station

The Breckenheim – Wiesbaden railway is a 13-kilometer-long railway line in the area of ​​the Hessian state capital Wiesbaden . It connects the high-speed line Cologne – Rhine / Main with Wiesbaden Central Station .

The double-track line was built as a new line from the end of the 1990s . It went into operation in December 2002. With a scheduled train service of two long-distance train pairs per day, it is one of the least busy sections of rail passenger transport in Germany in the section between the Kinzenberg and Breckenheim junctions (as of August 2009). There is no regional or freight traffic in this section.

The total cost of the route construction amounted to 279 million euros. Originally, 29 million euros less had been budgeted. Deutsche Bahn took over the additional costs.

course

Leaving the high-speed line (center) at the Breckenheim junction, south of the Breckenheim tunnel . While the new line runs centrally in the direction of Frankfurt, trains to and from Wiesbaden feed and leave the high-speed line on switches on the left and right. The two portals of the Wandersmann-Nord-Tunnel adjoin to the south.
Railway line at line kilometers 7.0

Coming from the north, the route leads out at the Breckenheim junction , near the Wiesbaden junction of federal motorway 3 , which it crosses in the subsequent Wandersmann-Nord tunnel . After a short trough near Wallau , the Wandersmann-Süd-Tunnel follows , in which the federal highway 66 is crossed. The surface is reached again to the west of the Wallau junction . The route runs parallel to the A 66 via Nordenstadt , on the northern edge of the Erbenheim military airfield to Erbenheim . The Ländchesbahn joins the line at kilometer 10 , before reaching Wiesbaden main station at kilometer 13.

history

background

The connection of Wiesbaden to the new Cologne – Rhine / Main line was planned for various of the high-speed line variants discussed in the 1980s. Only in the case of a route purely to the left of the Rhine was no connection to the state capital planned. After the new Cologne – Rhine / Main line had been included in the Federal Transport Infrastructure Plan in 1985 , the Federal Railroad's initial considerations were to connect Wiesbaden (and Mainz) via a junction, the other branch of which should lead to Frankfurt Airport. In addition, an upgraded Mainz – Mannheim line was planned in order to handle the expected additional traffic.

The Hessian state government considered the long-distance traffic connection of its state capital Wiesbaden to be inadequate. Forecasts in the 1990s assumed more than 1,000 passengers per day.

On the Cologne-Frankfurt route (which was ultimately implemented) on the right bank of the Rhine along the A 3, a route was initially planned to connect Wiesbaden that would have branched off the new route at Niedernhausen in order to reach Wiesbaden Central Station. The construction of an eleven kilometer long tunnel was planned between the northern edge of the city and the main train station. This variant was based on a maximum longitudinal slope of 25 per mille, which was later increased to 40 per mille. The city of Wiesbaden called for the continuation of the route to Frankfurt to be abandoned and for all trains to be routed via Wiesbaden Central Station and from there via existing (in some cases to be expanded) railway lines. Building on this, the Deutsche Bundesbahn examined a large number of route options between the corridor on the Niedernhausen – Wiesbaden main station and Niedernhausen – Wiesbadener Kreuz route (along the A 3). A longitudinal slope of up to 40 per thousand has already been taken as a basis. One variant developed in the process envisaged building a train station between Bierstadt and Erbenheim, east of the Hainerberg settlement. The line was to branch south of this Erbenheim station. Geological investigations later revealed considerable geological difficulties in driving under the Bierstädter Berg and the Salzbach Valley . The railway then distanced itself from such variants and looked for geologically more favorable solutions, even if these required a headache in the main station. From a large number of route variants, three were examined more closely:

  • A variant of the railway planned to run the high-speed line along the A 3 and set up a branch line to Wiesbaden north of the Wiesbaden motorway junction. In bundling with the A 66 and the Wiesbaden – Niedernhausen route, the Wiesbaden main station should finally be reached.
  • The so-called Best Wiesbaden solution was left as the cheapest of the variants, which provided for a straight line of the new line via Wiesbaden Central Station. From Wiesbaden main station, the route should follow the A 66 to the Wiesbadener Kreuz and from there reach Frankfurt Airport. While the railway wanted to run parts of the route in cuts, the city of Wiesbaden insisted on a continuous route in the tunnel.
  • The so-called Hainerberg variant provided for a tour parallel to the B 455 with a new Hainerberg station . To the south of it, the line should branch off towards Wiesbaden and Frankfurt. This variant was said to have great potential for urban development in the east of Wiesbaden, but it meant a burden on the main train station.

In a top-level discussion between the Federal Railroad, the State of Hesse and the City of Wiesbaden's magistrate, the Hainerberg variant was rejected, while the Federal Railroad agreed to work out the other two variants on an equal footing and introduce them into the regional planning process. In the course of the procedure, the best Wiesbaden solution was finally rejected due to an unreasonable time and construction effort as well as geological reasons. It was feared that there would be difficulties with an intensity that had not yet been seen in the construction of new German lines, as well as a risk to the hot springs on the edge of the Taunus . An expert commissioned by the city confirmed the results of the Federal Railroad. The city of Wiesbaden finally developed what is known as an optimized spatial planning road with a triangle: In addition to the connecting line extending from the new line in a south-westerly direction, a connecting line in a south-easterly direction to the new line was planned, which the railway should include in the spatial planning and take into account in the planning approval process. While the railway wanted to use this clasp to improve the local rail passenger transport, the city of Wiesbaden wanted to achieve use through high-quality long-distance passenger rail transport.

In the regional planning procedure for the Hessian area of ​​the new Cologne – Rhine / Main line, which began on February 26, 1992 , the Deutsche Bundesbahn introduced a variant to connect Wiesbaden, which would branch off the new line at no elevation on the northwestern edge of Breckenheim in a westerly direction (radius: 2,500 meters), whereby the track to Cologne would have crossed under the new line. Between Wallau and Nordenstadt it would have run in the 2,550 m long Wallau tunnel (radius 2,250 m), which would have crossed under the Autobahn 66 southwest of Nordenstadt and would then have come to the surface (radius: 1,800 m). In the further course, a ridge between Nordenstadt and Wallau and the A66 would have been crossed under before, after a short parallel to the A66 in the Erbenheim tunnel (750 m), the motorway would have to be crossed again to finally merge into the Ländchesbahn.

In addition, a double-track connection that could be driven at 160 km / h was planned as an option for the Wiesbaden – Frankfurt am Main route. This would have been threaded from a junction not far from the south portal of the planned Wallau tunnel from the route to Cologne, would have run south of the A 66 between Wallau and Delkenheim , and finally the motorway in the 1,380 m long Massenheim tunnel (radius: 2,000 m) west of the motorway junction in an easterly direction to cross under and thread into the new line at km 157. Funding for this option was not secured in mid-1992.

In September 1993 the Wiesbaden city ​​council approved the planning for the regional planning procedure and formulated a catalog of detailed requests.

In May 1995, the Wandersmann variant was selected from various variants for the connection to Wiesbaden . As a result, the route from Wiesbaden-Auringen ( Schulwaldtunnel ) to the south was placed on the east side of federal motorway 3 , contrary to the route originally planned on the west side.

planning

In the planning approval procedure , the line belonged to section 33.2 (merging into the high-speed line) and 34.1 / 34.2 (Wiesbaden main station area). The planning approval decision for section 33.2 was the last to be issued in section C of the high-speed line.

According to the planning status from 1995, two of the five lines leading over the new Cologne – Rhine / Main line should take the route via Wiesbaden and from there via Mainz towards Mannheim.

The route was moved 15 meters to the north (away from Erbenheim airfield) following requests from the US military . In addition, at the end of 1996 it was requested to be able to stop the train traffic along the airfield from the control tower. An agreement at the beginning of 1997 provided for approaching trains to be displayed in the tower by means of a light.

In the planning, an already decided bypass road for Wallau had to be taken into account. The DBBauProjekt, which had already been commissioned to plan the new line, was also commissioned to plan the road and to implement the first stage of the bypass.

Initially, it was planned to run the line on a single track and to expand it to two tracks in a later construction phase. In mid-1998 it became known that the connecting curve was to be built with two tracks and put into operation at the same time as the new Cologne – Rhine / Main line. With the commissioning of the high-speed line, an ICE line was initially to be run via Wiesbaden, and later, if there was sufficient traffic, two. The estimated additional costs of the double-track expansion amounted to 12 million D-Marks (around 6 million euros).

In the 1990s, two train pairs per hour were planned to connect Wiesbaden. From the middle of 1998 only one hourly train pair was calculated.

A connecting curve between Erbenheim and Wiesbaden Ost planned as part of the route, which would run on the route of a freight train line that was closed in 1997 and would have allowed direct journeys between the high-speed line and Mainz (bypassing Wiesbaden Central Station), was not implemented. The reason given is low transport demand.

On May 27, 2001 the two high-speed turnouts were installed.

The Federal Audit Office pointed out in February 2004 that this line, which was included in the financing agreement for the new line project, was never implemented. In 2005 the Federal Ministry of Transport announced that it would request Deutsche Bahn to implement the outstanding services from the financing agreement. In 2007, the ministry determined a value of the remaining structures of 44 million euros. It announced that it would reclaim this amount and not insist on realizing the outstanding work. The federal government finally asserted a repayment of 17.6 million euros, plus 6.8 million euros in interest.

construction

The line belongs to construction lot C of the middle section of the new line. The part between Erbenheim and Wiesbaden was assigned to the south section.

In the course of the construction work, a 105 m long and 1050 t heavy crossing structure was built over five tracks at Wiesbaden Central Station. It is the longest steel structure on the new Cologne – Rhine / Main line.

business

ICE 3 near Wiesbaden-Erbenheim , direction Wiesbaden Hbf

The number of trains running on the connecting curve has been reduced in several stages since the line opened in 2002. While eight train pairs per day were still running between Cologne, Wiesbaden and Mainz at the start of full operation from December 2002, there were five in the 2005 annual timetable, and four from June 2006. As of December 2007, there will be three trains running via Wiesbaden. The railway cites low passenger numbers as the reason for the cuts. In autumn 2008, the ICE trains running between Cologne and Wiesbaden were occupied by an average of 88 passengers, according to Deutsche Bahn AG. This made them one of the least busy ICE trains operated by Deutsche Bahn. The multiple units used have 440 seats. Since the timetable change in December 2008, the two remaining train pairs have only been offered Monday to Friday (previously daily).

The utilization of the ICE trains approaching Wiesbaden was between 3 and 20 percent.

Future: Wallauer Spange

Against the background of the deteriorating connection between Wiesbaden and the new line, the city is calling for the Wallauer Spange to be implemented. This approximately two-kilometer long connection route would branch off to the southeast at the Hofheim-Wallau motorway junction and join the high-speed route in a southerly direction. The travel time between Wiesbaden and the long-distance train station at the airport would be reduced from 28 to 39 minutes today to around 15 minutes. The costs were calculated at around 100 million Deutschmarks in the 1990s and in 2007 were estimated at 65 million euros. In a feasibility study in 2011, Intraplan Consult estimated the construction costs at 43 million euros.

This would enable a quick connection between the Aartalbahn and the Rheingau to Frankfurt Airport. This is also demanded by the citizens' initiative Pro Aartalbahn , which proposes to use the newly created connection with local and long-distance trains as well as the Rhein-Main S-Bahn . This idea was also discussed in the context of the planning for a Wiesbaden light rail system .

A study by the Ministry of Transport from March 2015 sees a positive cost-benefit ratio for the Wallauer Spange if it is implemented together with a new route and a northern connection to Darmstadt and so-called "Hessen Express trains" from Darmstadt or Frankfurt Hbf via Frankfurt Airport to Wiesbaden would be ordered every hour. The route is supposed to cross under or under the federal highway 3 . This could be done as part of a planned renovation of the Wiesbaden Cross .

On January 12, 2016, Hesse's transport minister Tarek Al-Wazir and rail manager Rüdiger Grube announced the implementation of the project, the planning of which is to begin in 2016. According to a press report, the project is part of the new Rhine / Main – Rhine / Neckar line . With the so-called Hessenexpress , the travel time between Wiesbaden main station and Frankfurt airport long-distance station is to be reduced from 34 to 13 minutes. From there they should be taken to Frankfurt Central Station or to Darmstadt and Mannheim.

The Germany-Takt concept presented in October 2018 provides for a double-track Wallauer clasp. The project is now (as of 2019) planned to be two-pronged, a stop for Wallau on the route is being considered and is the subject of a potential study that is to be completed in summer 2019.

The plan approval procedure for the project, which forms plan approval section 0 of the new line, is to be initiated in 2020. The Hessenexpress is to run from 2025, after the commissioning of the northern section of the new line (Zeppelinheim – Darmstadt) planned for 2028, the line could be extended to Darmstadt.

technology

A slab track ( Rheda-Dywidag system ) was partially installed as the superstructure . The two 138 m long and 500 t heavy switches at the Breckenheim branch enable branch speeds of up to 160 km / h (4000 m radius). The switch tongues are 54 m long. These are the largest switches in the overall Cologne – Rhine / Main line project.

The maximum permissible speed in the area of ​​Wiesbaden main station is 40 km / h and initially increases to 100 km / h at the distance of 13.1 km. It is located from the Wiesbaden Kinzenberg junction (km 9.9) to the merging into the new line between 155 and 160 km / h. The line is equipped with regular train control from kilometer 4.9 until it merges into the new line .

literature

Web links

Commons : Breckenheim – Wiesbaden railway line  - collection of images, videos and audio files
  • Location, course and permissible speeds of the route on the OpenRailwayMap

Individual evidence

  1. ↑ Bahn-annoyance: Wiesbaden is examining a complaint due to incomplete branch  ( 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: Wiesbadener Tagblatt , September 23, 2009.@1@ 2Template: Toter Link / www.wiesbadener-tagblatt.de  
  2. ↑ a b c d Association of Tax Payers Germany e. V: (Ed.): Public Waste 2010 . Berlin 2010, p. 21
  3. ↑ a b c d e f g h Rolf W. Schaaff: Wiesbaden and the new Cologne - Rhine-Main line . In: Baukultur , Heft 3, 1994, pp. 16-19, ISSN  0722-3099 .
  4. ↑ Jürgen Grübmeier, Helmut Wegel: Federal Transport Infrastructure Plan 1985 . In: Railway technical review . No. 1/2 , 1986, ISSN  0013-2845 , pp. 45-55 .
  5. ↑ DBProjekt Köln – Rhein / Main (Ed.): On the subject , June 1999 issue, Frankfurt am Main, p. 2.
  6. ↑ a b Wilhelmd Blind: Cologne – Frankfurt (M) in one hour . In: Railway technical review . 41, No. 7/8, July / August 1992, pp. 475-484.
  7. ^ A b New line Cologne – Rhine / Main - project group NBS Frankfurt am Main of the Bahnbauzentrale (publisher): New line Cologne – Rhine / Main in Hesse: Section Hünstetten – Wiesbaden / Hattersheim . Leporello (eight A4 pages), Frankfurt, approx. 1992.
  8. ^ Deutsche Bahn AG, network division, NBS Cologne – Rhein / Main, project management (publisher): New Cologne – Rhein / Main line: Hesse area, planning section PA 33 / 1.1, Naurod - Bremtal . Brochure, 12 A4 pages, Frankfurt am Main, June 1995
  9. ^ DBProjekt Köln – Rhein / Main (Ed.): On the subject , Issue 2/97, April 1997, Frankfurt am Main, pp. 2, 5.
  10. ↑ Cologne – Rhein / Main: on new rails into the future . In: On the subject , ZDB -ID 2115698-0 , special issue, December 1995, pp. 6-9.
  11. ^ The high-speed route Cologne - Rhine / Main / episode 1 . In: Schiene , issue 2/1997, ISSN  0932-2574 , p. 52
  12. ^ The high-speed route Cologne - Rhine / Main / episode 2 . In: Schiene , issue 3/1997, ISSN  0932-2574 , p. 50 f.
  13. ↑ a b c Visitor day in the Siegauen tunnel; Start of construction of the Röttgen stud farm; Groundbreaking bypass; largest switch built in . In: On the subject , ZDB -ID 2115698-0 , edition 2/2001, April 2001, pp. 7–9.
  14. ↑ Announcement of two-track ICE connection for Wiesbaden . In: Eisenbahn-Revue International , Issue 9, 1998, ISSN  1421-2811 , p. 338
  15. ↑ a b Message: Railway turns in: Section two-track . In: Frankfurter Rundschau , No. 152, 1998, July 4, 1998
  16. ^ Köhler: Deutsche Bahn pays incorrectly billed millions back to the federal government ( Memento from January 15, 2010 in the Internet Archive ). In: Allgemeine Zeitung , January 12, 2010.
  17. ^ German Bundestag: Comments of the Federal Audit Office 2008 on the budget and economic management of the federal government (including the findings on the 2007 annual accounts) (PDF file; 1.84 MiB), printed matter 16/11000 of December 8, 2008, p. 114 f.
  18. ↑ DBProjekt GmbH Cologne – Rhein / Main, project management (publisher): New Cologne – Rhein / Main line: construction section middle, lot C: Huenelden – Eddersheim / Nordenstadt , brochure (16 pages), Frankfurt am Main, September 1998, p. 3.
  19. ↑ double baptism; Punch; Bridge displacement; Drainage tunnel; Long-distance train station . In: On the subject , ZDB -ID 2115698-0 , issue 2/99, April 1999, pp. 8-9.
  20. ↑ Fewer trains to Cologne ( Memento from May 5, 2015 in the Internet Archive ). In: Frankfurter Allgemeine Zeitung (online edition), September 20, 2007
  21. ↑ Chaostage at Bahn AG  ( 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: Wiesbadener Kurier , October 22, 2008@1@ 2Template: Toter Link / www.wiesbadener-kurier.de  
  22. ↑ The prank orgy goes on and on  ( page can no longer be accessed , 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: Wiesbadener Kurier , October 22, 2008@1@ 2Template: Toter Link / www.wiesbadener-kurier.de  
  23. Jump up to Frankfurt quickly . In: Wiesbadener Kurier , December 1, 2007.
  24. ↑ Wiesbadener Tagblatt: "Connection uncertain for Wiesbaden: construction of the Wallauer clasp 'completely open'" ( Memento of October 2, 2011 in the Internet Archive ), May 7, 2011
  25. ^ Initiative for the construction of the Wallauer Spange ( Memento from December 31, 2012 in the Internet Archive ), accessed on August 3, 2011.
  26. ↑ BVU ITP SMA: Development of a transport concept for the railway corridor Middle Rhine axis - Rhine / Main - Rhine / Neckar - Karlsruhe. (PDF) March 12, 2015, accessed January 20, 2016 .
  27. ^ A b Pitt von Bebenburg: Rail traffic: "Hessen Express" to the airport. In: Frankfurter Rundschau . January 12, 2015, accessed January 20, 2016 .
  28. ↑ New rail connection planned between Wiesbaden and Frankfurt Airport . In: Frankfurter Neue Presse . January 13, 2016, ZDB -ID 126029-7 , p. 23 .
  29. ↑ Metropolnews editorial team: Wallauer Spange: Deutsche Bahn informs citizens about plans for the connection between Wiesbaden and Frankfurt Airport. In: metropolnews.info. June 6, 2018, accessed on July 16, 2018 .
  30. ↑ Target timetable Germany-Takt Presentation of the first expert draft within the framework of the future alliance rail. (PDF) October 9, 2018, p. 22 , accessed October 19, 2018 .
  31. ↑ Manfred Becht: Wallauer Spange: Railway is in a hurry - route is now planned with two lanes. In: fnp.de. May 13, 2019, accessed May 24, 2019 .
  32. ↑ Norbert Janiak, Ilona Nadler: Create more capacity for the German clock . In: DB Netz AG (Ed.): Infrastructure projects 2018 . Building at Deutsche Bahn. PMC Media House, Hamburg 2018, ISBN 978-3-96245-163-9 , pp. 102-107 .
  33. ↑ Hartmut Schorlig: A tunnel made of two tubes . In: DB ProjektBau GmbH, Frankfurt (ed.): New Cologne – Rhine / Main line. Bridges and tunnels . without ISBN. Pp. 98-103
  34. ↑ Via the super switch to Wiesbaden . In: Frankfurter Rundschau , July 28, 2001.