Mannheim – Frankfurt am Main railway line

The title of this article is ambiguous. For other routes between these cities, see the Frankfurt – Mannheim line .

Coordinates: 49 ° 47 ′ 34.8 "  N , 8 ° 28 ′ 17.8"  E

Mannheim Hbf – Frankfurt am Main stadium
Route number (DB) :	3533 (Gr-Gerau-Dornbg – Groß-Gerau) 3534 (Gr-Gerau-Dornbg – Eichmühle) 3628 (Ffm Stadion – Ffm Stadion Süd) 3658 (Ffm Stadion Süd – Ffm Stadion) 4010 (Mannheim Hbf Ost – Ffm Stadion) 4012 (Mannh-Neckarst-Mannh-Waldhof)
Course book section (DB) :	655; ~ 1970: 551; ~ 1950: 315a; ~ 1941: 275, 275d (Waldhof – Neckarstadt); 1939: 254, 254a (Waldhof – Neckarstadt)
Route length:	74.8 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Power system :	15 kV 16.7 Hz  ~
Top speed:	200 km / h
Dual track :	(continuous)
Legend from Frankfurt (Main) Hbf Frankfurt Süd bypass 74.760 Frankfurt am Main Stadium Airport loop and to Mainz 74,000 Frankfurt am Main Stadium South ( Bft ) 73.150 High-speed route to Frankfurt Airport Fernbf ( level-free ) 72.500 Federal motorway 3 SFS from Frankfurt Airport Fernbf 70.610 Zeppelinheim 68.400 Federal motorway 5 Connection to Cargo City Süd (Fraport AG) 66,308 Walldorf (Hess) 63,586 Moerfelden 58.350 Fall Gate House (Bk) 56.045 Federal highway 67 56.0231 55.9996 Mileage jump from Mainz 56.000 Great Gerau 55,703 Bridge (27 m) Connecting routes 56.000 Klein-Gerau Eichmühle (Bft Abzw ) to Darmstadt 54,390 Gross Gerau-Dornberg 50.584 Gross Gerau-Dornheim 48.610 Wolf throats (Bk) 48.033 Riedstadt-Wolfskehlen from Darmstadt 45.710 Riedstadt-Goddelau 89  m 42.739 Stockstadt (Rhine) 39,590 Biebesheim Connection to Gernsheimer Hafen 36,352 Gernsheim 90  m 31,524 Gross Rohrheim 90  m Connection of Biblis nuclear power plant 28.110 Biblis 90  m to Worms Hbf 26,951 Weschnitz 24,900 Bobstadt 90.57  m 22,950 Bürstadt Hp ( tower station   Hofheim (Ried) - Bensheim ) 97.25  m from Worms 17,550 Lampertheim 93  m to Weinheim Weinheim – Worms 15.040 Regional border middle / southwest 14.881 State border Hessen / Baden-Württemberg 13.620 Mannheim-Blumenau (formerly Sandtorf) 12.600 Federal motorway 6 Connection to Coleman Barracks 10,700 Mannheim-Waldhof Gbf (Bft) to Mannheim-Sandhofen 4.43 9.445 Mannheim-Waldhof to Mannheim industrial port 3.40 0.000 Mannheim-Luzenberg (formerly Bf) Western introduction to Mannheim Hbf (see below) 7.330 Mannheim North tram Mannheim industrial port railway 0.00 0.000 Mannheim-Neckarstadt 6.700 Mannheim tram 6.500 Upper Rhine Railway 6.279 Mannheim-Käfertal 4,794 Tram Mannheim to Feudenheim 4,314 Neckar Canal (65 m) 4,237 4,140 Neckar (187 m) 4.050 4.029 Upper Rhine Railway (26 m) 3.451 Tram Mannheim to Neuostheim 3.390 Mannheim-Neuostheim (planned) 98  m 3.269 Mannheim Rennplatz ( Abzw ) Freight route to Mannheim Rbf 2.900000 2.891762 Mileage jump 2,792 Tram Mannheim to Neuhermsheim 1.660 from Basel Bad Bf from Stuttgart and Karlsruhe 1.300 Mannheim Central Station East 0.000 Mannheim Central Station Western introduction of Frankfurt to Ludwigshafen Swell:

The Mannheim – Frankfurt railway line is a double-track, electrified main line in Baden-Württemberg and Hesse . It runs from Mannheim via Biblis and Groß-Gerau to Frankfurt am Main .

Today it is often referred to as the Riedbahn , although the railway line originally given this name led from Darmstadt to Worms-Rosengarten and only the middle section of today's Riedbahn is identical to the historic route.

Geographical location

The route runs in southern Hesse through the Hessian Ried and in its southern section in Baden-Württemberg . It connects the train stations Frankfurt am Main Stadion (trains are connected to Frankfurt (Main) Hauptbahnhof ) and Mannheim Hauptbahnhof .

meaning

In terms of passenger traffic , the route is the most heavily used in the entire ICE network. The line has been expanded since the late 1980s and is now largely approved for speeds of 200 km / h. The greater part of the freight traffic runs because of the better connection to the Mannheim marshalling yard via the Main-Neckar Railway, which runs parallel to the east .

history

origin

Historic Mannheim-Neckarstadt train station , around 1912

The private Hessian Ludwigsbahn built the Riedbahn to connect the then state capital of the Grand Duchy of Hesse ( Darmstadt ) with Worms , which at that time was the second most important city in its province of Rheinhessen . The neighboring communities made a significant contribution to the financing of the project.

On May 29, 1869, the Grand Ducal Hessian Prime Minister Reinhard Carl Friedrich von Dalwigk opened the route from Darmstadt via Goddelau and Biblis to the Rosengarten train station . This was on the right bank of the Rhine across from Worms. The connecting Rhine bridge only went into operation in 1900. Until then, the Worms – Rosengarten route established the connection.

In October 1879, the first branch line from the Riedbahn, which led south from Biblis via Waldhof to Mannheim's Neckarstadt, went into operation, where it ended at Mannheim-Neckarstadt station northeast of today's Kurpfalzbrücke . There was no track connection to Mannheim Central Station .

In November 1879 a branch line followed from Goddelau north to Frankfurt. Today's Riedbahn between Mannheim and Frankfurt thus connects these two former branches and only runs on the original route between Biblis and Goddelau.

Changes in the network

In 1880 a bypass of Mannheim with a route over Käfertal and the Rhine Valley Railway was completed. Then the trains of the Riedbahn could run on a curve to the south continuously to Mannheim main station. Before continuing in the direction of Karlsruhe and Stuttgart , they had to "turn heads" here .

In 1899, the double-track expansion of the line between Frankfurt and Mannheim was completed.

The Rhine bridge in Worms was opened in December 1900, and all traffic that had ended in the Rosengarten station up until then was directed to Worms main station . After the introduction of the electrical route block at the end of 1901, the personnel at the Groß-Rohrheim, Biebesheim, Stockstadt am Rhein, Leeheim-Wolfskehlen, Dornheim, Mörfelden and Walldorf stops were withdrawn. In 1905 the line between Darmstadt and Goddelau was equipped with telephones ; the entire line, including the branches to Worms and Mannheim-Neckarstadt, was given telephone connections between Frankfurt and Mannheim in 1912. On February 10, 1914, new “double- light pre-signals ” were put into operation in the Mannheim-Neckarstadt– (Mannheim-) Waldhof section , which corresponded to the shape signal model that is still in use today .

Shortly before the Second World War , plans developed (and already approved by the Reich Ministry of Transport) for a fundamental reorganization of the Mannheim / Ludwigshafen rail junction, which provided for the Riedbahn to be changed to the Mannheim junction and a fast-passable transition to the Main-Neckar Railway between Darmstadt- Building Eberstadt and Lampertheim were no longer implemented as a result of the war. Plans from 1950 and 1951, which also provided for the relocation of the Riedbahn in the Mannheim area, were also not implemented.

In 1975 the major part of the Darmstadt – Goddelau section was shut down and broken off due to lack of traffic . Remaining is the track of Darmstadt central station to Weiterstadt - Riedbahn , as the siding is operated.

Upgrading for high-speed traffic

Double-deck TGV ( TGV-Duplex ) Frankfurt - Marseille near Mörfelden-Walldorf (2012)

The Riedbahn was already listed in the Federal Transport Infrastructure Plan in 1973 as one of eight planned expansion routes . In March 1977, the DB's board of directors presented the plan for the Frankfurt – Mannheim expansion line to the administrative board , into which the western introduction of the Riedbahn had meanwhile also been integrated. In May 1977 the Board of Directors approved the project. The benefit-cost factor was 6.73. In the Coordinated Investment Program for Federal Transport Infrastructures from 1977, which was updated in 1973 , this expansion was included along with five other upgraded routes, and in the 1980 Federal Transport Infrastructure Plan as well. At the end of the 1970s it was planned to expand the line between Mannheim-Waldhof and Groß-Gerau to four tracks. In Groß-Gerau, the new Cologne – Groß-Gerau line towards Cologne would have been developed . Both projects were later rejected.

Tracks with line managers in Bibliser Bahnhof (2008)

As early as the mid- 1980s , the line was considered to be congested and the operational quality in sections was very unsatisfactory. In 1985, the western introduction of the Riedbahn was opened, on which the Riedbahn flows into the north head of Mannheim Central Station . This meant that there was no need to change direction for trains traveling further south. Some TGVs and ICEs that continue across the Rhine without changing direction continue to use the "eastern" Riedbahn entry. Almost all regional trains run on the new northern connection. With 180 pairs of trains a day, the eastern Riedbahn is particularly important for freight traffic . The Mannheim-Käfertal train station adjacent to it is currently (November 2019) only served by one regional train a day to Biblis.

For the Federal Transport Infrastructure Plan 1985 , the Federal Ministry of Transport commissioned a joint investigation of the expansion projects on the Ried and Kinzig Valley Railway . The overall project was rated with a benefit-cost factor of 15. With a total investment of 960 million DM (at the price level of 1983), an annual contribution to the economic results of the DB of 256 million DM per year was expected. These results led to the inclusion of the Riedbahn in the urgent requirement of the Federal Transport Infrastructure Plan 1985. The measure was to be implemented as quickly as possible and to be completed in 1991 for the start of ICE traffic. With investments in the Riedbahn in the amount of 500 million DM, a travel time gain of five minutes was to be achieved, the line capacity increased to 146 trains per day and direction and the Frankfurt airport connected. In connection with the expansion of the Kinzig Valley Railway , the travel time between Fulda and Mannheim was to be reduced by seven minutes by then and by fifteen minutes by 1995 compared to the original state (as of 1990).

To achieve these goals, the route between Mannheim-Waldhof and Frankfurt Sportfeld, with the exception of a 110 km / h section at Biblis station , should be passable at 200 km / h. These were line improvements in Lampertheim, United Rohrsheim, Goddelau-Erfelden, Gross Gerau-Dornberg and Mörfelden planned. Two passing tracks were to be rebuilt and six were to be extended. One signal box and ten bridges were to be rebuilt, as well as five signal boxes and 27 bridges. The entire line was also to be equipped with a line control system. Eliminating the drop in speed in Biblis would have meant a large-scale bypassing of the place and was rejected.

The expansion project was divided into two stages:

In the 1985 Federal Transport Infrastructure Plan, the first stage of expansion of the line - essentially the new introduction to Mannheim's main train station - was in urgent need , the second in further need . In addition, performance-enhancing measures (mainly block compaction and track changing operations ) were implemented. The expansion of the line was calculated in 1983 at 500 million DM. Another 180 million DM were to be raised by crossing partners to remove the level crossings . Of the 500 million DM, about half of the funds were intended to be used to increase capacity and increase performance. The costs of the first expansion stage were estimated in the Federal Transport Infrastructure Plan 1985 at 340 million DM. Of this, 291 million DM had been spent by the end of 1985. Between 1986 and 1989 a further DM 14 million was invested in the first stage. In 1990 total costs of DM 350 million at the 1989 price level were assumed.

As part of the second expansion stage, the line was to be upgraded to more than 80 percent of its length at 200 km / h for 500 million DM. Additional and extended overtaking tracks were provided to increase performance. Between Frankfurt-Sportfeld and Groß Gerau-Dornberg, a four-track expansion was considered as a long-term option in the planning, until Goddelau-Erfelden a three-track expansion. More than 300 million DM of the planned 500 million DM were accounted for by the connection to Frankfurt Airport. This connection, including an additional track at the airport regional train station , should be implemented at the latest in the course of the new Cologne – Rhine / Main line . At the end of the 1980s, it was planned to expand the airport regional train station at Frankfurt Airport as part of the expansion measures and to connect it to the Riedbahn with a connecting curve. Initially the construction of a south curve to the Riedbahn was planned, later the construction of a north curve. This connection was created later as part of the new Cologne – Rhine / Main line after the DB's management board decided in April 1990 to build an airport long-distance station . This was opened in May 1999.

The headquarters of the German Federal Railroad examined the preliminary planning for the second expansion stage submitted to it in 1986. It was found that the budget of 186 million DM would be exceeded by around 55 million DM. Several measures were then postponed.

The second expansion phase started in 1987. It should be completed with the full commissioning of the high-speed line Mannheim – Stuttgart planned for 1991 . After the state of Hesse had requested a spatial planning procedure for the line improvements Groß-Gerau, Goddelau-Erfelden, Stockstadt and Gernsheim on December 1, 1986, there were delays. The planning approval procedures were also delayed, especially those for the removal of level crossings . By autumn 1988 only three and by the end of 1989 four of the 27 level crossings on the line had been removed. At the end of 1989, 46 individual measures were planned. By then 6 of 27 level crossings at the same level had been closed. Planning approval procedures were in progress for the elimination of nine other crossings. By the end of 1990, measures were under construction in eight of the twelve planning approval sections; the proceedings were still ongoing in the remaining four. Six of the level crossings had been removed by then, four under construction, ten in the planning approval process and eight in the planning stage. For the start of the ICE operation in June 1991, according to the planning status from the beginning of 1991, at least one high-speed section Stockstadt-Mannheim-Waldhof should be put into operation. By the beginning of 1991, the work in four of the twelve plan approval sections had largely been completed; the procedures had been initiated in four others.

With the introduction of the first ICE line on June 2, 1991, the expansion section between Stockstadt and Mannheim-Waldhof was put into operation. At the same time, the line capacity was increased from 240 to 280 trains per day. The Bürstadt railway bridge was rebuilt as part of the expansion, and four other bridges were widened.

In 1990, the preliminary planning for a connecting curve to connect Frankfurt Airport to the route was also carried out. This was later realized as part of the Frankfurter-Kreuz-Tunnel and put into operation in 1999.

1992 was one of the route - between Frankfurt Sportfeld and Mannheim - the five routes that primarily with CIR ELKE - High performance block should be equipped.

When the timetable changed in May 1998, the maximum permissible speed in the southern section was increased from 15 kilometers to 200 km / h and the northern section between Groß-Gerau and Frankfurt am Main was completed for high-speed travel in autumn 1999. Since December 5, 1999, 200 km / h can also be driven in the 3.3 kilometer section Leeheim  - Dornberg .

By the end of 1993, EUR 176 million of the 275 million euros planned for the expansion of the route had been invested. Another 82 million followed in the years 1994 to 2001. By 2003, nine of the ten planned line improvements had been implemented and 21 of 30 level crossings had been removed. With regard to the new Rhine / Main – Rhine / Neckar line , the expansion project should be completed “qualified”. A line improvement planned for Mörfelden was not implemented. The outstanding level crossings clearances should be implemented under separate agreements.

The route is (as of 2006) between route kilometers 12 and 25, 29 to 61 and 64 to 69 can be driven at 200 km / h. There are still six level crossings on the route (as of 2013): two south of the Mörfelden station (km 61.95 and 61.38), three in the Biblis station area (km 28.65, 27.20 and 26.57) and one in the area of ​​the Bobstadt stop (km 25.07). It is equipped with line train control between Zeppelinheim and Mannheim-Waldhof .

business

history

TEE Helvetia was involved in a serious accident on August 12, 1965 at the Lampertheim station when it collided with the last wagon of a freight train that was not free of profile and derailed . Four people died and many were injured.

→ Main article : Railway accident at Lampertheim

Operating points

Mannheim Central Station

→ Main article : Mannheim Central Station

The Riedbahn starts in Mannheim main station ( route km 0.0).

Mannheim-Neuostheim

The Mannheim-Neuostheim stop is a planned S-Bahn stop as part of the eastern bypass of the Riedbahn around Mannheim. It is to be built in Mannheim-Neuostheim directly at the southern end of the Neckar Bridge, where the Mannheim Kurpfalzbrücke – Edingen – Heidelberg line of the OEG crosses the Riedbahn, the so-called “Dürer's knot”.

Mannheim-Käfertal

→ Main article : Mannheim-Käfertal train station

The Mannheim-Käfertal train station (km 6.3) is also in the course of the eastern bypass of the Riedbahn around Mannheim. From here an electrified leads siding for Mannheim industrial harbor .

Mannheim-Waldhof

In Mannheim-Waldhof station, the western introduction of the Riedbahn (route kilometers 6.4) and the Mannheim east bypass (route kilometers 9.4) come together. Further north, the sets Kilometrierung after the older count continued the eastern bypass.

→ Main article : Mannheim-Waldhof train station

Mannheim-Waldhof freight yard

There are sidings from Mannheim-Waldhof freight yard (route km 10.9) to industrial companies in the area of ​​the Mannheim harbor . Sidings that used to supply the Coleman Barracks and Airfield , a base of the United States Army , are closed.

Mannheim-Blumenau

The Mannheim-Blumenau stop ( km 13.6) has been closed. It was put into operation together with the line and initially served mainly for excursion traffic. At first it was called Sandhofen . In 1905 it was renamed Sandtorf , later Mannheim-Blumenau . There was initially no reception building. The gatekeeper who looked after the neighboring level crossing sold tickets. In 1934 the stop received electrical lighting. By moving into the neighboring forest colony by 1936, the volume of traffic increased. A station building was built in 1936/37 . In 1938 the stop was renamed Mannheim-Blumenau . It was abandoned on September 28, 1968, and the station building was demolished in 1982.

Lampertheim

The now disused Weinheim – Worms railway used to cross the Riedbahn at the Lampertheim station (route km 17.6) . A remnant of the route to the north still serves as a siding.

→ Main article : Lampertheim station

Bürstadt

The Bürstadt stop occupies the upper level of a tower station .

→ Main article : Bürstadt train station

Bobstadt

The Bobstadt stop (route kilometer 24.9) serves the Bobstadt district of Bürstadt . In 1934 the station was opened to a limited extent for general cargo traffic. The station building emerged from a route keeper's house built around 1880, to which a waiting room and a signal box extension were added around 1950.

Biblis

→ Main article : Biblis train station

In Biblis station (route km 28.1), the branch coming from Worms joins today's Riedbahn, which was originally its southernmost section. In addition, a siding leads from here to the Biblis nuclear power plant, which has been shut down .

Gross Rohrheim

Groß Rohrheim train station (km 31.5) serves the community of Groß-Rohrheim . The different spelling of the station name (without hyphen) and the place name (with hyphen) is explained by the fact that the Prussian spelling rules have been in effect in the Prussian-Hessian Railway Association in rail operations since January 1, 1903, but the ones that apply there for place names in the Grand Duchy of Hesse Spelling rules and both systems showed a difference on this point.

The reception building in neo-baroque form dates from 1905. It has two full floors on an L-shaped floor plan and another floor under the mighty hipped roof . A bay window decorates the facade on the street side. The wing parallel to the track is extended in a one-story extension. The reception building is a cultural monument due to the Hessian Monument Protection Act.

Gernsheim

Gernsheim station (route km 36.4) has a siding that connects it with the Gernsheim Rhine ports and is operated by Gernsheimer Umschlags- und Terminalbetriebsgesellschaft mbH & Co. KG . The yellow sandstone reception building is a two-storey type building from 1876, similar to that of Biblis. A gable crowns the central projection. In the north there is a small, single-storey extension. The station building stands at the eaves to the tracks. The reception building is a cultural monument due to the Hessian Monument Protection Act.

Biebesheim

The Biebesheim train station (km 39.6) serves the community of Biebesheim am Rhein . From here a siding leads to the hazardous waste incineration plant of HIM GmbH (formerly: Hessischen Industriemüll GmbH).

The reception building is a type building similar to that of Groß Rohrheim, has neo-baroque shapes and dates from 1905. The main building has two full floors on an L-shaped floor plan and another floor under a hipped roof. The wing parallel to the track is two-storey on the street side and one-storey on the track side. The difference in height is compensated for by an asymmetrical roof. In the south includes goods shed in framework construction on. The assembly is a cultural monument due to the Hessian Monument Protection Act.

Stockstadt (Rhine)

The Stockstadt (Rhine) stop (route km 42.7) serves the community of Stockstadt am Rhein .

The station building is a brick type building from 1898/99 . The main building has two full floors on an L-shaped floor plan. The wing parallel to the track has a central projecting on the side of the track, which is crowned by a gable. A goods shed connects to the north. The reception building is a cultural monument due to the Hessian Monument Protection Act.

Riedstadt-Goddelau

→ Main article : Riedstadt-Goddelau train station

Riedstadt-Goddelau station (route km 45.7) is one of two stops on the line in the city of Riedstadt . Here a now disused branch branched off to Darmstadt . The S-Bahn line S7 coming from Frankfurt (Main) Hauptbahnhof ends here.

Riedstadt-Wolfskehlen

The Riedstadt-Wolfskehlen stop (route km 48.0), formerly Leeheim-Wolfskehlen , is an S-Bahn station and the second of two stops in the city of Riedstadt.

Gross Gerau-Dornheim

The stop and former train station Groß Gerau-Dornheim (route km 50.6) is an S-Bahn station and serves the Groß-Gerau district of Dornheim . For the different spelling of the station name (without hyphen) and the place name (with hyphen), see above: Groß Rohrheim.

The reception building is a type building from 1905. It corresponds to that of Groß Rohrheim, has neo-baroque shapes, the main building has two full floors on an L-shaped floor plan and another floor under a hipped roof. A single-storey extension is located south of the main building. The reception building is a cultural monument due to the Hessian Monument Protection Act.

Gross Gerau-Dornberg

→ Main article : Groß Gerau-Dornberg train station

The Groß Gerau-Dornberg train station (route km 54.5) enables trains from Mannheim to enter the Rhein-Main-Bahn in both directions. For the different spelling of the station name (without hyphen) and the place name (with hyphen), see above: Groß Rohrheim.

Moerfelden

Mörfelden train station (km 63.6) serves the district of the same name in the city of Mörfelden-Walldorf . The station building is - in contrast to most along the Riedbahn - an individual design and not a type construction. It was built around 1910 using neo-baroque forms. The main building has a sandstone plinth on which a two-story plastered building rises under a hipped roof. On the street side, the facade is crowned in the middle by a gable, on the track side the building protrudes here with a 3/8 bulge. A lower waiting room has been added to the north and a covered passage to the south, followed by a pavilion. The complex is a cultural monument due to the Hessian Monument Protection Act.

Walldorf (Hesse)

The Walldorf (Hessen) train station (route kilometer 66.3) serves the district of the same name in the city of Mörfelden-Walldorf . The reception building is a type building from 1903. It has neo-baroque shapes, the main building has two full floors on an L-shaped floor plan and another floor under a hipped roof. A single-storey extension in the south originally housed the station restaurant, while a similar extension in the north housed the waiting room. The reception building is a cultural monument due to the Hessian Monument Protection Act.

→ Main article : Walldorf train station (Hessen)

Zeppelinheim

→ Main article : Zeppelinheim train station

The Zeppelinheim train station (route kilometers 70.6 and 4.8 from Frankfurt am Main airport long-distance train station ) is the S-Bahn station in the Neu Isenburg district of Zeppelinheim . In terms of network technology, it gains its importance from the fact that this is where the south-facing connection from the high-speed line Cologne – Rhine / Main and from Frankfurt am Main airport long-distance train station joins the Riedbahn.

Frankfurt am Main Stadium

→ Main article : Frankfurt am Main Stadion station

Here (route kilometers 74.8) the Riedbahn joins the network node Frankfurt am Main .

Current

ICE 3 runs through Bürstadt station on the way to Mannheim

Regional Express at the Lampertheim train station on the way to Mannheim Hbf (former rolling stock)

With 650 trains per day in 2007, the corridor between Mannheim and Frankfurt am Main or Mainz with the Riedbahn, Main-Neckar-Bahn and the Mainz – Ludwigshafen line is one of the most heavily used German railway lines today. Its occupancy rate in 2011 was 124 percent. Trains therefore have to run with lower buffers than ideally provided. A further increase to 900 train journeys in this corridor is expected by 2015. In 2015, around 92 freight trains, 40 regional express trains, two regional trains , three InterCitys , eight night trains, 110 ICE and six TGV ran daily in the Biblis – Riedstadt section . The section from Mannheim-Waldhof to Zeppelinheim was declared a congested rail line in 2015 , in particular because of the nine block sections that were too long.

In addition to regional trains of the RMV and VRN, seven ICE lines that connect southern Germany with Berlin , Hamburg and Cologne / Dortmund also operate on the Riedbahn .

The RMV runs the route as line RE 70, the VRN under the line designation R 62.

Regional Express trains run between Mannheim and Frankfurt , to which a regional train in Biblis connects from Worms . The S-Bahn line S7 of the S-Bahn Rhein-Main with railcars of the 430 series runs from the main hall from Frankfurt Central Station to Riedstadt-Goddelau . Regional trains coming from Karlsruhe run between Mannheim and Biblis every hour as advance service for future service by the RheinNeckar S-Bahn .

The following local transport lines operate on today's Riedbahn:

• Frankfurt Hbf - Groß-Gerau-Dornberg - Riedstadt-Goddelau
• RE 70 Frankfurt Hbf - Groß-Gerau-Dornberg - Riedstadt-Goddelau - Biblis - Mannheim Hbf
• RB 2Biblis - Mannheim Hbf - Graben-Neudorf - Karlsruhe Hbf

The stations Biblis, Bürstadt, Bobstadt, Lampertheim and Groß-Rohrheim were converted and modernized to meet the needs of the S-Bahn by the end of 2017. The estimated costs of 24 million euros were borne by the federal government (eleven million euros), the VRN and the municipalities involved (together eight million euros) and the state of Hesse (five million euros).

Planning

The Terminal 3 of Frankfurt Airport will be served by Riedbahn. For this purpose, a level extension from the Riedbahn south of Zeppelinheim and a level-free integration north of Walldorf is planned. The construction of the necessary connecting curve for the S7 and the RE70 regional express line as well as an underground S-Bahn station would cost 120 million euros according to information from 2009, but would be economical. The application for planning approval for Terminal 3, which was supposed to be submitted in September 2013, contained the S-Bahn connection for information only. According to the planning status of 2013, the S-Bahn connection should only be implemented after the completion of the new Rhine / Main – Rhine / Neckar line, the construction of which is currently not foreseeable. A planning contract was signed at the beginning of January 2020. The State of Hesse is making an advance payment of 5.5 million euros so that necessary bridge structures can be taken into account in the course of the planning approval for the new Rhine / Main – Rhine / Neckar line. The preliminary planning should be completed by mid-2022.

Once the new Rhine / Main – Rhine / Neckar line has gone into operation, the capacity of the Riedbahn should be sufficient to compress the S-Bahn line S7 of the S-Bahn Rhein-Main to Groß Gerau-Dornberg from half an hour to a quarter of an hour.

The Baden-Württemberg Ministry of the Environment and Transport announced at the beginning of 2011 that it would reactivate the second track of the eastern Riedbahn in Mannheim by 2015 and that the route would be upgraded for S-Bahn traffic. In Mannheim-Neuostheim , a new S-Bahn stop is to be built at the Dürer junction. From December 2020, an hourly S-Bahn between Groß-Rohrheim , Biblis and Mannheim Hbf will run on the route . Originally only planned to Biblis, in June 2012 the Bergstrasse district was able to enforce the extension to the tariff limit between the Rhein-Neckar transport association (VRN) and the Rhein-Main transport association (RMV) to Groß-Rohrheim. In contrast to the current regional train service, the S-Bahn from Groß-Rohrheim will not be linked from Mannheim to Karlsruhe , but will end at Mannheim Central Station.

The platforms at the Lampertheim, Bürstadt, Bobstadt and Biblis stations have already been rebuilt for this purpose, with remaining work still to be done at the end of June 2019. The plan approval decision for the conversion of the Mannheim-Käfertal station was passed in February 2019, the plan approval procedure for the Mannheim-Neuostheim station and for the modernization of the second track is currently running (as of July 2019). The application for planning approval for platform 3 of the Mannheim-Waldhof station had to be withdrawn at the request of the Federal Railway Authority.

The line is to be equipped with electronic interlockings (ESTW) and ETCS Level 2 . For this purpose, an ESTW headquarters (ESTW-Z) with remote interlockings (ESTW-A) in Lampertheim, Biblis, Riedstadt-Goddelau, Groß Gerau-Dornberg and Walldorf are to be built in Gernsheim. Beyond a mere one-to-one replacement of the signal systems, an optimization for better operating quality should take place.

The new transport contract for regional traffic on the Riedbahn and Main-Neckar-Bahn runs until 2032. New TWINDEXX Vario double-decker railcars will be used, on the RE 70 line as four-car trains, which are replaced by a three-car train during rush hour -Train part to be extended. Due to delays in delivery, these new vehicles were only used here from March 30, 2018.

literature

• Heinz Schomann : Railway in Hessen . Railway buildings and routes 1839–1939. In: State Office for Monument Preservation Hessen (Ed.): Cultural monuments in Hessen. Monument topography Federal Republic of Germany . Three volumes in a slipcase. tape 2.1 . Theiss Verlag, Stuttgart 2005, ISBN 3-8062-1917-6 , p. 351 ff . (Route 020).

Web links

• Route, operating points and permissible speeds on the OpenRailwayMap
• Detailed documentation on the Darmstadt – Goddelau section on a private page

Remarks

1. ↑ Spelling inapplicable in Eisenbahnatlas Deutschland . 10th edition. Schweers + Wall, Cologne 2017, ISBN 3-921679-13-3 .
2. ↑ Spelling inapplicable in Eisenbahnatlas Deutschland . 10th edition. Schweers + Wall, Cologne 2017, ISBN 3-921679-13-3 .

Individual evidence

1. ↑ Originally opened as a train station on the access route to Mannheim-Neckarstadt train station under the name Lucienberg and renamed Mannheim-Luzenberg in 1905 (Eisenbahndirektion Mainz (ed.): Official Gazette of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz from March 18, 1905, No. 14. Announcement No. 127, p. 87; again: Ibid. Of April 22, 1905, No. 23. Announcement No. 221, p. 166). With the abandonment of the Mannheim-Neckarstadt train station, it was also given up, but was then re-established as a stop with the western introduction of the Riedbahn to Mannheim.
2. ↑ DB Netze - Infrastructure Register
3. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
4. ↑ Ferlemann presents the Middle Rhine corridor study. Press release. BMVI , March 12, 2015, accessed on March 13, 2015 .  
5. ↑ Magistrate of the City of Lampertheim (ed.): Rosengarten. Contributions to the history of the Rosengarten community - on the 40th anniversary of the Rosengarten community. Lampertheim 1977, p. 90
6. ↑ Magistrate of the City of Lampertheim (ed.): Rosengarten. Contributions to the history of the Rosengarten community - on the 40th anniversary of the Rosengarten community. Lampertheim 1977, p. 91
7. ^ Eisenbahndirektion Mainz (Ed.): Collection of the published official gazettes from April 22, 1899. Volume 3, No. 19. Announcement No. 185, p. 143.
8. ^ Eisenbahndirektion Mainz (Ed.): Collection of the published official gazettes of December 28, 1901. Volume 5, No. 61, Announcement No. 573, p. 411.
9. ^ Eisenbahndirektion Mainz (ed.): Official Gazette of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of January 28, 1905, No. 5. Announcement No. 52, p. 38.
10. ↑ Eisenbahndirektion Mainz (ed.): Official Gazette of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of August 31, 1912, No. 42. Announcement No. 540, pp. 307-309.
11. ↑ Eisenbahndirektion Mainz (ed.): Official Journal of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of January 24, 1914, No. 5. Announcement No. 50, p. 33.
12. ^ ^{A b} Wolfgang Roth: Operational concept for the redesign of the Mannheim Hauptbahnhof (main station) . In: Railway technical review . tape 27 , no. 12 , 1978, ISSN  0013-2845 , ZDB -ID 240040-6 , p. 777-786 .
13. ^ Rüdiger Block: On New Paths. The new lines of the Deutsche Bundesbahn . In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 30-35
14. ↑ Erich Fein: The western introduction of the Riedbahn in Mannheim Central Station . In: The Federal Railroad . tape 58 , no. 8 , 1982, ISSN  0007-5876 , pp. 597-602 .
15. ^ Wilhelm Linkerhägner: New and expanded lines of the Deutsche Bundesbahn . In: Jahrbuch des Eisenbahnwesens , 1977, pp. 78–85
16. ↑ Christian Woelker: Federal Transport Infrastructure Plan '80: The rail is catching up. In: Wolfgang Vaerst , Peter Koch (ed.): Yearbook of the Railway System, Vol. 31, Hestra-Verlag, Darmstadt 1980, pp. 30-36, ISBN 3-7771-0160-5 , ISSN  0075-2479
17. ↑ ^{a b} Michael Hauck, Manfred Wölbing: Expansion measures in the Fulda – Frankfurt (Main) –Mannheim corridor . In: The Federal Railroad . tape 62 , no. 10 , 1986, pp. 785-788 .
18. ↑ ^{a b c d e} Wolfgang Hoelke, Bernhard Holtmann: Operational infrastructure planning for the expanded Fulda – Frankfurt (M) –Mannheim line . In: The Railway Engineer . tape 39 , no. 8 , 1988, pp. 357-365 .
19. ↑ Manfred Wölbing: The upgraded Fulda – Frankfurt (M) line - a component in the high-speed network of the year 2000 . In: Railway technical review . tape 36 , no. 7/8 , 1987, ISSN  0013-2845 , ZDB -ID 240040-6 , p. 483-493 .
20. ^ ^{A b c} Michael Hauck, Manfred Wölbing, Klaus Vollmer: A piece of the future . In: The Federal Railroad . tape 66 , no. 3 , 1990, ISSN  0007-5876 , pp. 287 f .
21. ↑ ^{a b c d e} Rüdiger Block: ICE racetrack: The new lines . In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 36-45
22. ↑ ^{a b c} Georg Fischer: The upgraded lines of the German Federal Railroad . In: Knut Reimers, Wilhelm Linkerhägner (Ed.): Paths to the future . Hestra-Verlag, Darmstadt 1987, ISBN 3-7771-0200-8 , p. 203-207 .
23. ↑ Federal Minister of Transport (Ed.): Federal Transport Route Plan 1985 . Decision of the Federal Government of September 18, 1985. Bonn October 1985, p. 20 .
24. ↑ ^{a b} The Federal Minister of Transport (Ed.): Federal Transport Route Plan 1985 - Status of Realization . Annex to the status report of the Federal Transport Infrastructure Plan 1985 and the German Transport Infrastructure Plan. Bonn October 2, 1990, p. 6, 7 .
25. ↑ Jürgen Grübmeier, Helmut Wegel: Federal Transport Infrastructure Plan 1985 . In: Railway technical review . No. 1/2 , 1986, ISSN  0013-2845 , pp. 45-55 .
26. ↑ ^{a b} New construction and expansion lines . In: The Federal Railroad . Vol. 66, No. 1, 1990, ISSN  0007-5876 , pp. 82-87
27. ^ Futuristic construction site Airrail Center . In: Frankfurter Rundschau , May 28, 2009
28. ↑ ^{a b c} Announcement of the expansion of the Frankfurt – Mannheim line . In: Die Bundesbahn , No. 12, 1989, p. 1116
29. ↑ ^{a b} Michael Hauck, Manfred Wölbing: The removal of level crossings on the upgraded lines Fulda – Frankfurt and Frankfurt – Mannheim . In: Die Bundesbahn , 64, No. 11, 1988, ISSN  0007-5876 , pp. 1109-1113
30. ↑ Review of the year 1989 . In: Die Bahn informs , Issue 1, 1990, pp. 12–15
31. ↑ ^{a b} Annual review 1990 . In: The Federal Railroad . tape  67 , no. 1 , 1991, ISSN  0007-5876 , pp. 132 .
32. ↑ Faster with small steps . In: Die Bahn informs , issue 4/1991, September 1991, p. 14, ZDB -ID 2003143-9
33. ↑ Reports ABS Frankfurt – Mannheim: Extension of the line on schedule and ABS Frankfurt – Mannheim: Final spurt in Biebesheim . In: Die Bundesbahn , edition 7/1990, p. 724 f.
34. ↑ Peter Debuschewitz: The project CIR ELKE . In: Deutsche Bahn . tape 68 , no. 7 , 1992, ISSN  0007-5876 , pp. 717-722 .
35. ^ Message from the high-speed route Frankfurt / M – Mannheim . In: Eisenbahn-Revue International , Issue 7/8, 1998, ISSN  1421-2811 , p. 284
36. ↑ Message Faster on the Riedbahn . In: Eisenbahn-Revue International , issue 11, year 1999, ISSN  1421-2811 , p. 452
37. ↑ News update shortly . In: Eisenbahn-Revue International , issue 2/2000, ISSN  1421-2811 , p. 52
38. ↑ German Bundestag (Ed.): Information from the Federal Government: Report on the expansion of the railways 2003. Printed matter 15/2323 ( PDF ), pp. 12, 16
39. ↑ Railway Atlas Germany . 10th edition. Schweers + Wall, Cologne 2017, ISBN 3-921679-13-3 .
40. ↑ Railway Atlas Germany . 10th edition. Schweers + Wall, Cologne 2017, ISBN 3-921679-13-3 .
41. ↑ Railway Atlas Germany . 10th edition. Schweers + Wall, Cologne 2017, ISBN 3-921679-13-3 .
42. ↑ Railway Atlas Germany . 10th edition. Schweers + Wall, Cologne 2017, ISBN 3-921679-13-3 .
43. ↑ Eisenbahndirektion Mainz (Ed.): Official Journal of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz from April 1, 1905, No. 19. Announcement No. 173, p. 130.
44. ↑ Wolfgang Löckel: Mannheim, here Mannheim. Highlights from the history of rail transport in the city of squares . Ludwigshafen 2008. ISBN 978-3-934845-40-4 , p. 188.
45. ↑ Alfred Heierling: Mannheim-Blumenau. From the gardener's settlement to the district. A home chronicle . Mannheim 2005. Without ISBN, pp. 34–36.
46. ↑ Wolfgang Löckel: Mannheim, here Mannheim. Highlights from the history of rail transport in the city of squares . Ludwigshafen 2008. ISBN 978-3-934845-40-4 , p. 189.
47. ↑ Alfred Heierling: Mannheim-Blumenau. From the gardener's settlement to the district. A home chronicle . Mannheim 2005. Without ISBN, pp. 34–36.
48. ↑ Railway Atlas Germany . 10th edition. Schweers + Wall, Cologne 2017, ISBN 3-921679-13-3 .
49. ^ Deutsche Reichsbahn-Gesellschaft (ed.): Official Gazette of the Reichsbahndirektion Mainz of July 28, 1934, No. 36. Announcement No. 438, p. 172.
50. ↑ Schomann, p. 370
51. ^ Eisenbahndirektion Mainz (Ed.): Collection of the published official gazettes from December 6th. Volume 6, No. 68. Announcement No. 575, p. 616
52. ↑ cf. here
53. ↑ Schomann, p. 362
54. ↑ Railway Atlas Germany . 10th edition. Schweers + Wall, Cologne 2017, ISBN 3-921679-13-3 .
55. ↑ Internet presence of GUT - Gernsheimer Umschlags- und Terminalbetriebsgesellschaft , accessed on December 1, 2017
56. ↑ Schomann, p. 361
57. ↑ Railway Atlas Germany . 10th edition. Schweers + Wall, Cologne 2017, ISBN 3-921679-13-3 .
58. ↑ Schomann, p. 361
59. ↑ Schomann, p. 361
60. ↑ Railway Atlas Germany . 10th edition. Schweers + Wall, Cologne 2017, ISBN 3-921679-13-3 .
61. ↑ Schomann, p. 358
62. ↑ Railway Atlas Germany . 10th edition. Schweers + Wall, Cologne 2017, ISBN 3-921679-13-3 .
63. ↑ Schomann, p. 355
64. ↑ Railway Atlas Germany . 10th edition. Schweers + Wall, Cologne 2017, ISBN 3-921679-13-3 .
65. ↑ Schomann, p. 355
66. ↑ ^{a b c} Mehdorn: ICE route conserves resources - financing unclear . In: Frankfurter Neue Presse from June 20, 2007
67. ↑ Nikolaus Doll, Steffen Fründt, Ernst-August Ginten, Thomas Heuzeroth, Birger Nicolai, Andre Tauber and Daniel Wetzel: Bodenlos . In: Welt am Sonntag . No. 19 , May 12, 2013, ZDB -ID 1123516-0 , p. 13 ( similar version ).
68. ↑ Tobias Vogel: Noise reduction program on federal railways: Line 4010 - section Groß-Rohrheim km 31.0 to km 32.5, Appendix 3-3 "Numbers of trains". (PDF; 66.5 kB) (No longer available online.) Modus Consult on behalf of DB Netz AG, February 24, 2016, formerly in the original ; accessed on October 1, 2016 .  ( Page no longer available , search in web archives )  
69. ^ Railways activity report. (PDF; 1.7 MB) Chapter II.B.3.4. BNetzA, April 2016, accessed on March 19, 2017 .  
70. ↑ S-Bahn expansion of the local transport infrastructure on the Riedbahn. Press release. (No longer available online.) Deutsche Bahn, July 8, 2016, archived from the original on July 9, 2016 ; Retrieved July 9, 2016 .  
71. ↑ ^{a b} Hessen . In: Bahn-Report . No. 2 , March 2020, ISSN  0178-4528 , p. 54-56 .
72. ↑ The future lies in Terminal 3 ( Memento from March 16, 2009 in the Internet Archive ). In: Frankfurter Rundschau , March 12, 2009
73. ↑ Frankfurt RheinMain ^plus . The project. The railway junction. The rail infrastructure. (PDF; 1.63 MB) 32-page brochure. (No longer available online.) Deutsche Bahn AG, June 2009, pp. 14, 27 , archived from the original on January 23, 2013 ; Retrieved November 26, 2017 .  
74. ↑ Terminal 3 should also be approved without its own S-Bahn connection . In: Frankfurter Allgemeine Zeitung . No.  194 , August 22, 2013, ISSN  0174-4909 , p. 33 ( similar version ).
75. ↑ The S-Bahn will reactivate the Käfertal station from 2015 . In: Mannheimer Morgen , February 4, 2011, p. 20
76. ↑ S-Bahn goes to Groß-Rohrheim. (No longer available online.) In: Echo online. June 20, 2012, archived from the original on December 5, 2013 ; Retrieved July 4, 2013 .  
77. ↑ https://www.vrn.de/mam/verbund/dokumente/zrn-sitzungen/109/zrn-niederschrift-109-sitzung.pdf
78. ↑ Germany-Frankfurt am Main: Services of architecture and engineering offices as well as planning-related services. Document 2019 / S 209-511900. In: Tenders Electronic Daily . October 29, 2019, accessed on May 10, 2020 (German). 
79. ↑ Description of measures / projects and preliminary remarks. (PDF) Retrieved on May 10, 2020 (file 19FEI41543 Anl 1.0 project description.pdf in ZIP archive). 
80. ↑ We're taking off! The new Main-Neckar-Ried-Express. (PDF; 10.4 MB) DB Regio AG, Central Region, Passenger Marketing, October 25, 2017, accessed on November 19, 2017 .  
81. ↑ The transition concept at a glance. DB Vertrieb GmbH, accessed on November 19, 2017 .