City tunnel Frankfurt

The articles City-Tunnel Frankfurt , Südmainische S-Bahn and City-Tunnel Offenbach overlap thematically. Help me to better differentiate or merge the articles (→ instructions ) . To do this, take part in the relevant redundancy discussion . Please remove this module only after the redundancy has been completely processed and do not forget to include the relevant entry on the redundancy discussion page{{ Done | 1 = ~~~~}}to mark. PhiH ( discussion ) 11:16 am, Jul 29, 2020 (CEST)

S-Bahn S3 to Bad Soden in the Hauptbahnhof deep, BR 420

Route number (DB) :

3681 (from Hbf)
3682 (to Hbf)
3680 (Schlachthof – Offenbach)

Course book section (DB) :

645.1, 645.2, 645.3-4,
645.5, 645.6, 645.8-9

Route length:

6.36 km

Gauge :

1435 mm ( standard gauge )

Power system :

15 kV 16.7 Hz ~

Maximum slope :

40.0 ‰

Top speed:

80 km / h

Dual track :

(continuous)

Legend

		Ramps at the main train station
	50,000 50,000	Frankfurt (Main) Hbf deep ( Bft ; until 2018 Bf )
	50.802 50.801	Frankfurt Taunusanlage (Bft; until 2018 Hp)
	51.410 51.419	Underground from Praunheim / Hausen
	51,558 51,565	Frankfurt Hauptwache (Bft; until 2018 Bf)
	52.165 52.169	Frankfurt Konstablerwache (Bft; until 2018 Bf)
	52.248 52.248	U-Bahn to Ostbahnhof / Enkheim
	52.550 52.600	to the north Main S-Bahn (planned)
	53,043 53,058	Frankfurt Ostendstraße (Bft; until 2018 Hp)
	53.51 053.540	Urban connecting railway
	53,517 53,541	Defense chamber gates
	53.6 0053.600	Main
	53.727 53.751	Defense chamber gates
	53.807 53.800	Frankfurt Schlachthof (Bft; until 2018 Abzw)
	54,362 54,395	Frankfurt local train station
	54.728 54.728	End of the Frankfurt City tunnel (4728 m)
	54,957 54,988	Route to the south station
		North Main line to Hanau
	54,435	Frankfurt Mühlberg (Bft; until 2018 Bf)


	55,446	Speckweg tunnel ramp at the end of the Frankfurt-Mühlberg tunnel (1633 m)

		Frankfurt-Oberrad (planned)
		South Main line to Hanau
	56,340	Offenbach City Tunnel

S-Bahn S2 in the Taunusanlage, BR 423

Entrance of the city tunnel at the Südbahnhof

The Frankfurt City Tunnel is a central component of the Rhein-Main S-Bahn . A standard-gauge , electrified railway line runs through it , which connects Frankfurt Central Station with Frankfurt Südbahnhof and Frankfurt-Oberrad (further towards City-Tunnel Offenbach ).

The route runs underground for its entire length and divides into two branches in the south of the Main. The length of the original (western) tunnel is 4728 meters, that of the later eastern tunnel section is an additional 1633 meters (called the Frankfurt-Mühlberg tunnel ). The length of the main line from the main train station to Frankfurt Mühlberg is 5446 meters.

The kilometrage starts deep in Frankfurt (Main) Hauptbahnhof with an additional 50,000 km. This continues on the S-Bahn sections of the foothills to Hanau ( Frankfurt Schlachthof – Hanau line ) and to Darmstadt ( Main-Neckar-Bahn ).

history

Hauptbahnhof to Konstablerwache

In the light of growing inner-city traffic problems in Frankfurt, the idea of an inner-city connecting railway was taken up again in the 1960s, despite a lack of economic profitability. In 1964, the city and the Federal Railway Directorate in Frankfurt am Main concluded an agreement on planning, operational and transport cooperation for passenger transport in and around the city. In June 1966 the preliminary draft for the connecting railway was submitted to the Federal Minister of Transport for technical approval. In negotiations between the federal government, the state of Hesse, the city of Frankfurt and the Deutsche Bundesbahn, no agreement could initially be reached on the financing.

The first section was put into operation on May 28, 1978. The S-Bahns of the Taunus-Eisenbahn (S1), the Main-Lahn-Bahn (S2), the Limesbahn (S3), the Kronberger Bahn (S4), the Homburger Bahn (S5) and the Main-Weser-Bahn (S6 ) have since been entering the tunnel from the west via a ramp that is up to 39 per thousand steep at the level of the former post station and after almost 500 meters they reach Frankfurt (Main) Hauptbahnhof (deep) . The Mainbahn (S14, today's S8) was included a short time later. Up to this point, the tunnel was built using the cut-and-cover method, with the station building of the main train station temporarily being demolished in this area.

From the main station, the line was built using mining techniques. It then crosses under the station district and after almost 700 meters reaches the Frankfurt (Main) Taunusanlage station . Here the tunnel swings to the east and after about 250 meters meets the C-tunnel of the Frankfurt underground , with which it leads together under the Freßgass to the Frankfurt (Main) Hauptwache station .

In 1983, the city tunnel was largely cut open, extending 600 meters to the east under the Zeil to Konstablerwache . This section is also a community tunnel of the S-Bahn (center) with the C-line of the U-Bahn (each outside), whereby the southern U-Bahn line had to be mined on a section shortly before the Konstablerwache due to the existing overbuilding.

From July 31 to August 18, 2006, the almost 30-year-old tunnel up to the Konstablerwache was renovated. 30 points were replaced. The costs amounted to around 15 million euros.

Branch to the Ostbahnhof

Between the Frankfurt (Main) Konstablerwache and Frankfurt (Main) Ostendstrasse stations , the connection for a branching tunnel to the Frankfurt (Main) Ost train station has already been installed, through which the North Main S-Bahn will in future run via Maintal to Hanau . As part of the construction of the U-Bahn at Ostbahnhof, the prerequisites for the construction of an S-Bahn tunnel were also created, as this would no longer have been possible later due to a planned overbuilding.

Main crossing

The next major construction phase followed in 1990 in a south-easterly direction. Under a city block between the Hanauer Landstrasse and the Ostendstraße which originated Frankfurt (Main) Ostend Street Station . The route crosses under the Main 300 meters further south . Because of the small distance to the river bed, this tunnel section required the lowering process : First, the construction pits were dug in the water and then the finished pipes were sunk in two halves.

After the Main-crossing beneath the tunnel is divided: A branch extends in the direction Sachsenhausen where it below the Sachsenhäuser Old Town Frankfurt (Main) Lokalbahnhof reached and then by a ramp on the embankment of Kinzigtal path to the station Frankfurt (Main) Süd is performed. At the Südbahnhof, a transfer hub was created between the S-Bahn, regional and long-distance traffic , trams and the A route of the U-Bahn.

The second section, which was completed in 1992, branches off after crossing under the Main on the Sachsenhausen side in an easterly direction and leads there to the Frankfurt (Main) Mühlberg train station . The train then comes to the surface in the area of the former Frankfurt-Oberrad station for about 1.2 kilometers before the Offenbach City Tunnel begins, where the next train station, Offenbach-Kaiserlei , is already in the Offenbach city area.

Exercise

From September 2009 the safety technology in the city tunnel was changed. From June 14, 2010, the hourly train frequency in the tunnel could be increased from 22 to 24 trains in each direction. This made it possible to connect the S2 trains , which previously ended in peak traffic times in Frankfurt and Offenbach main stations . A total of 28 additional journeys in the tunnel are now offered every day. The upgrade cost 8.1 million euros.

technology

A number of design parameters of the tunnel deviate from the regulations of the 1967 Railway Building and Operating Regulations . For example, a narrower, flatter profile with a reduced contact wire height (4.80 meters above the top edge of the rail) was chosen compared to the standard light area , which led to a track spacing of 3.80 meters.

Signal box

The routes were initially controlled from the relay interlocking Fsf ("Frankfurt S-Bahn Fahrdienstleiter") of the type Sp Dr S 60, which went into operation in 1978, whose control area outside the tunnel routes was part of the Frankfurt (Main) Hoch / Tief station and the Frankfurt am branch Main includes Kleyerstrasse. In the control area there were 170 speed test devices, 34 switches, 150 axle counters, 154 signals and 105 indicators, which are connected by 160 km of cables.

The interlocking was replaced in August 2018 by the electronic interlocking FFTX ("Frankfurt (Main) Hbf (tief) ESTW UZ"). The cost of the electronic interlocking was put at over 100 million euros. A further 20 were added to the 48 existing main signals. The installation of additional speed test devices for a speed increase was announced with an addendum in January 2018.

The operating points in the tunnel - previously all train stations with the exception of the slaughterhouse - were converted into train station sections, and the local train station became a stopping point.

Individual evidence

↑ Local guidelines for train staff in the middle, route 19, Frankfurt (M) Hbf deep, for module 408.0102

↑ Georg Speck: ... and then always straight ahead. A proposal for the railroad in Frankfurt am Main . Ed .: Specialized in railway engineering, including track-bound local transport of the Technical University of Darmstadt. October 1984, p. 3 .

↑ ^a ^b Willi Keckeisen: V-Bahn Frankfurt (Main): The preliminary design and the design method . In: Railway technical review . tape 34 , no. December 12 , 1967, ISSN 0013-2845 , pp. 411-451 .

↑ Jürgen Zabel: Three decades of planning and construction of the S-Bahn in the Rhine-Main area . In: The Railway Engineer . Issue 11, November 1998, pp. 34-55 .

↑ DB AG investment balance sheet 2006. (No longer available online.) December 2018, formerly in the original ; accessed in December 2018 . ( Page no longer available , search in web archives )@1@ 2

↑ http://maps.google.de/maps?q=50.104896,8.731655&ll=50.104685,8.723488&spn=0.010226,0.019205&t=h&z=16

↑ 24 S-Bahn trains per hour . In: Eisenbahn-Revue International . 2010, p. 390 .

↑ ^a ^b Johannes Neufeld: Electronic signal box tunnel trunk line: press conference. (PDF; 3.98 MiB) (No longer available online.) DB Netz AG, Großprojekte Mitte A, March 17, 2015, pp. 4–7 , archived from the original on July 3, 2016 ; accessed on January 15, 2018 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.

↑ ^a ^b Just in time for the start of school, Deutsche Bahn puts the new electronic interlocking (ESTW) for the Frankfurt S-Bahn tunnel into operation. Retrieved January 15, 2019 .

↑ Faster through the Frankfurt S-Bahn tunnel: the train creates additional signals. Deutsche Bahn AG, January 22, 2018, accessed on February 1, 2018 .

↑ Germany-Frankfurt am Main: Equipment for rail traffic control. In: ted.europa.eu. January 26, 2018, accessed February 10, 2018 .

Map with all linked sites: OSM | WikiMap

[1] Local guidelines for train staff in the middle, route 19, Frankfurt (M) Hbf deep, for module 408.0102

[speck-1984-2] Georg Speck: ... and then always straight ahead. A proposal for the railroad in Frankfurt am Main . Ed .: Specialized in railway engineering, including track-bound local transport of the Technical University of Darmstadt. October 1984, p. 3 .