Frankfurt am Main railway tunnel

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Frankfurt am Main railway tunnel
use Railway tunnel
place Frankfurt am Main
length up to 10 kmdep1
vehicles per day at least 12 trains / hour (capacity)
construction
building-costs 3.6 billion euros
completion
business
operator Deutsche Bahn
map
Fernbahntunnel-Frankfurt-BMVI-2019-09-16.png
Possible route of the main railway tunnel (in red, as of September 2019)
location
Long-distance railway tunnel Frankfurt am Main (districts of Frankfurt am Main)
(50 ° 5 ′ 55.86 ″ N, 8 ° 38 ′ 39.42 ″ E)
(50 ° 6 ′ 19.53 ″ N, 8 ° 44 ′ 17.96 ″ E)
Coordinates
To the north of the Neue Niederräder Bridge 50 ° 5 '56 "  N , 8 ° 38' 39"  E
East of Kaiserlei 50 ° 6 ′ 20 "  N , 8 ° 44 ′ 18"  E

The Frankfurt am Main long-distance railway tunnel is a planned railway tunnel in Frankfurt am Main .

The project, estimated at 3.6 billion euros, is part of a 5.5 billion euros expansion project for the Frankfurt hub. The tunnel project is based on a project sketch in the form of a feasibility study . The results of the feasibility study, which were already available in April 2021, were presented to the public on June 28, 2021. The construction time is estimated at 10 years after completion of the planning. Construction is expected to start in the 2030s and commissioning in the 2040s.

Project

On November 6, 2018, the Federal Ministry of Transport surprisingly included a seven-kilometer, double-track long-distance railway tunnel from Niederrad via the main station to Kaiserlei in the "urgent need" of the Federal Transport Infrastructure Plan 2030 . This is the "central element of a future concept for the Frankfurt railway junction that the federal experts have developed in the current Federal Transport Infrastructure Plan (BVWP) 2030".

In doing so, Frankfurt Central Station would become a through station for part of the long-distance traffic. The head platforms of the main train station are to be connected to the new long-distance and S-Bahn stations via a new transverse tunnel, thereby shortening transfer routes. Four platform edges, if possible with two central platforms, with a construction length of 420 m and a usable length of 405 m are to be created.

According to a first, not yet final, rough concept, the tunnel in the west, north of the Niederräder bridges, is to merge into a route to the Stadion train station that has been in the planning for a long time. This double-track line for long-distance traffic, which can be driven at 100 km / h, is to run parallel to the existing Mainz – Frankfurt line and cross a third Niederräder bridge to be built . In the east, an unevenness connection to the south Main railway line Frankfurt – Hanau (route 3600) is planned. A connection to the north Main line between Ostbahnhof and Fechenheim is also being examined as a possible eastern end point .

In February 2019, the length of the tunnel was designated as 10 km. The maximum permissible speed should be 120 km / h, the connection to the route to Frankfurt Stadion should be 60 km / h. The integration and connection to the existing network should be free of height.

The total benefit for the expansion project of the Frankfurt junction for 2030, which includes the mainline tunnel, was given as 4.0 billion euros, the total costs as 3.2 billion euros (each present value 2015), resulting in a benefit-cost ratio of 1 , 2 results.

The longitudinal incline should be up to 25 per thousand, the platforms should be designed without inclination if possible.

The project is supported by the state of Hesse, the city of Frankfurt am Main, the Rhein-Main transport association and the FrankfurtRheinMain regional association. The project is one of the projects planned in Frankfurt-Rhein-Main Plus .

Use

The capacity of the double-track tunnel should be more than twelve trains per hour.

9 long-distance traffic lines are planned through the tunnel every Germany : 7.5 long-distance trains per hour and direction as well as an hourly regional train from Wiesbaden to Bebra. Other lines beginning or ending in Frankfurt (Main) Hauptbahnhof are to continue to run via the terminus. In addition, the tunnel should be able to run additional long-distance lines via Frankfurt (Main) Hauptbahnhof.

In the direction of Frankfurt am Main Stadion (to Mannheim , Mainz or Cologne ) the journey time should be shortened by around one and a half minutes, in the direction of Hanau around three minutes. In connection with the omission of the change of direction in the terminus station, an average travel time gain of eight minutes is to be achieved. Because Frankfurt functions as the central railway hub in Germany, this gain in travel time is particularly beneficial.

Among other things, the travel time between Kassel and Mannheim is to be reduced from 111 to 103 minutes, and between Würzburg and Frankfurt Airport from 71 to 60 minutes. Delays should be reduced.

The project was initially not taken into account in the first draft of the Deutschland-Takt . In the 2nd expert draft of the Deutschland-Takt presented in May 2019, five and a half long-distance trains per hour and direction are planned, of which four and a half trains from / to Fulda and one pair of trains per hour from / to Würzburg / Nuremberg . The 3rd expert draft (July 2020) provides for 7.5 long-distance trains per hour and direction.

According to information from September 2019, the node project, which includes the mainline tunnel, is intended to attract 17,500 additional passengers by rail, avoid 516,000 passenger-car kilometers, and save 3,000 hours of travel time and 90 tons of carbon dioxide per day.

history

Similar projects had already been discussed in the 1980s and 1990s and were ultimately rejected. The current project takes up a suggestion that was developed in 1984 by the railway engineer Georg Speck at the Technical University of Darmstadt.

In its coalition agreement of December 20, 2018, the new Hessian state government expressly welcomed the project and advocated an in-depth feasibility study . The Rhein-Main-Verkehrsverbund also welcomed the project. It strengthens Frankfurt's main train station as a central transfer point and opens up "completely new perspectives in local transport planning".

A feasibility study for the main line tunnel was awarded in March 2020. Ten route variants of the tunnel course and four variants of locations for the underground station are to be created. The aim is to check whether it is in principle possible to implement the tunnel in different routes and what technical framework conditions and subsoil conditions can be expected. In this context, fundamental questions in particular are to be examined in depth, the cost estimate checked and the planning process structured. The examination room initially led from the Niederräder Bridge over Frankfurt Central Station in an eastward direction to Oberrad and Fechenheim . The study was to be drawn up by DB Netz AG and financed by the federal government. Results were presented to the public on June 28, 2021.

Different variants of locations for the underground station and the course of the tunnel were examined: a northern one under the south west end and the eastern inner city, a middle one under the station district and the old town and a southern one under the Main. The project is technically feasible in all examined variants; the budget from the Federal Transport Infrastructure Plan 2030 is adhered to. The southern corridor, which will be the basis for further planning, has proven to be the best variant in terms of traffic and technology. The capacity of the mainline tunnel is sufficient for 12 pairs of trains per hour. The lines to Hanau can be connected both north and south main without overloading the capacity of the connecting lines.

With an order from the beginning of March 2021, the feasibility study was supplemented by additional Y-variants, in which the tunnel is connected to both the north and south Main lines to Hanau.

Criticism and alternatives

The citizens' initiative “Frankfurt 22” is campaigning against the mainline tunnel and for an above-ground expansion, including a four-track expansion between Frankfurt Süd and the main train station. However, this is already planned as part of Frankfurt RheinMainPlus, but according to the federal government and railways, it is not sufficient in the long term. According to information from Deutsche Bahn, rows of houses in Sachsenhausen would have to be torn down for any further expansion .

In part, an above-ground solution with a link between long-distance and regional traffic in Frankfurt Süd is proposed.

literature

  • Werner Weigand, Felix Feurer: Zurich diameter line - model for a long-distance railway tunnel in Frankfurt . In: Eisenbahntechnische Rundschau , International Edition 2/2019, pp. 8-17.
  • Georg Speck: Feasibility study for the Frankfurt railway tunnel . In: Eisenbahn-Revue International 11/2019, pp. 602–603.
  • Georg Speck: The long-distance railway tunnel Frankfurt aM in the typology of the connecting railways. In: Eisenbahntechnische Rundschau , November 2019, pp. 30–35 and January + February 2020, pp. 46–53.
  • Georg Speck: Mainline tunnel challenges Frankfurt city planning. In: Eisenbahn-Revue International 3/2020, pp. 158–159

Web links

Commons : Fernbahntunnel Frankfurt am Main  - Collection of pictures, videos and audio files

Individual evidence

  1. ↑ a b c d German Bundestag (ed.): Written questions with the answers received from the Federal Government in the week of November 26, 2018 . tape 19 , no. 6212 , November 30, 2018, ISSN  0722-8333 , p. 51 f . ( BT-Drs. 19/6212 ).
  2. ↑ Assessment of the railway expansion projects of the potential demand. (PDF) In: bmvi.de. Federal Ministry of Transport and Digital Infrastructure, November 5, 2018, p. 29 , accessed on January 19, 2019 .
  3. ↑ a b c d e German Bundestag (ed.): Answer of the Federal Government to the minor question from the MPs Sabine Leidig, Jörg Cezanne, Dr. Gesine Lötzsch, another member of parliament and the Die Linke parliamentary group. - Printed matter 19/6087 - Planning for a long-distance railway tunnel in Frankfurt am Main . tape 19 , no. 6681 , December 21, 2018, ISSN  0722-8333 , p. 2-4 ( BT-Drs. 19/6681 ).
  4. ↑ How the long-distance train station in Frankfurt could look in the future. In: fr.de. April 1, 2021, accessed April 4, 2021 .
  5. ↑ a b Planning for mainline tunnel starts: 250 more trains a day to Frankfurt Central Station. In: deutschebahn.com. June 28, 2021, accessed June 28, 2021 .
  6. ↑ The next steps in the Frankfurt long-distance railway tunnel. In: fernbahntunnel-frankfurt.de. June 28, 2021, accessed June 28, 2021 .
  7. ^ Georg Speck: The way to the long-distance railway tunnel Frankfurt (Main) . In: Eisenbahn-Revue International . No. 2 , February 2019, ISSN  1421-2811 , p. 104-107 .
  8. ↑ a b The end of the terminus as we know it. In: fnp.de. November 8, 2018. Retrieved November 11, 2018 .
  9. ↑ a b c Together for a strong rail in Frankfurt and Rhine-Main: starting signal for the feasibility study for the long-distance railway tunnel. In: deutschebahn.com. Deutsche Bahn, September 16, 2019, accessed on September 16, 2019 .
  10. ↑ a b c d Description of services. (PDF) Frankfurt node; Long-distance railway tunnel including a station below the Frankfurt / Main main station. October 31, 2019, pp. 4–6 , accessed on May 29, 2020 (file 19FEI42382 Annex 1 0 Preliminary remark on performance description.pdf ).
  11. ↑ a b c Rainer Schulze: A long-distance railway tunnel is feasible. In: faz.net. November 16, 2018, accessed March 6, 2019 .
  12. ↑ a b c d Alexander Lanz: Draft of the Germany clock and previous results of the knot studies in Frankfurt and Mannheim. (PDF) Federal Ministry of Transport and Digital Infrastructure, February 8, 2019, p. 16 f. , Accessed on February 16, 2019 .
  13. ↑ Frankfurt Hauptbahnhof (main station) node (with long-distance train tunnel). Retrieved May 14, 2021 .
  14. ↑ Network graphic 3rd draft Hessen. (PDF) Retrieved March 29, 2021 .
  15. ↑ a b Federal Transport Infrastructure Plan 2030 - part of the Frankfurt rail node. (PDF) Trimode, Intraplan Consult, September 16, 2019, pp. 7–9 , accessed on September 16, 2019 .
  16. ↑ Destination timetable Germany-Takt. (PDF) Second expert draft for long-distance transport. SMA und Partner AG , May 7, 2019, accessed on June 19, 2019 .
  17. ↑ Network diagram 3. Draft long-distance traffic. (PDF) Retrieved March 29, 2021 .
  18. ^ COALITION AGREEMENT between CDU Hessen and BÜNDNIS 90 / DIE GRÜNEN Hessen for the 20th legislative period. (PDF) Awakening in change through attitude, orientation and solidarity. December 20, 2018, pp. 153 f. , Accessed on February 9, 2019 .
  19. ^ Karl Schlieker: "365-euro ticket for everyone" . In: Darmstädter Echo . December 15, 2018, p. 6 .
  20. ↑ Germany-Frankfurt am Main: Services of architecture and engineering offices as well as planning-related services. Document 2020 / S 051-122060. In: Tenders Electronic Daily . March 12, 2020, accessed May 29, 2020 .
  21. ↑ Mainline tunnel: feasibility study. In: www.fernbahntunnel-frankfurt.de. June 28, 2021, accessed June 28, 2021 .
  22. ↑ Germany-Frankfurt am Main: Services of architecture and engineering offices as well as planning-related services. Retrieved March 29, 2021 .
  23. ↑ Frankfurt Central Station: Even bigger solution for long-distance train tunnels. April 7, 2021, accessed April 10, 2021 .
  24. ↑ In brief . In: turntable . No. 301 , February 2020, ISSN  0934-2230 , p. 68 .
  25. ^ A b Florian Leclerc: Railway tunnel and rail expansion in Frankfurt: "We are making good progress". In: fr.de. June 14, 2020, accessed June 16, 2020 .
  26. ↑ Sven Andersen: An above-ground solution for the railroad problems in Frankfurt (Main) . In: Bahn-Report . No. 2 , March 2020, ISSN  0178-4528 , p. 73-80 .