Airport loop Cologne

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Airport loop Cologne
Route of the Cologne airport loop
Route number (DB) : 2691 (2692/3/4)
Course book section (DB) : 450.13 (S-Bahn)
459 (Oberbergische Bahn)
465 (Right Rhine route)
472 ( High - speed route)
Route length: 15.2 km
Gauge : 1435 mm ( standard gauge )
Route class : D4
Maximum slope : 40  ‰
Top speed: 130 km / h
Dual track : continuous
Legend
BSicon ABZgr.svgBSicon STR.svg
5.5         Abzw Flughafen Nordwest (long-distance railway)
BSicon KRZo.svgBSicon ABZgr.svg
0.0 Abzw Flughafen Nordost (S-Bahn)
BSicon STR.svgBSicon S + HST.svg
1.5 Cologne Frankfurter Strasse
BSicon ABZg + l.svgBSicon ABZgr.svg
8.5   2.3 Junction Frankfurter Strasse
BSicon SBRÜCKE.svgBSicon SBRÜCKE.svg
BAB 59
BSicon STR.svgBSicon STRl.svg
Cologne-Kalk – Overath railway line
BSicon TUNNEL1.svgBSicon .svg
Röttgen Castle (1,047 m)
BSicon tSTRa.svgBSicon .svg
Airport tunnel (4,210 m)
BSicon tS + BHF.svgBSicon .svg
15.2         Cologne / Bonn Airport
BSicon tSTRe.svgBSicon .svg
BAB 59
BSicon ABZgl.svgBSicon STR + r.svg
18.5 0.0 Junction Porz-Wahn North
BSicon KRZo.svgBSicon ABZg + r.svg
Victory route from Cologne
BSicon ABZg + r.svgBSicon STR.svg
High-speed line from Cologne
BSicon STR.svgBSicon SBHF.svg
1.3 Porz madness
BSicon BST.svgBSicon STR.svg
19.5         Junction Porz-Wahn south
Track plan of the airport loop with its connection to the high-speed line

The Cologne Airport Loop is a 15.2 km long railway line that connects the Cologne / Bonn Airport train station with the high-speed line Cologne – Rhine / Main .

The loop, which lies continuously in the area of ​​the city of Cologne, is scheduled by ICE trains, the RE 6 ( Rhein-Weser-Express ), the RB 25 ( Oberbergische Bahn ), RB 27 (Rhein-Erft-Bahn) and the S-Bahn -Take lines 13 and 19 .

course

The double-track line branches off the high-speed Cologne – Rhine / Main line northwest of Gremberghoven . The northern extension, at the Gremberger gravel pit "Alberti", is followed by a three-storey crossing structure with a height difference of 19 m and a ramp incline of 40 per thousand.

The route initially runs parallel to the Cologne − Gummersbach route and crosses Bundesstrasse 8 (Frankfurter Strasse). After passing under the federal highway 59 , it swings to the southeast and drives through agricultural areas of the Maarhausen field in a cut.

The newly built Frankfurter Strasse station connects the Gremberghoven industrial park and the Airport Business Park to local public transport. The station is served by both the S-Bahn and the S-Bahn-like RB 25 " Oberbergische Bahn ". It can be reached barrier-free from the east and west . A bus stop has also been set up on Frankfurter Strasse and a P + R car park. At the train station you can change from and to the airport to the S-Bahn line to and from Cologne Messe / Deutz.

After passing the Schloss-Röttgen-Tunnel (1,047 m), the route swings into a parallel position north of the A 59, runs in a north-easterly direction past the airport interchange and the Porz-Grengel interchange . It affects the local recreation area Gut Leidenhausen and then enters the 4,210 m long airport tunnel. The Wahner Heide nature reserve and the airport grounds with the Cologne / Bonn airport train station are completely subterranean. Various animal and plant species can be found in the 38 km² nature reserve. These include the stonechat and the peat moss orchid .

After crossing under the A 59 again, the route comes to the surface again and runs in a cut between Elsdorf and Wahn . After a 400 m long dam, the line joins the new line. Beforehand, track on both sides to connect the S-Bahn station Porz-Wahn without any elevation.

View from an ICE on the way to Cologne when crossing under the southern exit of the airport loop

First, the S-Bahn track in the direction of Troisdorf leaves the airport connection, then drops in the gradient by 40 per thousand, crosses under the track north of the Porz-Wahn train station and then rises again at 40 per thousand, at the same level as the existing line to thread. The long-distance tracks of the airport connection thread into the line at the level of the Porz-Wahn sewage treatment plant.

There is a double track change at the northern end of the airport train station, which offers the possibility of changing between the two inner tracks (track 2 and 3). This option is used by the ICE lines that end there.

The threading in and out of the Cologne – Siegburg railway line leading to the high-speed line is carried out at Cologne-Gremberghoven and Porz-Wahn completely free of crossings by means of flyover structures . The transfer takes place on frame structures, each 130 m long, with upstream ramps. At the Frankfurter Straße junction, the Aggertalbahn pulls out of the S-Bahn tracks at no height, while the S-Bahn track towards the airport crosses the long-distance track towards the main station at the same height. The Porz-Wahn train station was fundamentally rebuilt for the southern threading area.

Outside the tunnel, the route runs from the extension of the Aggertalbahn to the ramp of the overpass structure in Porz-Wahn in a cut in the terrain, which in the northern part runs closely parallel to the federal highway 59 .

Of the 15.19 km, 2.50 km of the route is at ground level, 5.01 km in the cut, 1.01 km in the embankment , 5.26 km in the tunnel and 1.41 km on bridges and ramps. A total of 13 crossing structures were built. The route lies entirely in the area of ​​the city of Cologne.

The detour factor is 1.9.

history

decision

The connection of the airport was proposed by the federal government on December 20, 1989 as part of the fundamental decision for a route to the right of the Rhine for the new line. In the new route layout presented by the then Federal Railroad on March 8, 1991, the authorities did not propose connecting the airport for economic reasons; however, a later implementation should be possible. In mid-1991, the state government of North Rhine-Westphalia proposed to the German Federal Railroad to run the high-speed line from Cologne to Rhine / Main via the airport. The DB refused this, among other things, for economic reasons.

In mid-1992 the Federal Railroad expected costs of around DM 900 million (price status: 1992). The route evaded "normal economic legitimacy" - although it was more economical and more environmentally friendly than running the new route through the airport. The financing remained unclear.

With the airport loop , the high-speed connection between the Cologne / Bonn and Düsseldorf airports requested by the state government of North Rhine-Westphalia and laid down in the state development program and area development plan of the administrative district of Cologne was also implemented. As a further goal were u. a. the improved connection of the Cologne / Bonn airport to the cities of Cologne and Bonn and the expansion of the airport into an air-rail transport hub.

Before the airport loop opened, there was a public transport connection from the airport by bus to the main train stations in Cologne and Bonn. On the road, the airport can be reached in particular via the federal highway 59 and a feeder road.

The establishment of the airport loop was mainly justified by the expected strong increase in air traffic. The rail connection should also open up the airport's capacity reserves and relocate air traffic from Düsseldorf Airport, which can be expanded to a limited extent. From the point of view of the Federal Ministry of Transport at the end of the 1980s, the airport loop was also supported by the possibility of shifting air traffic to rail and relieving the pressure on Düsseldorf and Frankfurt airports.

According to a representative survey of 24,000 passengers from 1998, eleven percent of the guests traveled to the airport by bus. 57 percent came with their own car, 21 percent by taxi. After completion of the rail connection, at least 58 percent of the travelers who came back then by car, taxi or rental car wanted to travel by train. Due to the discontinuation of the regular bus service, passengers using this travel option should mainly switch to the train. Forecasts were based on around 4.6 million users of the ICE and S-Bahn connections for 2003.

planning

After the decision of the Federal Cabinet to run the planned high-speed route Cologne – Rhine / Main via Cologne / Bonn Airport, three basic variants of the connection, each with sub-variants, were developed. The arch-tendon solution that was implemented was then developed. The decisive factor for this was the possibility of creating the fastest possible, direct connection between the Rhine / Main and Rhine / Ruhr areas (concerns of the railways) and, at the same time, taking into account the concerns of the state and the region, the airport to the regional and to connect the national rail network.

The airport loop was the first construction project in North Rhine-Westphalia in which an environmental impact study was carried out as part of the regional planning procedure. The result of this procedure agreed with the requirements of spatial planning and site planning . According to the affected areas, the project was divided into four plan approval sections (PFA):

  • PFA 81: parallel line to the existing Cologne– Gummersbach line (line kilometers 0.0 to 8.790)
  • PFA 82: Wahner Heide : crossing of agriculturally used areas, a local recreation and nature reserve as well as the Röttgens stud (up to 14.337 km in length)
  • PFA 83: Cologne / Bonn Airport train station: Course largely on the airport site with temporal and spatial dependence of the construction measure on the existing facilities and the planned expansion of the airport site (up to route kilometers 16.344)
  • PFA 84: South junction: Routing the route in Hermann-Löns-Straße , crossing agriculturally used areas (up to route kilometers 20.708)

At the beginning of 1998, the Federal Railway Authority issued the plan approval decision for the 4.4 kilometer long plan approval section between the portal of the airport tunnel and the southern threading into the main line.

The documents for the planning approval were submitted in 1996. Suggestions, concerns and demands from affected citizens and public bodies led to significant changes in the plan. In addition to an extension of the Röttgen Castle tunnel and a lowering of the gradient , additional bridges were also planned.

The planning approval decisions were made in all four sections in the first half of 1998. Numerous objections delayed the project. In particular, a lawsuit by the Mehl-Mülhens Foundation against the planning approval decision in PFA 82 led to the entire project being delayed for several years. The foundation's actions, which were heard before the Higher Administrative Court in Münster in mid-1999 , were not granted suspensive effect in the course of the preliminary legal protection due to the lack of prospects of success . The foundation called for an extension of the tunnel in the area of ​​Röttgen Castle. The operators of the stud feared high levels of noise, especially when trains entering and leaving the tunnel, and the associated restrictions on the animals' reproductive capabilities. Critics, however, pointed to the location of the stud between the train tracks, the expressway and the approach path of the airport.

According to the planning status from the end of 1998, a freight connection to the airport was also planned.

As part of a compromise, the state of North Rhine-Westphalia and the foundation finally agreed to extend the Schloss-Röttgen tunnel by 530 to 1047 meters. After completing the relevant plan amendment procedure , the Mehl-Mülhens Foundation finally withdrew the last of its three lawsuits before the Higher Administrative Court, and the plan approval decision was therefore effective on February 2, 2001. The direct additional costs amount to 7.7 million euros. During the delays, the land acquisition of around 35 hectares and the relocation of operations took place for the entire connection . The construction delay caused by the negotiations with the stud is stated by Deutsche Bahn to be around 18 months. As a result, the timely completion of the loop for the commissioning of the high-speed line (2002) was not possible.

The project was awarded in four lots:

  1. The 3.4 km long lot 1 was awarded to Ed Züblin. When building the bridges over the A4, prestressed semi-finished parts were used for the first time in railway bridges in Germany.
  2. Lot 2, which was completely in the cut, was awarded to Wolff & Müller Bau (Cologne).
  3. The 5.45 km long airport connection (Lot 3) was awarded to the Cologne / Bonn Airport Connection Working Group , Lot 3 (E. Heitkamp, ​​Wayss & Freytag Ingenieurbau, FC Trapp ).
  4. The 2.2 km lot 4 was awarded to the airport connection lot 4 consortium , consisting of the companies Bilfinger Berger AG (Cologne) and Walter Bau (Düsseldorf).

Siemens was commissioned to set up the control and safety technology.

A Prognos expert opinion on behalf of the North Rhine-Westphalian state government determined a benefit-cost factor of 2.17 for the project in the mid-1990s . In the long term, the S-Bahn connection alone should secure 16,000 jobs in the region. In the section between Cologne and the airport, 33,000 passengers per day were expected. Approximately 24,000 travelers were forecast between the airport and Troisdorf. According to forecasts, 10,000 employees and 30 percent of air travelers should come to the airport by train. The rail connection should contribute significantly to the increase in the number of passengers from 5.3 million (1996) to 7.5 to 8 million (after the airport loop opened). In addition to 17,000 new jobs, thousands more should be secured.

financing

At the beginning of May 1998, Federal Building Minister Oswald , Prime Minister Clement and the airport managing directors Heinz Gombel and Wolfgang Klapdor signed the financing agreement for the construction of the loop. The planned costs were around 1.04 billion D-Marks. Of this, 500 million D-Marks were to be raised within the framework of the Bonn-Berlin Compensation (totaling 2.8 billion DM) by the Federal Government, 435 million DM by the state and 105 million D-Marks by the airport. At this point in time, there were still pending lawsuits against the loop at the Münster Higher Administrative Court.

On September 20, 1999, representatives of the state, Deutsche Bahn, Flughafen Köln / Bonn GmbH and the Verkehrsverbund Rhein-Sieg signed the contract to build the airport loop. Completion was scheduled for 2002. The planned total cost of the loop (including the airport train station and the Frankfurter Strasse S-Bahn station ) was around one billion Deutschmarks. Of this, DM 500 million went to the federal government ( Berlin / Bonn compensation ), DM 435 million to the state of North Rhine-Westphalia and DM 105 million to Flughafen Köln / Bonn GmbH. The planned costs for the airport train station amounted to almost 60 million euros. In April 2000, funds amounting to 532 million euros were released for the construction of the airport link.

On December 4, 2000, the day the construction of the airport loop officially began, representatives of Deutsche Bahn, the North Rhine-Westphalian Ministry of Transport and the Zweckverband signed the financing agreement for the construction of the S 12 and S 13 S-Bahn lines signed the expansion of S-Bahn lines 12 and the construction of S-Bahn line 13; The S-Bahn infrastructure to the right of the Rhine was to be expanded by 2006 for 750 million DM. The airport's S-Bahn connection was initially regulated over a period of 20 years.

The structural performance in all four lots were in early 1998 announced the end of 1998 to four companies or consortia awarded optional. For lots one, two and four the options were redeemed in June / July 2000, for lot two in February 2001, after the plan change procedure for the tunnel extension had been completed.

construction

At the beginning of 1997, construction was scheduled to begin in autumn of the same year and commissioning for 2001. Preparatory work for the tunnel construction began on the airport site in October 1997.

As of the end of 1997, construction of the airport loop should begin in early 1998. Work on the station began in mid-1998.

With the groundbreaking ceremony on December 4, 2000, construction work on the airport loop began in Porz-Wahn station. Representatives of the Deutsche Bahn, the North Rhine-Westphalian Ministry of Transport and the Rhine / Sieg association set a hydraulic ram in motion, which carried out the first ram impact. Commercial commissioning was planned for the end of 2003. With the exception of section 82, in which a plan amendment resolution for the extension of the Schloss Röttgen tunnel (and other measures) was pending, the measures in all sections started.

In the southern section, construction work had already been completed in August 2001.

In the area of ​​the northern extension, a single-track tunnel was created under the branching structure in the first step, which has been used by the S 12 in the direction of Cologne since December 2003. In addition, an embankment was made on the edge of the adjacent quarry pond to expand the railway system for regional and long-distance traffic. Around 350,000 m³ of gravelly sands , obtained from the excess masses on other parts of the route, were sunk into the lake of a former gravel pit at depths of up to around 15 meters . The branch structure is already dimensioned for the future planned extension of the high-speed route from Porz to Deutz.

Röttgen Castle tunnel north portal

The two tunnels were largely created using the cut- and- cover method . In order to minimize ecological interference, the tunnels were built in sections. The entire length of the Röttgen Castle tunnel was driven forward as a closed frame . The procedure was also used for most of the airport tunnel. A combined diaphragm wall and cover construction method was only used to cross under Hermann-Löns-Straße , which was created in the groundwater in cramped construction conditions. For safety reasons, transverse bulkheads were installed in this section at a longitudinal distance of 80 meters during the construction phase. Before the start of the construction phase, a kerosene store and numerous lines had to be laid along the airport tunnel and later relocated.

Other structures include, from north to south:

  • a railway bridge over the A4
  • a railway bridge over Frankfurter Strasse . Two long-distance tracks and two S-Bahn tracks with a central platform run on the bridge. The road was lowered by around seven meters as part of the construction work and was relocated during the construction phase.
  • an intersection of the S-Bahn with the Cologne – Gummersbach line
  • an overpass at Maarhäuser Feld
  • a bridge over the Mühlenweg
  • a bridge over Frankfurter Strasse Süd .

In addition, various commercial , bicycle and pedestrian overpasses were built . Around 2.85 million cubic meters of earth were moved and 415,000 m³ of concrete and 43,500 t of reinforcing steel were used for the project .

The connection of the airport to the high-speed line is the most important compensatory measure for the Bonn region from the agreement on compensatory measures for the Bonn region . In connection with the financing from the Bonn / Berlin compensation, Bonn criticizes that the extension of the S 13 from Troisdorf to Bonn was not built at the same time. This part of the project is still in the planning phase.

Installation

The airport loop was opened on June 12, 2004.

outlook

In order to be able to cope with the expected increase in traffic in the 2020s, the airport loop is initially to be extended to the area of ​​today's Cologne Steinstraße junction. A further expansion to Cologne Messe / Deutz is planned for traffic in the 2030s.

business

BR 420 of the S-Bahn Cologne in the airport train station, passage as S12 without stopping due to a construction site diversion in August 2016

In 1997 and 2001 it was planned to run two ICE trains and three S-Bahn trains per hour via the airport train station. Long-distance connections to Frankfurt, Brussels / Paris, Amsterdam and Hanover / Berlin were planned. Initial forecasts had expected that 30 percent of air travelers would arrive and depart by rail in the future. Critics complain that it has never been specified which ICE lines it would be.

With the opening of the loop, the new S-Bahn line S 13 was inserted, which ran between the main train station and the airport station in 14 minutes (every 20 minutes during the day, every 30 minutes in the evening) and replaced an express bus line. In addition, the regional train line RB 27 (Koblenz – Bonn-Beuel – Cologne – Mönchengladbach) runs via the airport train station instead of Porz (Rhine) every 60 minutes. In long-distance traffic, 27 ICEs were offered to and from the Ruhr area, and in the evening two trains (ICE 522 to Cologne and 627 to Frankfurt) served the station on the high-speed Cologne – Rhine / Main line . For December 2004, a "significant expansion" of the ICE offer on the high-speed route was planned. With the timetable change on December 11, 2005, the two-hour train service on the Cologne – Wiesbaden – Stuttgart line was reduced to an extensive four-hour cycle. Deutsche Bahn justified this with a lack of demand.

The most important mode of transport on the airport loop is the S-Bahn line S 13 Cologne – Troisdorf with 58 pairs of trains on working days. The connection to the south is particularly poorly served.

In regional traffic, the airport loop is also served hourly by the regional express line RE 8 Mönchengladbach-Koblenz ( Rhein-Erft-Express ). With the opening of the loop, this Regional Express line , which previously operated via Porz , was given a new route via Cologne / Bonn Airport. However, the first train from the south (as of 2014) only reaches the airport after 7 a.m., on Sundays after 10 a.m., which means that most of the Morgenspitze flight connections from Bonn and Koblenz can only be reached with transfer connections.

The service of the airport loop with the RE 9 Aachen – Siegen ( Rhein-Sieg-Express ) required by politicians was not implemented due to a lack of travel time reserves, but the S 13 is linked through to Aachen once during the night. In addition, an hourly line S 19 Düren – Cologne-Siegburg – Herchen was implemented via the airport loop at the timetable change in December 2015 and extended to Au (Sieg) in December 2016.

The ICE trains of the “Ruhr Wing” on the Cologne / Bonn – Berlin line, which initially stopped every hour at the airport, were reduced to one train to Berlin from Monday to Friday. These trains end at the airport, which is an obstacle to operation, since the airport station was planned as a pure through station and the further course of the airport loop does not provide for any turning. Since the station only has very limited switch connections, these trains have to turn to the inner tracks of the station, which are actually reserved for S-Bahn. As a result, S-Bahn trains in the direction of Cologne sometimes have to stop at the outer platform 20 centimeters lower, creating a step between the platform and the vehicle floor.

At times, a pair of trains was tied through via Koblenz to Trier on this ICE line at the edge of the day . This was only possible after extensive measurements in the Porz-Wahn Nord junction, as the underpasses there were only designed for an S-Bahn clearance profile that is too narrow for the ICE 2 in use. The slope of the ramps was also seen as problematic. The route actually intended for the ICE via Porz-Wahn Süd and the high-speed tracks cannot be used, as these tracks in Troisdorf have no connection to the right-hand Rhine route . In the 2009 annual timetable, a night-time IC pair on the Hamburg – Frankfurt line was routed over the airport loop. However, this has been discontinued.

After the airport loop opened, the Cologne – Mainz ICE line, which runs every two hours, was also used. This ICE line, unofficially also known as "RE 300", served many train stations (not Siegburg / Bonn) on the high-speed line, including the terminus in Wiesbaden , which meant that the travel time no longer brought any significant advantage over the left-hand Rhine route . The line has since been thinned down to individual trains.

technology

The airport loop was equipped with Ks signals , in the area of ​​the southern entry into the long-distance railway line is liner train control (from route km 17.8). The route is connected in the north to the electronic signal box (ESTW) Köln-Deutz II, in the south to the ESTW Troisdorf. Both have been controlled from the Duisburg operations center since the end of 2008 . There are external units (ESTW-A) of the signal boxes on Frankfurter Strasse and at the airport.

The airport loop is largely passable at 130 km / h. In the area of ​​the airport tunnel, the maximum permitted speed is 80 km / h due to the very tight curves. The threading in and out of the S-Bahn is also approved for 80 km / h, the threading in and out of the high-speed route for 130 km / h.

Noise barriers were only to be built in the Porz-Wahn area over a length of 2 × 950 m, at a height of 1.5 to two meters. To avoid sound reflections, the eastern side wall of the ramp to the flyover structure at Porz-Wahn station (long-distance railway) was designed to be sound-absorbent.

Most of the route has a conventional ballasted track structure, but there is a short section of elastically mounted rails on a firm track in the airport tunnel in the area where it crosses under the residential area on Hermann-Löns-Straße in Grengel in order to limit vibrations .

Web links

NRWbahnarchiv by André Joost:

www.eisenbahn-tunnelportale.de by Lothar Brill:

Individual evidence

  1. ↑ a b c d e f g h i DBBauProjekt GmbH (Ed.): Airport connection Cologne / Bonn . Data sheet, as of December 2000.
  2. ↑ a b c d e f g h i DB ProjektBau (Ed.): The new StartBahn . Brochure (16 A4 pages) as of June 1, 2004, Cologne 2004
  3. ↑ a b Report Cologne / Bonn Airport: In future ICE and S-Bahn connection . In: Railway technical review . 48, No. 12, 1999, p. 859.
  4. ↑ Track price software 2011 (as of October 2010) ( Memento of the original from May 13, 2012 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. the DB Netz AG : route length Cologne Airport North to Porz-Wahn south of 15.176 kilometers @1@ 2Template: Webachiv / IABot / fahrweg.dbnetze.com
  5. ↑ a b c d e f Report commissioning of the Cologne / Bonn airport loop . In: Eisenbahn-Revue International , issue 7/2004, ISSN  1421-2811 , p. 330 f.
  6. ↑ a b c d e f g h i j k l m n o p q r s t u v w Klaus Dickhut: Rail connection to Cologne / Bonn Airport . In: Railway technical review . 50, No. 10, 2001, pp. 594-601.
  7. ↑ a b Without author: The project for the new Cologne – Rhein / Main line . In: Eisenbahn JOURNAL: Tempo 300 - The new Cologne – Frankfurt line . In: Eisenbahn Journal , special edition 3/2002, ISBN 3-89610-095-5 , pp. 34–63.
  8. ↑ a b c Without an author: The planning stage . In: Eisenbahn JOURNAL: Tempo 300 - The new Cologne – Frankfurt line . In: Eisenbahn Journal , special edition 3/2002, ISBN 3-89610-095-5 , pp. 12-17.
  9. ^ Rüdiger Block: ICE racetrack: the new lines . In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 36-45.
  10. ^ Deutsche Bundesbahn, Federal Railway Directorate Cologne, Main Department N., Press Office: New Cologne-Rhine / Main line: Section North Rhine-Westphalia . Brochure (20 A4 pages) from March 1992, Cologne 1992.
  11. ↑ Wilhelmd Blind: Cologne-Frankfurt (M) in an hour . In: Railway technical review . 41, No. 7/8, July / August 1992, pp. 475-484.
  12. ↑ The new Cologne – Rhine / Main line: a key element . In: Die Bahn informs , Issue 4, 1989, pp. 8-10.
  13. ↑ Arguments and views . In: On the subject , ZDB -ID 2115698-0 , edition 4/2000, August 2000, p. 12.
  14. ↑ citizen telephone; Further resolutions . In: On the subject , ZDB -ID 2115698-0 , issue April 1998, p. 9.
  15. ↑ According to plan on the longest construction site in Germany . In: DBProjekt Köln – Rhein / Main (Ed.): On the subject , Issue 4/1999, Frankfurt am Main, August 1999, pp. 4–7
  16. ^ DBProjekt Köln – Rhein / Main (Ed.): On the subject , June 1999 issue, Frankfurt am Main, p. 8
  17. ↑ a b c Deutsche Bahn AG (Ed.): Seven fairy-tale stories about the new DB line Cologne – Rhine / Main . Brochure, 36 pages, Berlin, no year (approx. 2002), p. 13.
  18. ↑ Report project freight express . In: Eisenbahn-Revue International , Issue 12, 1998, ISSN  1421-2811 , p. 507.
  19. ^ DB AG and the City of Limburg conclude a contract; Foundation withdraws last lawsuit; Renovation at Frankfurter Kreuz completed . In: On the subject , ZDB -ID 2115698-0 , edition 1/2001, February 2001, p. 7 f.
  20. ↑ On the subject , ZDB -ID 2115698-0 , edition 1/1997, February 1997, p. 3.
  21. ↑ The course has been set - with ICE and S-Bahn to Cologne / Bonn Airport . In: Management of the working group "ICE new line Cologne-Rhein / Main", City Planning Director Lars Möller (Ed.): New stations on the new ICE line Cologne-Rhine / Main . An exhibition of the working group “ICE new line Cologne-Rhein / Main” in cooperation with DBProjekt GmbH Cologne-Rhein / Main. Cologne, S. 10 f . (around 1996).
  22. ↑ a b c Cologne / Bonn Airport: A central traffic intersection is being built . In: On the subject , ZDB -ID 2115698-0 , edition 1/1997, February 1997, pp. 4-6.
  23. ↑ Cologne / Bonn Airport; Mouse guest; Successful completion of the bow; Limburg ICE train station; Idstein tunnel . In: On the subject , ZDB -ID 2115698-0 , edition 3/2000, June 2000, pp. 7-9.
  24. ↑ funding agreement; Limburg tunnel . In: On the subject , ZDB -ID 2115698-0 , issue July 1998, p. 8.
  25. ↑ German Bundestag: Answer of the Federal Government to the minor question from the MPs Winfried Hermann, Dr. Anton Hofreiter, Peter Hettlich, other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - Printed matter 16/7104 - (PDF; 69 kB). In: Drucksache 16/7371 , November 29, 2007.
  26. ↑ a b c start of construction of the Cologne / Bonn airport link; Erection of a wayside shrine at the Dernbach tunnel . In: On the subject , ZDB -ID 2115698-0 , edition 6/2000, December 2000, pp. 7–8.
  27. ↑ a b Announcement of the start of construction on the airport loop . In: Eisenbahn-Revue International , issue 2/2001, ISSN  1421-2811 , p. 52.
  28. ↑ a b Rail connection turns Cologne / Bonn Airport into a transport hub . In: On the subject , ZDB -ID 2115698-0 , edition 6/2000, December 2000, pp. 4-6.
  29. ↑ NBS current: Tunnel baptism on the day of St. Barbara . In: On the topic , ZDB -ID 2115698-0 , issue 6/1997, p. 9.
  30. ↑ A concept takes shape . In: On the subject , ZDB -ID 2115698-0 , issue July 1998, pp. 4-7.
  31. ↑ Greetings . In: On the subject , ZDB -ID 2115698-0 , edition 6/2000, December 2000, p. 3.
  32. ↑ Announcement airport connection to ICE most important compensation project for the Bonn region . In: Railway technical review . 49, No. 6, 2000, p. 426
  33. ↑ a b Airport train station is open. Flughafengesellschaft, June 12, 2004, accessed on March 18, 2014 (press release).
  34. ^ Nahverkehr Rheinland GmbH , SMA and Partner AG (ed.): Node investigation Cologne . January 24, 2012, "Version 1-00", pp. 36, 71 (derived abstract as PDF file ).
  35. ↑ DBProjekt GmbH Cologne – Rhein / Main, project management (publisher): New Cologne – Rhein / Main line: A concept of today for the traffic of tomorrow , brochure (28 pages), Frankfurt am Main, March 2000, p. 19.
  36. ^ Announcement Cologne: Less ICE to the airport . In: Eisenbahn-Revue International . Issue 1/2006, ISSN  1421-2811 , p. 4.
  37. ↑ Thomas Nielsen: Train connection from Koblenz to Cologne / Bonn Airport. (No longer available online.) SPNV Nord , June 14, 2004, archived from the original on March 18, 2014 ; Retrieved March 18, 2014 (press release). 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. @1@ 2Template: Webachiv / IABot / www.spnv-nord.de