Frankfurt am Main airport long-distance train station

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Frankfurt am Main airport long-distance train station
The glass dome in 2000. This was integrated into The Squaire in 2010.
The glass dome in 2000.
This was integrated into The Squaire in 2010 .
Data
Location in the network Separation station
Design Riding station
Platform tracks 4th
abbreviation FFLF, EFA : 281
IBNR 8070003
Price range 3
opening May 30, 1999
Website URL bahnhof.de
location
City / municipality Frankfurt am Main
Place / district Airport
country Hesse
Country Germany
Coordinates 50 ° 3 '10 "  N , 8 ° 34' 12"  E Coordinates: 50 ° 3 '10 "  N , 8 ° 34' 12"  E
Railway lines
Railway stations in Hessen
i16 i16 i18

The Frankfurt am Main Flughafen Fernbahnhof train station, opened in 1999, is the largest airport train station in Germany with around 23,000 travelers daily . It was built in the north of Frankfurt Airport as a supplement to the existing train station, now called Frankfurt (Main) Flughafen Regionalbahnhof . It was created as part of the high-speed line Cologne – Rhine / Main, which went into operation in 2002 .

210 long-distance trains stop at the station every day, 185 of them ICE (as of 2009). In 2012, 174 high-speed trains stopped at the station every day and carried a total of more than 5.6 million passengers. For 2014, 210 long-distance train stops were named on workdays.

Around 30,000 people use the station every day. According to information from the airport from the beginning of 2015, 17.6 percent of air travelers arrive by long-distance trains.

When it opened, it was the only Deutsche Bahn station where only long-distance trains stopped as scheduled.

Design and location

Integration into the rail network of Deutsche Bahn

The station is located between the Frankfurter-Kreuz-Tunnel in the east, which connects to Frankfurt (Main) Hauptbahnhof and Mannheim , and the Kelsterbacher Spange tunnel in the west, the start of the high-speed section of the new line.

The 660 meter long and up to 55 meter wide station building was designed by BRT Architects (Bothe, Richter, Teherani ). After almost four years of construction, it was opened in 1999. The entire station is glazed on the outside and looks open. The upper end at a height of 12.5 meters is a 30 centimeter thick reinforced concrete slab with a floor area of ​​around 34,000 square meters. The plate rests on steel longitudinal girders that transfer their loads to 4.5 meter high lattice girders. These span the station in the transverse direction with a maximum span of about 50 meters and are arranged at a distance of 15 meters. The lattice girders are statically designed for subsequent development of up to eight storeys. The maximum load capacity of the reinforced concrete slab (E3, B55) is 700 kilograms per square meter.

Up until the beginning of 2007 there was only a large opening with a biaxially curved glass dome above the station in the middle of the building. This has a maximum height of 15 meters with a length of 135 meters and a width of 40 meters.

The station has two direction platforms as a central platform with two tracks each . The tracks are numbered "Fern 4" to "Fern 7", thus connecting to the numbers 1 to 3 of the regional train station that has existed since 1972. Trains run from track 6 and 7 to Mainz and Cologne , from track 4 and 5 to the main station and south station or via the Riedbahn to Mannheim. During the night, some S-Bahn trains stop at the long-distance station instead of the regional station.

The long-distance train station is around 200 meters from Terminal 1 , between the federal highway 3 and the parallel federal highway 43 . To connect the station building with Terminal 1, a 200 meter long and up to 80 meter wide corridor was built. This includes sidewalks and moving walks, check-in counters, baggage screening and various shops. Between Terminal 2 and the long-distance train station, passengers can use the SkyLine passenger transport system at Terminal 1, Pier B or a free bus.

From 2023, the long-distance train station is to have its own connection to the SkyLine system.

On the mezzanine floor, between the platform and distribution level, there is a DB Lounge for first- class travelers and frequent travelers . This can also be reached by elevator directly from platform 6/7.

  • The distribution level

  • Central platforms (1)

  • Central platforms (2)

  • Central platforms (3)

history

Early planning

The new Cologne – Groß-Gerau line planned in the 1970s , in its variant on the right bank of the Rhine, was to pass southeast of the airport and cross Autobahn 3 in the area of ​​the Wiesbadener Kreuz intersection. In its variant on the left bank of the Rhine, a large-scale tour of Wiesbaden and Mainz was planned. Both variants of Frankfurt am Main were to be connected to existing routes via connecting curves. The new line project was rejected in 1978 and resumed in a modified form in the mid-1980s as the new line Cologne – Rhine / Main .

The airport train station opened in 1972 under the central terminal was only intended to serve local traffic. For long-distance traffic, a long-distance station was planned for later times about 300 meters further north, between the A 3 federal motorway and the 43 federal highway. The long-distance train station was ultimately built in this area.

background

With 7.6 million travelers in 1989, the capacity of the existing airport train station was essentially considered to be exhausted. A further increase in long-distance, regional and S-Bahn traffic at the station was considered hardly possible.

In 1996, around 8,200 (12.3 percent) of the 66,500 passengers on working days traveled to the airport by long-distance transport, of which 4,000 in turn used local transport between Frankfurt Central Station and Frankfurt Airport. The other passengers traveled mainly by car (44,200, 66.5%), but also by buses and local trains (together 10,300, 15.5%) and coaches (3,800, 5.7%).

planning

As part of the planning of the new Cologne – Rhine / Main line, a solution was sought to connect long-distance traffic on the line to the airport. Originally, the regional train station was to be expanded by a fourth track as part of the new line project. Despite the high costs of the intervention in the existing building, it was expected that the capacities would not be sufficient in the medium term. Other considerations included building an additional train station under the existing building. After a feasibility study had come to a positive result, the decision was made against this variant due to the high costs. In April 1990, the board of directors of the then Federal Railroad spoke out in favor of building an above-ground long-distance station. The station, which was planned to be about 200 meters from the airport terminal for cost reasons, was to be built by 1997 at a cost of one billion DM. If there is sufficient traffic, the new station should also serve local traffic from the south.

The construction of a new train station between the A 3 and B 43 for long-distance and, if economically viable and demand-driven, for regional traffic to Mannheim was examined . Two variants were also examined for the large-scale connection of the airport train station to the new line. In addition to the existing route along the A 3 via Mönchhof  , a route on the southern outskirts of Kelsterbach with swiveling in next to the (north) route Mainz-Kelsterbach-Frankfurt was checked. A connection with the Mainz – Frankfurt route was planned in both cases. The Federal Railroad classified the (unrealized) alternative as cheaper for operational management. For the (realized) Mönchhof variant, however, spoke lower loads for Kelsterbach and a higher environmental compatibility. The establishment of connecting curves between the new line and the Mainz line made it possible to alleviate the operational disadvantages of the Mönchhof variant.

The plan approval procedure for the airport long-distance train station and the section at Frankfurter Kreuz (together referred to as section 36 ) was initiated in April 1994 as the first of around 50 plan approval procedures for the new line.

Expected volume of traffic

According to the planning status of December 1997, 7 long-distance lines and 144 train stops per day in the long-distance station were expected for 2010, plus additional trains to cover peaks in demand. The number of passengers arriving by long-distance rail traffic should rise from 12.3 percent in 1996 to 22.4 percent (22,400) in 2010, while the number of passengers arriving by bus and local trains should rise from 15.5 to 14.8 % decrease. Around 34,000 travelers were expected in the long-distance train station in 2010. Of these, around 22,000 were travelers who are directly involved with the airport (passengers, employees, visitors, customers), the remaining 12,000 or so travelers should only use the station to get on and off. The Frankfurt main train station, which was rebuilt as part of Frankfurt 21 , should, however, have around 60,000 daily travelers.

construction

The project was implemented jointly by Deutsche Bahn and Flughafen AG. Construction work on the section began in December 1995. In September 1996, Deutsche Bahn awarded the first orders for the construction of the long-distance station, including the line in the station area, the transfer area and passenger handling. The station's ceiling slab was already planned for a superstructure, although a specific use had not yet been decided.

The foundation stone was laid on October 1, 1997. The guests included Federal Transport Minister Wissmann , the Hessian Prime Minister Eichel , Frankfurt's Lord Mayor Roth , railway boss Johannes Ludewig and the chairman of the airport company FAG , Wilhelm Bender . The foundation stone, which was set into the foundation of a steel girder, contains a set of coins from 1997, three Frankfurt daily newspapers and a document on the laying of the foundation stone.

Around 300 people were employed on the construction site . The construction work (status: mid-1999) should be completed in May 2000. In particular, the transition structure was not yet completed when it came into operation in 1999.

For the construction (including two kilometers of the route) 400,000 cubic meters of soil were excavated and 100,000 cubic meters of concrete and 2.5 kilometers of bored piles were installed.

Deutsche Bahn AG acted as the client .

Costs and financing

The construction costs amounted to 225 million euros, including 44.5 million for the roof structure. According to its own information, the federal government's share in 2007 was 97.5 million euros. According to its own information from 2014, however, the federal government participated in a financing agreement with a maximum amount of DM 100 million. Deutsche Bahn would have had to bear any additional costs with its own funds. The federal government is not aware of the actual costs of the airport long-distance train station.

The Airports Group spent 257 million German marks (as of 1998) for the check-in -Terminal on. This also includes the cost of the roof. The construction costs were 30 million Deutschmarks above the originally planned value. Unforeseen difficulties during construction, a fire and subsequently improved services were given as reasons for the rise in prices .

The Frankfurt Airport AG donated the land and financed the development of the entire infrastructure, with the exception of the immediate station area. This resulted in costs for the expansion of the terminal and the connection to the train station totaling 170 million D-Marks, for constructive preliminary work for the later planned development in the amount of 87 million euros. Two thirds of the costs for the immediate station area of ​​153 million D-Marks were borne by the federal government and one third by Deutsche Bahn AG.

According to information from Deutsche Bahn, the project increased costs to a not insignificant extent.

Installation

At the end of November 1998, the first train to run was a work train with invited guests from the Zeppelinheim train station via the airport long-distance train station into the tunnel.

After several weeks of trial operation, the symbolic opening was celebrated on May 27, 1999. Federal Transport Minister Müntefering , Head of Railway Ludewig and FAG Chairman Bender and other invited guests drove into the station in an ICE T. Frankfurt's Lord Mayor Roth and the Hessian Transport Minister Posch attended the ceremony.

The first scheduled train to arrive at the long-distance station was the Intercity IC 537 “Moritzburg” on May 30, 1999 at 05:37. Deutsche Bahn initially expected five million passengers a year. After completion of the high-speed line to Cologne (2002), this number should rise to nine million annual passengers. This corresponded to a fourfold increase in the number of passengers measured at the airport regional train station. A study from the 1990s expected that in 2002 an additional 919,000 passengers would travel to the airport by train instead of by car or taxi and that around 1.3 million passengers would travel to the airport by train instead of short-haul flights.

From the time the station went into operation, two ICE and two IC lines each ran through the new station every one or two hours. At first, 83 trains served the station, which was in operation between 5:00 and 0:30 a.m. The check-in area, which had been delayed in construction after a major fire in November 1998, was not yet ready for commissioning.

The opening of the station quadrupled the capacity for long-distance trains at the airport, while the extensive relocation of long-distance traffic in the regional station doubled the capacity for S-Bahn and regional traffic.

Since then, the station has taken on long-distance traffic via Frankfurt Airport, while the three-track regional train station, which went into operation in 1972, only takes on regional and S-Bahn traffic. Between 1985 and 1999 the regional train station was connected to the Intercity and later Intercity Express network. Only at night, when the long-distance train station is closed, do individual long-distance trains now run via the regional train station. The capacities of the regional train station that became available with the opening of the long-distance train station enable an improved regional train and S-Bahn service. With the early commissioning of the southern section between the Raunheim curve and the Frankfurter Kreuz tunnel, long-distance trains were able to use the new station three years before the new line opened in August 2002.

When the long-distance station went into operation, the proportion of passengers arriving by train (via today's regional station) was 14 percent. In the spring of 2000, around 14,000 travelers were counted per day. In the first year of operation, around 9,000 passengers used the station per day; in 2008 it was 22,500 daily.

After the building was opened, discussions were held at times about tearing the glass dome down in favor of further development. This option was discarded for reasons of fire protection. The 14 million D-Mark dome was to be integrated into the development according to the original plans.

The design of the building won a special Renault Traffic Design Award in 2003.

Expansion to "The Squaire"

The Squaire

On March 1, 2007, the foundation stone was laid for the construction of the ceiling slab above the station under the project name Frankfurt Airrail Center . In the meantime, the nine-storey complex with over eight hectares of office space , 583 hotel rooms , restaurants and retail outlets has been renamed “ The Squaire ” at construction costs of around 1.25 billion euros . The glass dome remains in the center and is connected at the front to the foyer of the hotel and the office wing. The opening was originally planned for autumn 2009, but was delayed until early 2011. In spring 2011, the complex was completed.

In 1998, 20 applicants applied for the development of the long-distance train station. After a prequalification , seven investor groups applied for the realization. In March 1999, an international selection committee finally selected two companies for the final round : De-Pfa-Immobilienmanagement ( Wiesbaden ) and TERCON Immobilien Projektentwicklungs GmbH ( Munich ). A feasibility study saw the possibility of creating between 3400 and 4000 new jobs in the building, depending on the usage concept.

business

The station is currently served by the following thirteen Intercity Express lines, three Intercity lines and one regional train line:

line route Clock frequency
ICE 11 Munich - Augsburg - Ulm - Stuttgart - Frankfurt Airport - Fulda - Göttingen - Hanover - Hamburg-Altona individual trains at night
ICE 13 Berlin  - Wolfsburg  - Braunschweig  - Hildesheim  - Göttingen - Kassel-Wilhelmshöhe  - Fulda - Frankfurt South  - Frankfurt Airport Every two hours
ICE 20 Kiel  - Hamburg  - Hanover - Göttingen - Kassel-Wilhelmshöhe - Frankfurt  - Frankfurt Airport - Mainz  - Wiesbaden Indent
ICE 22 (Kiel -) Hamburg - Hanover - Göttingen - Kassel-Wilhelmshöhe - Frankfurt - Frankfurt Airport - Mannheim  - Stuttgart Every two hours
ICE 25 Hamburg-Altona  - Hamburg Hbf  - Hannover Hbf  - Göttingen  - Kassel-Wilhelmshöhe  - Frankfurt (Main) Hbf   - Frankfurt Airport - Mainz Hbf - Wiesbaden Hbf Indent
ICE 31 Kiel  - Hamburg  - Münster  - Dortmund  - Hagen  - Wuppertal  - Solingen  - Cologne  - Bonn  - Koblenz  - Mainz - Frankfurt Airport  - Frankfurt - Würzburg  - Nuremberg  - ( Regensburg  - Passau / ...– Ingolstadt  - Munich ) Every two hours (approximately)
ICE 41 (Dortmund - Bochum  -) Essen  - Duisburg  - Düsseldorf  - Cologne Exhibition Center / Deutz - Frankfurt Airport - Frankfurt - Würzburg - Nuremberg - Munich Hourly
ICE 42 (Hamburg - Münster -) Dortmund - Bochum - Essen - Duisburg - Düsseldorf - Cologne - Siegburg / Bonn  - Frankfurt Airport - Mannheim - Stuttgart - Augsburg - Munich Every two hours
ICE 43 ((Hanover -) Dortmund - Hagen - Wuppertal - Solingen -) Cologne - Frankfurt Airport - Mannheim - Karlsruhe - Freiburg  - Basel Every two hours
ICE 47 Münster / Dortmund - Bochum - Essen - Duisburg - Düsseldorf - Cologne Exhibition Center / Deutz - Frankfurt Airport - Mannheim - Stuttgart Every two hours
ICE 49 Cologne - ( Cologne / Bonn Airport -) Siegburg / Bonn - Montabaur  - Limburg South - Frankfurt Airport - Frankfurt individual trains
ICE 50 Dresden  - Riesa - Leipzig  - Erfurt  - Gotha - Eisenach - Bad Hersfeld - Fulda  - Frankfurt - Frankfurt Airport - Mainz - Wiesbaden Every two hours
ICE 78 Amsterdam  - Arnhem  - Duisburg - Düsseldorf - Cologne - Frankfurt Airport - Frankfurt Every two hours
ICE 79 Bruxelles-Midi  - Liège-Guillemins  - Aachen  - Cologne - Frankfurt Airport - Frankfurt Every two hours
ICE 91 (Hamburg - Bremen - Münster -) Dortmund - Essen - Duisburg - Düsseldorf - Cologne - Frankfurt Airport - Frankfurt - Würzburg - Nuremberg - Regensburg  - Passau  - Linz  - Vienna  - Vienna Airport two pairs of trains
IC 30 Hamburg - Bremen - Münster - Dortmund - Essen - Duisburg - Düsseldorf - Cologne - Koblenz - Frankfurt Airport - Frankfurt a pair of trains
IC 31 (Kiel -) Hamburg - Bremen - Münster - Dortmund - Wuppertal - Cologne - Koblenz - Frankfurt Airport - Frankfurt (- Würzburg - Nuremberg - Passau) Every two hours
IC 32 Dortmund - Essen - Duisburg - Düsseldorf - Cologne - Koblenz - Frankfurt Airport - Frankfurt - Mannheim - Heidelberg - Stuttgart individual trains
RB 58 Rüsselsheim Opelwerk  - Frankfurt Airport - Frankfurt South - Maintal East  - Hanau -  Aschaffenburg  - Laufach Hourly
An ICE 3 stops at platform 4 (2009)

In the first months of operation in 1999, five long-distance lines with 84 trains per day served the new station as planned:

  • ICE-Logo.svg Hanover - Frankfurt - Stuttgart (every two hours)
  • ICE-Logo.svg (Berlin -) Hanover - Dortmund - Duisburg - Cologne - Würzburg - Nuremberg (every two hours)
  • IC-Logo.svgDresden - Hanover - Cologne - Nuremberg - Passau - Austria
  • IC-Logo.svgHamburg - Münster - Dortmund - Duisburg - Cologne - Mannheim - Basel - Switzerland (hourly)

In the 2006 annual timetable, the ICE Sprinter - train pair ICE 1110/1111 (Stuttgart – Cologne) ran for the first time at the station without stopping.

In the 2007 timetable year, with the exception of the ICE line 45 (which runs via Wiesbaden Hauptbahnhof ) and an ICE Sprinter, all seven ICE lines on the new line served the airport long-distance station (along with other ICE and IC lines).

Of the passengers at Frankfurt Airport, 16 percent travel by ICE (as of 2009).

After the airport train station went into operation, short-haul flights from Stuttgart, Cologne / Bonn and Düsseldorf to Frankfurt were suspended.

In December 2017, a new two-hour ICE line 13 was introduced from Frankfurt Airport via Frankfurt-Süd, Kassel and Braunschweig to Berlin, as compensation for the relocation of the line, which had previously operated from Frankfurt (Main) Hauptbahnhof to Berlin, to the new line between Leipzig and Erfurt.

technology

Signal images of the entry and exit signals without changing track

A unique feature of the station hall is the air conditioning. A ventilation system has been installed at both ends of the station building. These fans are activated when trains enter and exit and are used to keep the internal temperature constant and to avoid drafts.

In contrast to the adjoining Frankfurter Kreuz tunnel and the high-speed section of the new line, the track systems of the station were not made of slab track , but of conventional ballasted track.

The exit signals towards Cologne are at kilometer 170.734, the direction Mannheim / Frankfurt Hauptbahnhof at kilometer 171.219. The station is covered by entry signals at kilometers 169.739 and 171.606. Between the western entry and exit signals there is a track change with four switches (middle at km 170,200), on which you can change between the two continuous main tracks . Between the eastern exit signals and kilometer 171.606, there are three track changes between the four tracks, each with four points (V-shape). The station is equipped with Ks signals and is controlled by the Frankfurt Airport ESTW, Thales type, which is operated from the Frankfurt operations center. All tracks are equipped with line train control (LZB).

This article or the following section is not adequately provided with supporting documents ( e.g. individual evidence ). Information without sufficient evidence could be removed soon. Please help Wikipedia by researching the information and including good evidence.
For which routes exactly and under which circumstances is this signaled? Apart from that, this is actually nothing special, as it is provided for in the rules.

A special feature of the signaling can arise in the context of the entrance from the Frankfurter Kreuz, if no track changes are necessary with regard to the entrance and platform tracks. In such cases, entry is indicated by the actually contradicting signal pattern Ks 2 with speed indicator Zs 3, code number 8, and speed indicator Zs 3v, code number 6 (slow travel at 80 km / h; slow travel at 60 km / h and expect a stop). Shortly before the start of the platform, the maximum speed for incoming trains is reduced from 80 km / h to 60 km / h by a stand-alone speed indicator showing the number 6. This is to avoid an unnecessarily long journey at 60 km / h.

literature

Web links

Commons : Frankfurt am Main Flughafen Fernbahnhof  - Collection of images, videos and audio files

Individual evidence

  1. ↑ a b c d Anne-Katrin Einfeldt: Futuristic construction site Airrail Center. In: Frankfurter Rundschau . May 28, 2009. Retrieved November 16, 2017 .
  2. ↑ For 30 years it has been straight from the plane to the train . In: Meeting point at Frankfurt Airport . Herbst, 2013, ZDB -ID 2188981-8 , p. 2 ( PDF in the Internet Archive ( Memento from March 4, 2016 in the Internet Archive )).
  3. ↑ a b German Bundestag (ed.): Answer of the federal government to the small question of the MPs Matthias Gastel, Harald Ebner, Christian Kühn (Tübingen), other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - printed matter 18/1420 - station project Stuttgart 21 - Cost development and project progress . tape 18 , no. 1606 , June 3, 2014, ISSN  0722-8333 , p. 9, 10 ( PDF ).
  4. ↑ a b long-distance train station Frankfurt am Main Airport . In: mobile . No. 4 , April 2015, ISSN  0949-586X , ZDB -ID 1221702-5 , p. 66 .
  5. ↑ The world meets in FRA . In: STARTfrei . No. 1 , 2015, ZDB -ID 2451228-X , p. 8 f . ( PDF in the Internet Archive ( Memento from March 25, 2016 in the Internet Archive )).
  6. ↑ a b c d e f ICE station Rhein-Main . In: Railway courier . No. 305 , February 1998, ISSN  0170-5288 , p. 52-55 .
  7. ^ Frankfurt airport long-distance train station. In: arch INFORM ; Retrieved February 19, 2011.
  8. ^ Frankfurt airport long-distance train station. BRT Architects, archived from the original on February 1, 2010 ; Retrieved March 14, 2011 .
  9. ↑ a b c d e f Frankfurt Airport long-distance train station opened . In: Eisenbahn-Revue International . Year 1999, issue 7/8, ISSN  1421-2811 , p. 330 f .
  10. ↑ a b c d e f g Starting gun at the Frankfurter Kreuz . In: Railway Journal . Special edition 3, 2002, ISBN 3-89610-095-5 , p. 64-66 .
  11. ^ Passenger transport system. Retrieved October 31, 2018 .
  12. ↑ Raimund Berg: Problems of a high-speed railway connection between the Rhine-Ruhr and Rhine-Main conurbations . In: Railway technical review . No. 12 , 1976, ISSN  0013-2845 , pp. 738-744 .
  13. ^ Gunter Pietsch: Connection of major airports to the rail network of the DB . In: The Federal Railroad . tape 65 , no. 11 , 1989, ISSN  0007-5876 , pp. 952-954 .
  14. ↑ a b long-distance train station for Frankfurt Airport . In: The Federal Railroad . tape 66 , no. 6 , 1990, ISSN  0007-5876 , pp. 617 .
  15. ^ A b Deutsche Bahn AG, Airport Frankfurt / Main AG, Rhein-Main-Verkehrsverbund GmbH, City of Frankfurt am Main (ed.): Transport hub Frankfurt Airport: For the future of the Rhine-Main region . 1998, p. 4-5, 7 .
  16. ^ Rüdiger Block: ICE racetrack: the new lines . In: Eisenbahn-Kurier Special: High-speed traffic . No. 21 , 1991, p. 36-45 .
  17. ↑ Frankfurt / M airport receives ICE connection . In: Die Bahn informs . No. 4 , September 1991, ZDB -ID 2003143-9 , p. 6 .
  18. ↑ Walter Engels, Wilfried Zieße: The new Cologne – Rhine / Main line - an interim balance . In: The Federal Railroad . No. 10 , 1991, pp. 965-975 .
  19. ↑ a b high-speed line Cologne - Rhine / Main . In: Eisenbahn-Revue International . No. 10 , 2002, ISSN  1421-2811 , p. 456-459 .
  20. ↑ DB ProjektBau GmbH Cologne – Rhine / Main Project management (publisher): New Cologne – Rhein / Main line. Hessen: South Main section of Raunheim – Frankfurt Airport – Frankfurt-Sportfeld / Zeppelinheim . June 1998 (6 pages, folded brochure).
  21. ↑ Frankfurt airport long-distance train station: pioneer for tomorrow's traffic . In: On the subject . No. 5 , 1997, ZDB -ID 2115698-0 , p. 4-7 .
  22. ↑ a b c d e Flughafen Frankfurt Main AG (Ed.): The new dimension of travel. Facts and background information on the AIRail Terminal at Frankfurt Airport . Frankfurt am Main 1999 (20 pages, brochure).
  23. ↑ German Bundestag (ed.): Answer of the Federal Government to the minor question from MPs Winfried Hermann, Dr. Anton Hofreiter, Peter Hettlich, other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN . Printed matter 16/7104, November 29, 2007 ( Online [PDF; 67 kB ]).
  24. ^ DB Station & Service AG (Ed.): Annual Report 2001 . Frankfurt am Main 2002, p. 18 ( deutschebahn.com [PDF]).
  25. ↑ a b c DB ProjektBau GmbH Cologne-Rhein / Main (ed.): On the subject . Frankfurt am Main June 1999, p. 6 .
  26. ↑ DB ProjektBau GmbH Cologne – Rhine / Main Project management (publisher): New Cologne – Rhein / Main line. South Main section: Raunheim – Frankfurt Airport – Frankfurt-Sportfeld / Zeppelinheim . Frankfurt am Main May 1999, p. 6 (12 pages, brochure).
  27. ↑ a b Frankfurt / Main airport long-distance train station: Statement by Dr. Ludewig . In: Railway technical review . No. 7/8 , 1999, ISSN  0013-2845 , pp. 504 .
  28. ↑ Frankfurt airport long-distance train station - gateway to EXPO 2000 . In: On the subject . No. 3 , June 2000, ZDB -ID 2115698-0 , p. 10 f .
  29. ↑ Report in: News in brief . In: Eisenbahn-Revue International . No. 4 , 2000, ISSN  1421-2811 , p. 148 .
  30. ↑ Frankfurt “Airrail Center” now “The Squaire”. In: airliners.de. July 2, 2010, accessed November 16, 2017 .
  31. ^ "The Squaire" opens January 1st. In: Frankfurter Allgemeine Zeitung . December 13, 2010, accessed November 16, 2017 .
  32. ↑ DB timetable change: restrictions and new services . In: Eisenbahn-Revue International . No. 11 , 2005, p. 511 .
  33. ^ High Speed ​​Rail - Reflections on an International Transport Revolution. ( Memento of March 16, 2010 in the Internet Archive ) Speech by Andrew Adonis on May 21, 2009
  34. ^ André Daubitz, Frank de Gavarelli, Marcus Schenkel: A major project on the home straight - the new line between Erfurt and Leipzig / Halle . In: Railway technical review . tape 64 , no. 12 , 2015, ISSN  0013-2845 , p. 33-42 .
  35. ↑ Bringfried Belter, Rudolf Ditzen: Slab track on the NBS Cologne – Rhein / Main - first experiences and evaluation . In: Railway technical review . No. 9 , 2000, pp. 597-605 .