Left Rhine route

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Cologne – Mainz
Route of the left Rhine route
Route number (DB) : 2630 (Köln – Bingen)
2638 (Köln Hbf – Köln West)
3510 (Bingen – Mainz)
Course book section (DB) : 470, 471
Route length: 181 km
Gauge : 1435 mm ( standard gauge )
Route class : D4
Power system : 15 kV 16.7 Hz  ~
Top speed: 160 km / h
Dual track : (continuous)
BSicon STR.svgBSicon STR.svgBSicon .svg
Victory route from Troisdorf , as well as from the
SFS from Rhein / Main , right Rhine route
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BSicon ABZg + r.svgBSicon ABZgl + r.svgBSicon STR + r.svg
Main line from Cologne-Mülheim
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Cologne Messe / Deutz
  bypass route from Cologne-Mülheim
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Hohenzollern Bridge
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−2.0 Köln Hbf
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Route from / to Neuss
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High-speed route from / to Aachen
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0.4 Cologne West Wf so-called Schlundgleis to Cologne Gereon
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1.1 Cologne West
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3.2 Cologne South / Cologne South Abzw
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Vorgebirgsbahn (tram line 18)
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3, 0 Cöln-Pantaleon (formerly Cöln BCE)
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Freight bypass to Gremberg
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Bypass line to the SFS to Rhein / Main
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Connections from Cologne Bonntor
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3.9 Cologne Eifeltor Enf (Bft)
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5.8 Cologne Eifeltor
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6.6 Former connection from the KBE transfer station
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6.5 Cologne Eifeltor Esf (Bft)
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A 4
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8.0 Cologne Eifeltor Umschlagbf (Bft)
BSicon .svgBSicon BHF.svgBSicon DST.svg
9.4 Hürth-Kalscheuren ( Inselbahnhof )
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Eifel route to Euskirchen
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10.1 Hürth-Kalscheuren Südkopf (Bft)
Station without passenger traffic
12.9 Brühl Gbf
   
to Brühl-Vochem
Plan-free intersection - below
Brühl-Vochem – Cologne-Godorf Harbor
Station, station
14.6 Bruehl
Station, station
19.5 Real
Station, station
25.8 Roisdorf
   
Vorgebirgsbahn (tram line 18)
   
Voreifelbahn from Euskirchen
Station without passenger traffic
31.1 Bonn Gbf
   
31.9 Bonn Central Station
   
to the former Bonn – Oberkassel trajectory
Stop, stop
Bonn UN Campus
Station without passenger traffic
37.2 Bonn- Bad Godesberg North
Station, station
39.0 Bonn-Bad Godesberg
Station, station
41.3 Bonn-Mehlem
Station without passenger traffic
43.6 Bonn New way
   
State border North Rhine-Westphalia / Rhineland-Palatinate
Stop, stop
45.9 Rolandseck
Stop, stop
48.2 Upper winter
Station, station
52.7 Remagen
   
Ahr Valley Railway to Ahrbrück
   
Ahr Valley Railway ↔ former Ludendorff Bridge
   
from the former Ludendorff Bridge
Station, station
56.7 Sinzig
Stop, stop
62.5 Bad Breisig
Plan-free intersection - below
Brohltalbahn ( narrow gauge )
Station, station
65.7 Brohl transition to the Brohltalbahn
Stop, stop
69.2 Namedy
Station, station
73.2 Then after
   
Connection to the Andernach Rhine port
   
Eifelquerbahn to Kaisersesch
Station, station
76.9 Weißenthurm
Station, station
81.6 Urmitz
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Route from Neuwied , right Rhine route
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Koblenz substation (Anst)
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Connection to the Rhine port of Koblenz
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former route from Mayen
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87.0 Koblenz-Lützel North
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DB Museum Koblenz-Lützel ,
  formerly Bw Koblenz-Lützel
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original Route from Mayen
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89.4 Koblenz-Lützel
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Moselle railway bridge
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former port railway
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Koblenz Rheinbahnhof
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Freight route to Koblenz Mosel
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90.5 Koblenz city center
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Pfaffendorfer Bridge (today road traffic),
  formerly on the right bank of the Rhine
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Moselle route from Trier
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91.2 Koblenz Central Station
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Horchheimer railway bridge ,
  Lahntalbahn , to the right Rhine route
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Station without passenger traffic
94.3 Königsbach (near Kapellen-Stolzenfels)
Station, station
99.8 Rhens
Stop, stop
103.3 Spay
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Hunsrück Railway from Emmelshausen
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110.7 Boppard Hbf
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111.4 Boppard South
Stop, stop
115.6 Boppard Bad Salty
Stop, stop
119.4 Boppard-Hirzenach
Station without passenger traffic
122.4 Werlau
Station, station
125.3 St. Goar
tunnel
Bank tunnel (367 m)
A / D: transfer point, CH: lane change
127.4 Arable north
Tunnel - if there are several tunnels in a row
Bed tunnel (236 m)
Tunnel - if there are several tunnels in a row
Kammereck tunnel (289 m)
A / D: transfer point, CH: lane change
128.8 Arable south
Station, station
132.1 Oberwesel
Station, station
138.5 Bacharach
Station, station
142.0 Niederheimbach
Station, station
146.6 Trechtingshausen
Station without passenger traffic
150.6 Bingen Vorbf
Station, station
152.0 Bingen (Rhine) central station
Gleisdreieck - straight ahead, to the right, ex from the right
Nahe Valley Railway to Saarbrücken
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152.4
0.0
Nahe (change of route),
  former border Prussia / Hesse
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Station, station
1.0 Bingen (Rhine) city
   
3.8 Nahe Valley Railway ↔ former Hindenburg Bridge
   
Rheinhessenbahn to Worms
Stop, stop
4.6 Bingen-Gaulsheim
Gleisdreieck - straight ahead, ex to the right, from the right
Route from Bad Kreuznach
Station, station
9.4 Gau Algesheim
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former Selztalbahn from Jugenheim-Partenheim
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12.5 Ingelheim
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former Selztalbahn to Frei-Weinheim
Stop, stop
17.5 Heidesheim (Rheinhessen)
Station, station
20.2 Uhlerborn
Station, station
23.1 Budenheim
Road bridge
Hochstrasse Lenneberg
Station, station
27.3 Mainz-Mombach
Gleisdreieck - straight ahead, to the left, from the left
to Kostheim
   
Route from Alzey
   
30.6 Mainz Central Station
   
Main Railway to Frankfurt
Route - straight ahead
Route to Ludwigshafen

Swell:

The left-hand Rhine route is a main line that runs along the Lower and Middle Rhine from Cologne via Bonn , Koblenz and Bingen to Mainz .

Until the construction of the high-speed line Cologne – Rhine / Main , it was one of the most important long-distance passenger rail routes in West Germany . Due to its course through the upper Middle Rhine Valley (World Heritage cultural landscape) , it is still considered to be one of the most romantic railway lines in Germany, like the right-hand Rhine stretch that runs parallel to it .

business

Left Rhine route near Remagen

The left stretch of the Rhine has been expanded to double tracks over its entire length of 185 kilometers and has been provided with overhead lines since 1959 . It bears the VzG route number 2630 between Cologne and Bingen and the number 3510 between Bingen and Mainz.

As far as the topography permitted (primarily in the Cologne – Koblenz and Bingen – Mainz sections), the route was upgraded for speeds of up to 160 km / h. In the topographically difficult section between Koblenz and Bingen, where the route closely follows the meandering course of the Rhine ( UNESCO World Heritage Upper Middle Rhine Valley ), this was not possible. As the traffic continued to rise, the route became more and more of a bottleneck. Since a further expansion of the two Rhine routes would have been very expensive, the high-speed route Cologne – Rhine / Main was built away from the Rhine Valley. After its opening in 2002, the left Rhine route was extensively renovated in autumn 2003, the main part of long-distance traffic shifted to the new route, as it shortened the travel time between Cologne and Frankfurt Airport by exactly one hour.

Due to the continued high traffic on the route, the route was largely spared from dismantling measures, so it offers numerous evasive and overtaking opportunities. In individual stations , however, sidings were dismantled - e.g. B. both sidings in Oberwinter , in Brühl after the train accident in Brühl 2000 the sidings in the direction of Cologne - as well as the overtaking track in Budenheim and the overtaking track on the Rhine in Uhlerborn .

After the rail reform in 1994, the local transport lines on the line were initially operated entirely by DB Regio . In December 2008, trans regio took over the Cologne - Koblenz - Mainz regional railways and, for the first time in years, offered continuous local transport connections between Cologne and Mainz, while the regional express lines initially remained with DB Regio. In December 2014, some of the regional express trains between Koblenz and Frankfurt were taken over by the new operator Vlexx , in December 2015 the RB 48 ( Rhein-Wupper-Bahn ) line went from Bonn-Mehlem via Cologne to Wuppertal and in June 2019 the RE 5 line ( Rhein-Express ) to the operator National Express .

DB Regio sat initially bunk - pull trains and n-car and links multiple units of the 425 series one. The latter two were replaced in December 2015 north of Koblenz by Talent 2 railcars from National Express. DB Regio has been operating south of Koblenz since December 2014 under the brand name " Süwex " with Stadler Flirt railcars (DB class 429). The trans regio operates with multiple units of the type Siemens Desiro ML ( class 460 ), Vlexx with LINT diesel multiple units .

history

Poem for the opening of the left Rhine stretch from 1859

Until the First World War

construction

The railway line known today as the left-hand Rhine route was gradually built by a total of three different railway companies. The first section of the line between Bonn and Cologne was planned by Paul Camille von Denis in 1843 and opened on February 15, 1844 by the Bonn-Cölner Eisenbahn-Gesellschaft (BCE). In Cologne, the route originally ended at the then Cologne St. Pantaleon train station south of the city center and in Bonn at Kaiserplatz . On January 21, 1856, the line was then extended south to the Rolandseck train station in order to enable further travel by ship on the Rhine.

On January 1, 1857, the BCE and its main line were taken over by the Rheinische Eisenbahn-Gesellschaft (RhE). In 1858, this continued the route via Remagen and Andernach to Koblenz and ended at the Rheinischer Bahnhof south of the Moselle , which was crossed by the newly built Moselle railway bridge.

The section from the border station in Bingerbrück to Mainz was built by the Hessian Ludwig Railway. and went into operation on October 17, 1859 on a single track. With the completion of the Nahe bridge in Bingen, a connection to the Rheinische Eisenbahn was established. The Nahe bridge with a diamond framework was the first double-track railway bridge of the Hessian Ludwig Railway to go into operation. In 1861 the double-track extension between Bingerbrück and Mainz was completed.

On December 15, 1859, the RhE extended the line backwards to Cologne Central Station, which is why the main station, which is located at this point today, still has a kilometer rating in the negative range. Also on December 15, 1859, the particularly scenic section of the route from Koblenz through the narrow Middle Rhine Valley to the then border station in Bingerbrück (now Bingen (Rhein) Hauptbahnhof ) on the then Prussian / Hessian border was put into operation.

connections

At the same time, the connection to the Rhein-Nahe-Bahn to Saarbrücken and the local coal mines was established in Bingerbrück .

From Bonn Central Station was from 1870 to 1914, a branch line to Bonn-Oberkassel train ferry , the Bonn with the first in Oberkassel ending right Rheinstrecke association. In Koblenz, the connection to the right Rhine route was made possible in 1864 via the Pfaffendorfer Bridge - which was later closed for railway operations - and later via the Horchheimer and Urmitzer railway bridges, which are still in operation today . During the construction period of the Pfaffendorfer Bridge, the Stolzenfels – Oberlahnstein trajectory was operated as an interim solution to connect the left and right Rhine stretch .

From 1861 to 1900 there was also a trajectory to the Nassau Rheinbahn (right Rhine route) between Bingen and Rüdesheim am Rhein on the right bank of the Rhine, which was later operated as a passenger ferry.

expansion

In 1901 the electrical route block between Bingen and Mainz was put into operation.

World Wars and the aftermath

The Ludendorff Bridge near Remagen after it was captured by US troops in 1945

In the war year 1915, with the opening of the Hindenburg Bridge, another (this time permanent) rail connection was created between Bingen and Rüdesheim, which enabled direct trains between the right Rhine line and the Nahe valley line or the left Rhine line. This bridge, like a number of Strategic Railways , was created primarily for military reasons; there was always little civil traffic there.

During the First World War , another strategic Rhine crossing was built, the Ludendorff Bridge between Erpel and Remagen . It served to connect the right Rhine route with the left Rhine route and the Ahr Valley Railway , which was strategically important because of the war operations in northern France , but was not put into operation until the fighting ended in 1919.

Both the Hindenburg and Ludendorff bridges were destroyed in the Second World War and not rebuilt; the latter became world-famous in March 1945 as the Remagen Bridge , as it was here that the American troops advancing from the west first reached the right bank of the Rhine.

Electrified long-distance traffic artery from 1958

IC 515 "Senator" (Hamburg - Munich) at the bank tunnel opposite the Loreley, 1984
1991-92 served a track called 9 Süd in Bonn Hbf as a provisional facility for the overhaul of trains

The electrification of the route took place in two stages. On June 1, 1958, electrical operations began on the Remagen – Mainz section. The traction change took place in Koblenz main station, because the capacity of the Remagen station was insufficient. On the also electrified Mainz – Mannheim railway , trains could continue to run with electric traction in the already largely electrified southern German area. On May 1, 1959, the Cologne – Remagen section was finally put into operation electrically.

Since the left Rhine route allows higher speeds overall than the right Rhine route despite numerous curves, it became more attractive for fast long-distance passenger transport the faster the trains could travel due to their technical conditions. For freight trains, on the other hand, which to this day mostly travel at a maximum of 100 km / h, the difference between the left and right Rhine route is much less noticeable. As a result, the imbalance in the distribution of long-distance passenger transport that existed before the Second World War concentrated more and more on the left bank of the Rhine over the decades.

This became particularly evident with the introduction of the Trans-Europ-Express trains in 1957, the first-class intercity network every two hours in 1971 and the mixed-class IC system every hour in 1979: all trains in these systems ran on the left bank of the Rhine. Even the intercity line 2, which ran from Koblenz to Wiesbaden on the right bank of the Rhine, was routed via Bingen, Mainz-Mombach and the Mainz Kaiserbrücke to save time. The optimization of the IC network in 1985 resulted in three of the five lines in Germany now using the left-hand Rhine route - from then on, six IC trains per hour ran on the left bank of the river, although the three trains in each direction ran within a time window of twelve Minutes in a row. The reason for this was a lack of free timetable routes; The capacity of a railway line is higher, the more trains of the same speed are bundled together.

After German reunification, the intercity network was restructured on June 2, 1991, so that the long-distance half-hourly service that was required for long-distance traffic resulted on the left-hand Rhine stretch. In addition, two newly established interregional lines were then led through the Rhine Valley, one in the direction of Trier, the other in the direction of Karlsruhe. This concept required overhauls of local trains in all junction stations. Since there was only a single track available for trains heading north in Bonn Central Station at that time, a provisional overtaking track 9 south was built around 200 meters south of platform 1 on the route of the former ferry track to Oberkassel. After the renovation of the Bonn main station was completed, track 9 south was taken out of service on October 26, 1991 and dismantled again. Together with some still existing individual express train connections, local traffic and fast freight trains as well as the then usual relief IC trains on weekends, the left Rhine route was used to the limit of its capacity from 1991 to 2002; The situation only relaxed when the Cologne-Rhine-Main high-speed line was integrated into the long-distance network in December 2002.

21st century

After landslides in February and March 2002, the line between Boppard and Oberwesel was only passable on a single track on a 17-kilometer section until July 19, 2002 . The necessary renovation work cost almost nine million euros. In January 2003, a general renovation of the superstructure in the section between Cologne and Mainz began, estimated at 80 million euros. Due to the decrease in traffic as a result of the commissioning of the new line, diversions could largely be dispensed with despite the single-track operation. In total, more than 100 kilometers of new track were laid and 165,000 sleepers were replaced. The general renovation had already become necessary in previous years, but was not possible due to a lack of capacity before the new line went into operation.

On June 23, 2011, the signal box in Sankt Goar burned out, which meant that no switches could be set in the Sankt Goar and Werlau stations and the signaling technology failed. In order to be able to operate rail traffic despite the lack of an interlocking, the switches were secured with hand locks. In order to carry out this security work, the route had to be closed for almost two days. Long-distance traffic was diverted via the right-hand Rhine route. However, since the signals did not work on the section of the route, the minimum distance between the trains has increased. After that, Deutsche Bahn worked on a solution to reactivate the two stations and improve the line's performance again. On December 2, 2011, the Sankt Goar electronic signal box went into operation after a record construction time of just a few months. Its positioning range includes the stations of Sankt Goar and Werlau and controls the route range from km 117.085 to km 126.305. The signal systems are operated in ESTW-L90 technology with an H / V signal system.

After a landslide in heavy rains, an Intercity derailed on September 11, 2011 on its way from Hamburg to Stuttgart shortly before Sankt Goar. The train driver was seriously injured and 14 other people were slightly injured. In order to salvage the Intercity and repair the tracks, the railway line between Boppard and Oberwesel had to be closed for a week. Long-distance traffic was rerouted again via the right-hand Rhine route, local traffic commuted on the sections of the route that were still passable. On June 25, 2016, the RE 4251 (Koblenz – Frankfurt) derailed at around 5:30 am after a landslide caused by heavy rain between Oberwesel and Bacharach. The train driver was seriously injured and nine other people were slightly injured.

The section from Hürth-Kalscheuren via Bonn to Remagen was declared a congested rail line on December 9, 2016 in accordance with the Railway Infrastructure Usage Ordinance  .

On June 14, 2019, the St. Goar-Oberwesel municipal council decided to file a lawsuit against Deutsche Bahn AG . The council is of the opinion that the railway line on the left bank of the Rhine between Mainz and Koblenz still does not have a valid building permit and is therefore classified as illegal construction.

meaning

RE 5 in Remagen

Traffic importance

The line is one of the busiest railway lines in Germany and the most important north-south connections in the west of the country. Until the opening of the high-speed route Cologne – Rhine / Main , it was the fastest connection to southern Germany for the Rhineland and large parts of the Ruhr area with three pairs of long-distance trains every hour.

Today , a pair of regional express trains from DB Regio , a pair of trains from trans regio (MittelrheinBahn) and other regional DB trains between Remagen and Cologne run every hour , plus various freight trains . The freight transport in the Rhine Valley is largely handled on the right Rhine line.

With the full commissioning of the new Cologne – Rhein / Main line at the time of the timetable change in December 2002, long-distance services were reduced. Today two long-distance trains run every hour in each direction. Since then, freight traffic on the route has increased.

Tourist and cultural importance

The route in the Upper Middle Rhine Valley is considered to be one of the most scenic railway routes in Germany. The valley between Bingen and Koblenz has been a UNESCO World Heritage Site since 2002 . The travelers can see numerous castles, including the Rhine Palatinate near Kaub , and the Loreley on the opposite side of the valley can also be seen clearly. In addition, narrow valleys between towering cliffs, a lot of forest and numerous vineyards can be seen.

Planning

Project: S-Bahn-Westring Cologne

The largest transport project in the area of ​​the Cologne railway junction is the construction of the Cologne S-Bahn Westring. The left Rhine route between Cologne and Bonn is to be expanded by two S-Bahn tracks.

Project: Quiet Rhine

Since the Rhine Valley is a central north-south connection in European rail traffic, the residents are more and more disturbed by the increasing rail noise due to the growing freight traffic on the left and right Rhine route . There are currently around 480 trains a day running on both Rhine routes. At the urging of the Hessian Ministry for the Environment, Energy, Agriculture and Consumer Protection and the Ministry for the Environment, Forests and Consumer Protection of Rhineland-Palatinate , the Leiser Rhein pilot project was started. For this project, the EU Commission made money available in December 2009 to equip 5000 freight wagons , which mainly drive along the Rhine, with quieter composite brake blocks .

In order to reduce rail noise even more effectively, politicians are talking about a rail relief route. This is intended to accommodate the rapidly growing freight traffic and at the same time reduce traffic on the left-hand Rhine stretch. The following routes are being discussed: One route along the Federal Motorway 3 , another on the Federal Motorway 61 and the existing Eifel route .

Accessibility

In Rhineland-Palatinate , in the medium term, all platforms on a route are to be standardized to the same height, if necessary rebuilt and accessible without steps. The platforms on the left bank of the Rhine should be 76 cm high. The platforms of the Sechtem, Roisdorf, Remagen , Namedy, Andernach , Koblenz Stadtmitte , Koblenz Hbf and Spay stations are currently barrier-free on the left-hand Rhine route between Sechtem and Oberwesel . However, not all platforms at these stations have the appropriate height.

New tunnel tubes between St. Goar and Oberwesel

The three existing tunnels between St. Goar and Oberwesel (Bank, Bett and Kammereck tunnels ) are in need of renovation and no longer meet current safety standards. In the event of modernization, the distance between the tracks would have to be increased and an escape route created on both sides . Since the tunnel portals are under monument protection, it is not possible to widen the tunnel cross-section. In the current preliminary planning different variants of the modernization are examined. These range from single-track, parallel tubes to the existing tunnels (the existing tunnels would continue to be operated, but single-track) to a 4.8-kilometer, double-track tunnel that replaces the existing infrastructure close to the river. Deutsche Bahn decided to upgrade the existing tunnels. The bypass was also not included in the federal traffic route plan.

Germany-Takt (long-distance passenger transport)

For Federal Transport Infrastructure Plan as the basis for was Germany-clock a target timetable for long-distance transport in 2030 created. Between Cologne and Koblenz four, and between Koblenz and Mainz three long-distance lines are to run every two hours.

Line FV 1 corresponds to today's IC line 30 , but with additional stops in Andernach and Bingen . By using the high-speed route Mannheim – Stuttgart and using the ICE without tilting technology with a top speed of 230 km / h, the journey time to Stuttgart is to be reduced by 18 minutes.

Line FV 31 corresponds to today's IC line 31 , but with additional stops in Remagen and Bingen. From Mainz the line is to be run via Mannheim to Stuttgart, so that the lines FV 1 and FV 31 form an hourly service between Hamburg and Stuttgart over the left Rhine route. Here, too, ICE trains should run at a top speed of 230 km / h without tilting technology.

Line FV 17 corresponds to today's ICE line 91 , but with eight instead of only two journeys between Cologne and Frankfurt. This is to run in the regular route of the previous IC line 32 and replace it, but no longer stop in Remagen, Andernach and Bingen. The use of ICE-T is still planned here.

Line FV 39 corresponds to today's IC line 35 , but with eight instead of three journeys between Cologne and Koblenz. Double-decker Intercity is to be used on the line .

Rhine-Ruhr Express

The Cologne – Koblenz section is the feeder line to the Cologne – Dortmund core line of the Rhein-Ruhr-Express .

The RRX 4 line should run from Bielefeld to Koblenz and replace today's Mittelrheinbahn between Cologne and Koblenz , the RRX 6 line should run from Minden to Koblenz and replace today's Rhein-Express between Düsseldorf and Koblenz . Together, lines RRX 4 and RRX 6 are to form a 30-minute cycle between Bielefeld and Koblenz. Since the Mittelrheinbahn stops more often than the Rhein-Express, it takes 23 minutes longer from Cologne to Koblenz. Therefore, it is currently being examined how the second RRX line, which is assumed in the Federal Transport Infrastructure Plan, can be operationally integrated while maintaining the Middle Rhine Railway.

Passenger transport tariffs

The rail transport on the left Rhine route is on behalf of four integrated transport provided, apply the tariffs in all local trains:

See also

literature

  • Horst Semmler: 150 years of the Bonn-Cologne railway. Kenning Verlag, Nordhorn 1994, ISBN 3-927587-23-0
  • Joachim Seyferth: The Left Rhine Route. Self-published, Wiesbaden 1993, ISBN 3-926669-03-9 ( SCHIENE -Photo 3)
  • Udo Kandler: The left stretch of the Rhine. Hermann Merker Verlag, Fürstenfeldbruck 1993 ( Eisenbahn-Journal. Special edition 3, 93, ISSN  0720-051X )
  • Udo Kandler: Railway like on a postcard. The left Rhine route. In: Lok Magazin. No. 305, vol. 46, 2007, ISSN  0458-1822 , pp. 36-55

Web links

Commons : Left Rhine route  - album with pictures, videos and audio files

Remarks

  1. Formerly a train station under the name: Capellen-Stolzenfels , also: Capellen a. Rhein , Eisenbahndirektion Mainz (ed.): Official Journal of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of December 17, 1910, No. 57. Announcement No. 872, p. 493; from 1912: Kapellen-Stolzenfels (Railway Directorate Mainz (ed.): Official Gazette of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz from December 21, 1912, No. 63. Announcement No. 764, p. 471); at an unknown time Königsbach b Kapellen Stolzenfels and 1934: Königsbach (b Kapellen Stolzenfels) (Deutsche Reichsbahn-Gesellschaft (Hg.): Official Gazette of the Reichsbahndirektion Mainz of January 20, 1934, No. 5. Announcement No. 39, p. 17) .
  2. Formerly: Kempten bei Bingen (see: Eisenbahndirektion Mainz (ed.): Official Gazette of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz from February 6, 1915, No. 7. Announcement No. 85, p. 48); Renamed at an unknown time in Kempten b Bingen and again in 1934, this time in Kempten (b Bingen) (Deutsche Reichsbahn-Gesellschaft (Hg.): Official Gazette of the Reichsbahndirektion Mainz of January 20, 1934, No. 5. Announcement No. 39, p . 17).

Individual evidence

  1. DB Netze - Infrastructure Register
  2. Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
  3. Werner Schreiner : Paul Camille von Denis - European transport pioneer and builder of the Palatinate railways . Ludwigshafen 2010. ISBN 978-3-934845-49-7 , p. 76.
  4. ^ The legal basis was the concession document of January 3, 1856 for the construction of a railway from Mainz to Aschaffenburg and Mainz to Bingen , printed in: Peter Scheffler: The railway in the Mainz - Wiesbaden area . Eisenbahn-Kurier Verlag, Freiburg 1988. ISBN 3-88255-620-X , pp. 144-147.
  5. ^ Heidesheimer Eisenbahnverein: Festschrift for the 25th anniversary . Heidesheim, June 25, 1930.
  6. ^ Eisenbahndirektion Mainz (Ed.): Collection of the published official gazettes from August 3, 1901. Volume 5, No. 36, Announcement No. 361, p. 272.
  7. ^ A b Theodor Acker : The modernization of the federal railway in the Middle Rhine area . In: 2000 years of Mainz . 1. Special supplement for the 1962 anniversary year of the City of Mainz from May 5, 1962. [Without page counting].
  8. Passengers annoyed by "Katzenbahnsteig" - the Federal Railroad had to move a stop for the slow trains , Bonner General-Anzeiger from June 4, 1991
  9. ^ The track 9 south has done its service , Bonner General-Anzeiger of October 23, 1992
  10. Rhine route: chaos over . In: Eisenbahn-Revue International , issue 10/2002, ISSN  1421-2811 , p. 466.
  11. ↑ The left stretch of the Rhine is being renovated . In: Eisenbahn-Revue International , issue 4/2003, ISSN  1421-2811 , p. 148.
  12. Extensive renovation of the left stretch of the Rhine . In: Eisenbahn-Revue International , issue 1/2004, ISSN  1421-2811 , p. 47
  13. Signal box destroyed: Railway traffic on the left bank of the Rhine on the Middle Rhine was idle. In: rhein-zeitung.de , accessed on September 16, 2011
  14. ^ Train derailed at St. Goar after landslide: eleven injured. In: rhein-zeitung.de , accessed on September 16, 2011
  15. After IC derailment: On the left bank of the Rhine, it will roll again from Saturday. In: rhein-zeitung.de , accessed on September 16, 2011
  16. Overloaded railways 2017. (No longer available online.) DB Netz AG, December 12, 2016, archived from the original on March 20, 2017 ; Retrieved March 19, 2017 .
  17. https://www.swr.de/swraktuell/rheinland-pfalz/koblenz/Sankt-Goar-Oberwesel-Verbandsgemeinderat-beschliesst-Klage-gegen-die-Deutsche-Bahn,sankt-goar-oberwesel-klage-bahn-100 .html
  18. ↑ Catalog of measures for the Cologne railway node on the Rhineland local transport website
  19. railway noise on the Middle Rhine. Pro Rhine valley. Accessed March 24, 2010 (DOC; 88 KiB)
  20. ^ Hesse and Rhineland-Palatinate: 10-point program Quiet Rhine Valley for better noise protection. ( Memento of the original from October 27, 2012 in the Internet Archive ) 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. Ministry of Economy, Transport and Regional Development. Retrieved March 24, 2010 @1@ 2Template: Webachiv / IABot / www.wirtschaft.hessen.de
  21. ↑ Submit funding applications for Leiser Rhein . In: Allgemeine Zeitung , accessed on March 24, 2010
  22. ^ Rolf Kleinfeld: Skirmishes about the railway relief line. In: General-Anzeiger (Bonn) , December 28, 2007
  23. Barrier-free Rhineland-Palatinate. (PDF; 884 KiB) Deutsche Bahn activities. (No longer available online.) In: Speech. DB Station & Service AG, Central regional area, July 5, 2007, archived from the original on June 8, 2015 ; Retrieved October 13, 2013 . 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 / barrierefrei.rlp.de
  24. Infrastructure. Accessibility. (No longer available online.) In: SPNV-Nord.de. Special Purpose Association for Local Rail Transport Rhineland-Palatinate North, December 2011, archived from the original on April 14, 2013 ; Retrieved October 13, 2013 . 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
  25. Accessibility of train stations in Bonn / Rhein-Siegkreis / Ahr. (PDF; 63 KiB) Platform heights. In: VCD.org. Verkehrsclub Deutschland e. V., accessed on October 13, 2013 .
  26. Information and pictures about the tunnels on route 2630 on eisenbahn-tunnelportale.de by Lothar Brill
  27. Middle Rhine Valley: Bahn is planning new tunnel tubes opposite the Loreley. (No longer available online.) Wiesbadener Kurier, October 1, 2013, formerly in the original ; Retrieved November 14, 2013 .  ( Page no longer available , search in web archivesInfo: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. @1@ 2Template: Toter Link / www.wiesbadener-kurier.de  
  28. Volker Boch: Tunnel project near Oberwesel on ice: Bahn leaves the Middle Rhine on the left. In: Rhein-Zeitung. November 30, 2018, accessed January 30, 2019 .
  29. Project Information System (PRINS) for Federal Transport Infrastructure Plan 2030 - Germany-clock. Federal Ministry of Transport and Digital Infrastructure , September 14, 2016, accessed on June 12, 2017 .
  30. Project information system (PRINS) for the Federal Transport Infrastructure Plan 2030 - Rhein-Ruhr-Express. Federal Ministry of Transport and Digital Infrastructure , accessed on June 12, 2017 .
  31. ^ Feasibility study "S-Bahn Cologne-Bonn left bank of the Rhine". Zweckverband Nahverkehr Rheinland , June 14, 2017, accessed on June 12, 2017 .