Main-Neckar Railway

map

Main-Neckar Railway
Header of the 1846 timetable
Route number (DB) :	3601 (Frankfurt (M) Hbf – Heidelb-Wiebl –Hdbg Hbf ) 3605 (Da-Arheilgen – Darmstadt Hbf, Geri 3601) 3655 (Neu-Isenburg – Dreieich-Buchsch, 3rd level) 3688 (Frankfurt Süd – Darmstadt Hbf, S-Bahn) 4061 (N-Edingen / F-feld – M-Fr Südein / Ausf, P-Bahn) 4062 (N-Edingen / F-feld – M-Fr Südein / Ausf, G-Bahn) 4101 (Heidelb- Wiebl-Heidelberg Rbf)
Course book section (DB) :	650
Route length:	87.5 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Power system :	15 kV 16.7 Hz  ~
Maximum slope :	<20  ‰
Top speed:	160 km / h
Dual track :	Long- distance railway: (continuous) S-Bahn: Frankfurt Süd – Langen, Train:Egelsbach – Erzhausen, Train:Darmstadt Gbf (W250) –Darmstadt Hbf route 4061
Legend Frankfurt West Train Stations (until 1888) City tunnel from Südbf and Offenbach Frankfurt (Main) Hbf (deep) (since 1978) 0.000 Frankfurt (Main) Hbf (since 1888) Homburg Railway to Westbf Main-Lahn-Bahn to Frankfurt-Höchst Mainbahn to Frankfurt Stadium Main-Weser-Bahn to Giessen Freight route from Frankfurt Hgbf 1.088 Taunusbahn to Frankfurt-Höchst 1.223 Municipal connection line Frankfurt am Main 1.479 Frankfurt Main-Neckar Bridge (Abzw) 1.803 Main Neckar Bridge Friedensbrücke (old Main-Neckar Bridge) Mainspitze to the local train station and to Offenbach 2.678 B 43 , Kennedyallee Frankfurt-Bebraer Railway to Frankfurt South S-Bahn line from Frankfurt Süd Originally routing, originally Mainbahn 3.732 Frankfurt-Louisa 57.526 00,000 Frankfurt-Louisa S-Bahn Connection to Frankfurt-Niederrad 58.1 4.300 000 Frankfurt Stadium ↔ Frankfurt Süd route Connection route from Frankfurt Stadium Regional bypass west of Frankfurt Stadium (planned) 59.524 05.700 ( Flyover structure ) 60.06 6.272 0 0 A 3 7.179 Neu-Isenburg (formerly a motorail train ) 60.969 00,000 Neu-Isenburg Hp (Hp Üst) Crossing structure (planned) Ambulance via Dreieichbahn to Dreieich-Buchschlag 7,700 Neu-Isenburg ARZ (Bft) Branch line to Neu-Isenburg city (former / expanded) 64.368 00,000 Dreieich-Buchschlag Hp 10.689 Dreieich book cover 64.5 0010.719 Forest path / Buchschlager Allee, L 3262 Dreieichbahn to Ober-Roden / Dieburg 66.310 00,000 Long air traffic control B 486 , bypass Langen (B 486n) 67.617 13.825 Long (Hess) B 486 69.7 0015.900 ( Flyover structure ) 70.345 00,000 Egelsbach (Hp Üst) 72.407 00,000 Erzhausen Hp (Hp Üst) 72.4 0018.649 BÜ Bahnstrasse 18.614 Erzhausen (since 1888) 74.698 00,000 Darmstadt-Wixhausen (since 1887) B 3 (B 3n) 22.0 Arheilgen (1848-1894) 76.614 23.513 Darmstadt-Arheilgen (since 1894) Bk pear tree to Aschaffenburg , to Erbach Rhein-Main-Bahn from Groß-Gerau (opposite direction track) 78.630 00,000 Gross-Gerau – Aschaffenburg freight line Rhein-Main-Bahn from Groß-Gerau (direction track) Rhein-Main-Bahn from Aschaffenburg ,  Odenwaldbahn from Erbach Freight route from Darmstadt-Kranichstein Darmstadt freight yard 80.4 0026,600 Darmstadt Gbf (Bft) 81,556 27,727 Darmstadt Central Station Main-Neckar-Bahnhof (until 1912) 28.0 + 173.1 28.1+ 046.8 Mileage jump route 3605 (W 333) Connecting line 29.710 Fir (Bk) 29.865 Darmstadt South Bessungen (until 1912) original route 32.200 A 5 33.725 Darmstadt-Eberstadt North (Bft) 34,431 Darmstadt-Eberstadt Pfungstadtbahn to Pfungstadt 37.500 Malchen (Bk) 39.500 A 5 Connection route from the Bundeswehr depot 39.831 Bickenbach North (Bft) 40.744 Bickenbach (Bergstrasse) former route to Seeheim-Jugenheim 42,924 Hähnlein-Alsbach RMV / VRN tariff limit 44,549 Zwingenberg (Bergstrasse) 47.164 Bensheim-Auerbach 49.495 Bensheim S 6 49.876 B 47 Nibelungen Railway to Worms 51.0 +683.3 51.2 + 037.4 Kilometer jump 53,533 B 460 former Nibelungen Railway from Worms 52.978 Heppenheim North (Bft) 53.648 Heppenheim (Bergstrasse) 56,000 Regional border middle / southwest 56.283 State border Hessen / Baden-Württemberg 57.079 Laudenbach (Bergstrasse) 59.445 Hemsbach Weschnitz Valley Railway from Fürth 63,605 New Weschnitz 63.669 Old Weschnitz 63.771 Weinheim (Bergstr) central station Mannheim – Weinheim railway line , B 3 Mannheim – Weinheim railway line (until 1912) Line to Viernheim (closed) 66.795 Weinheim-Lützelsachsen 68.500 A 5 69.178 Heddesheim / Hirschberg (formerly "Großsachsen-Heddesheim") 73.845 Ladenburg 74.100 Neckar Bridge 74,422 former Edingen – Seckenheim line 76,089 Mannheim – Edingen – Heidelberg route , K 4138 77,063 Neu-Edingen / Mhm-Friedrichsfeld 77.300 A 656 height-free threading 78.600 Mannheim-Friedrichsfeld Südeinf / Ausf ( Rheintalbahn from Mannheim ) S 1 S 2 S 3 S 4 S 6 Freight route to Schwetzingen Mannheim-Friedrichsfeld South Hp Heidelberg-Wieblingen Key (Üst) 80.080 Bk key Route before approx. 1910 height-free threading Freight route from Mannheim 83.590 Heidelberg-Wieblingen (Abzw) A 5 83.990 Heidelberg- Pfaffengrund / Wieblingen to Heidelberg Hbf (since 1955) S 1 S 2 S 3 S 4 85,808 Heidelberg Rbf to HD-Kirchheim / Rohrbach and Königstuhl former route from Schwetzingen Heidelberg Gbf Rheintalbahn from Bruchsal 87.870 Heidelberg Hbf (old terminus) Neckar Valley Railway to Jagstfeld Swell:

The Main Neckar Railway (MNE) was a joint state railway in which the Free City of Frankfurt and the Grand Duchies of Hesse and Baden were involved. A main line west of the Odenwald in the Upper Rhine Plain , which runs from Frankfurt am Main via Darmstadt , Bensheim and Weinheim to Heidelberg , still bears its name today . The route is served by long- distance and local rail passenger transport from the Rhein-Main-Verkehrsverbund (RMV) and the Verkehrsverbund Rhein-Neckar (VRN).

history

Locomotive "Main" of the MNB from the machine works Esslingen (1845)

Locomotive No. 3 of the MNB from the Esslingen machine factory (1846)

prehistory

The plans for this condom line go back to January 31, 1836. At that time, the founding meeting for a company took place in Darmstadt, which aimed to build a railway from Frankfurt via Darmstadt to Heidelberg with a branch line to Mainz . By 1838 the permits of the three states whose territories connected the route had been received and in the summer of 1838 the preparatory surveying and staking out of the route began. Also in 1838 a first state treaty for the construction of the railway between the three states was concluded. However, the Hessische Eisenbahn-Gesellschaft was unable to raise the required capital and then dissolved in 1839.

The second initiative came from the government since 1841/42, as the governments recognized that they would fall behind compared to neighboring countries if they did not provide a modern infrastructure. On March 25, 1843, a second state treaty was concluded that stipulated that the Main-Neckar Railway would be built at state expense and - as a compromise between the interests of Mannheim and Heidelberg - in the central Friedrichsfeld area on the Mannheim  - Heidelberg line of the Grand Ducal Baden State Railways to connect. The financial participation in the project corresponded to the respective costs of the route sections in the individual states. All three governments were represented in the management of the Main-Neckar-Eisenbahn in Darmstadt.

As early as 1820, Ludwig Börne described the slowness of a journey in the stagecoach between Frankfurt and Stuttgart in his satirical report Monograph der Deutschen Postschnecke . For the first stage between Frankfurt and Darmstadt alone, the travelers needed 12 hours - which a pedestrian could do. Considered against this background, the reduction in travel time that can be achieved by rail was drastic.

Gauges

Since the Badische Hauptbahn between Mannheim and Heidelberg was built in broad gauge of 1600 mm, Baden wanted broad gauge for the Main-Neckar Railway, but could not enforce this. Rather, one of the two existing broad gauge tracks between Heidelberg and Mannheim was switched to standard gauge (1435 mm) and the Main-Neckar Railway was connected there. This track belonged to the Baden Railway, but was operated by the Main-Neckar Railway.

construction

route

Construction of the line began in June 1843 in the Frankfurt section. There the construction management was the responsibility of the municipal chief engineer Remigius Eyssen . Acquiring the land turned out to be difficult in some places. In contrast, the terrain over which the route led was relatively flat. Only 12 bridges were required, the largest spanning the Main and Neckar and a large viaduct had to be built near Eberstadt . The moorland between Bensheim and Heppenheim was also difficult , where the embankment sank under its own weight and had to be raised again several times.

The route was initially prepared for two tracks, although initially only the western track was laid. The dual track was established from 1860. Railway attendants' houses were built about every 1.5 kilometers . Where these were more than 15 minutes' walk from the nearest town, they also provided for a service apartment. There were initially no signal devices . These were retrofitted later.

On April 16, 1846, the first test drive from Darmstadt to Langen took place. The railway was opened for passenger traffic in several sections, and from 9 August 1847 also for freight traffic along the entire length of the route:

• June 22, 1846: Langen  - Darmstadt - Heppenheim
• July 16, 1846: Langen - Mainspitze (Frankfurt) - Frankfurt local train station
• First continuous test drive from Frankfurt to Heidelberg on July 27, 1846
• August 1, 1846: Heppenheim - Heidelberg and branch to Mannheim and thus the entire route. The wagons are still pushed over the emergency bridge near Ladenburg by hand, and locomotives only start running there from October 9, 1846 .
• On November 20, 1851, the track connection to the Main-Weser-Bahn in Frankfurt was put into operation and one year later the continuous passenger service opened, which gave the Main-Neckar-Bahn further importance as an important north-south axis.

bridges

Neckar bridge near Ladenburg around 1900

(, 1891 "Wilhelm Bridge" at the site of today until the original Main-Neckar Bridge Peace Bridge was) completed in Frankfurt and could be driven from 15 November 1848, which used trains in the depot Mainspitze , a hairpin , and drove to the old Sachsenhausen train station . After completion of the Main crossing, the line ended in the Main-Neckar train station .

The bridge over the Neckar near Ladenburg was not finished in time, so the trains initially rolled over a wooden temporary structure, which was not replaced by a stone arch bridge until 1848.

Train stations

A train leaving the old Heidelberg train station in 1840

Erzhausen reception building in 2010

The route began in Frankfurt in the Main-Neckar-Bahnhof , one of Frankfurt's three western train stations . It was located on (today's) Willy-Brandt-Platz in the corner between Münchener Strasse and Gallusanlage , south of the Taunus Railway station . Darmstadt received the largest reception building with its Main-Neckar station , an expensive building . The administration of the railway and the central workshops were also housed here. The Darmstadt train station received a large platform hall in 1861 , was considerably expanded to the west in 1871 and the station building was extended in 1877.

The train station in Frankfurt was, however, twice as expensive as the one in Darmstadt because of the high land prices. The Main-Neckar-Bahnhof in Frankfurt had to be expanded and rebuilt three times due to the increasing traffic before it was abandoned in favor of the new Centralbahnhof (1888), as did the stations in Darmstadt (1910/12) and Heidelberg (inaugurated in May 1848, demolished in 1960). They became too small for the rapidly developing railway traffic and under these circumstances were also operational obstacles. The architectural quality of the reception building was high. The reception buildings in Bensheim and Heppenheim are said to have been designed by Georg Moller .

Only a few stops were planned at the beginning of the operation. As early as 1848 additional stops were set up in Bickenbach and Arheilgen . In 1850 Auerbach received a stop. Sprendlingen followed in 1876, Bessungen in 1879 , Eberstadt in 1885 , Wixhausen in 1887 and Erzhausen in 1888 .

business

Timetable from 1847

The initial equipment of the railway consisted of 18 locomotives and 252 cars. The twelve locomotives bought by Hessen were supplied by the Sharp locomotive factory in Manchester ( England ), the six locomotives procured by Baden and Frankfurt came from Kessler's machine factory in Karlsruhe . All machines had the axis arrangement 1A1.

The fare for the entire route was initially 1 guilder and 6 cruisers in 1st class , 48 cruisers in 2nd class, 33 cruisers in 3rd class and 21 cruisers in 4th class, travel time 3.5 hours.

In the beginning there were two pairs of trains a day that traveled the entire route; in autumn 1846 there were three, in 1847 the number had to be increased to five and in 1889 there were 20. In the first 15 years of operation, the number of people carried increased by 50% . From August 9, 1847, freight traffic was also started, initially in mixed trains , but only from 1848 on in separate trains. In the first 15 years of operation, the freight volume increased thirty-fold.

With the commissioning of the (old) Main-Neckar-Bridge over the Main in Frankfurt to the Main-Neckar-Bahnhof there on November 15, 1848, the Main-Neckar-Bahn was now complete and navigable.

From May 18, 1849, traffic south of Heppenheim had to be stopped due to the Baden Revolution . June 1849, the railway was used exclusively for military transports, civil traffic stopped altogether and could only be resumed over the entire route on June 27, 1849. As a result of the war of 1866, operations were temporarily shut down.

Economic impact

The Main-Neckar Railway brought work and bread to the people on Bergstrasse and in the western Odenwald . Darmstadt, Mannheim and Frankfurt could be reached. Getting a job at Deutsche Bahn was not so easy, however, the rush was great and the Deutsche Bahn could choose. Only men of impeccable repute and perfect health were able to wear the coveted railway workers uniform after a thorough examination and the deposit of a considerable deposit . For example, if you ruined your health while building the railway, you had no chance.

expansion

Friedrichsfeld junction 1900

Main-Neckar Railway

In the following years, the route was continuously expanded, modernized and adapted to the increasing volume of traffic and the changing needs of passengers.

• The first pointer telegraphs were introduced in 1852 .
• In 1853, the 4th  class (standing room only) was abolished.
• 1855: The Badische Staatsbahn is changed to standard gauge , through coaches from Frankfurt to Kehl , connection to Basel
• In 1860 the 3rd class cars got glazed windows.
• The double-track expansion began in May 1860, and in 1862 the entire line became double-track.
• 1866: After the annexation of the Free City of Frankfurt by Prussia , the Prussian state acquired the Frankfurt share of the railway.
• From 1868 electrical bells were installed.
• In 1875 steam heating was introduced into passenger cars.
• Signal-dependent point locks were introduced in 1876.
• In 1877, the first sleeping cars ran from Frankfurt to Basel.
• The first Morse code telegraphs were set up in 1878 .
• In 1880, a direct connection from Friedrichsfeld to Schwetzingen was put into operation on June 1st .
• In 1882, the four-track Main-Neckar bridge in Frankfurt in steel framework construction, a good 1000 meters west of the first Main-Neckar bridge , was ready for operation. The new bridge was necessary to feed the Main-Neckar Railway into the new Frankfurt Central Station . For this purpose, the railway was relocated on a new route, starting from Louisa station , in an S-curve on an embankment ascending to the new bridge. In the same year the connection through the Gotthard was opened, which gave the Main-Neckar-Bahn further importance as an important north-south axis.
• The Darmstadt train station is the first to receive electrical lighting; Isenburg (1894) and Friedrichsfeld (1896) follow.
• From May 1887, the first cars with electric lighting started running.
• 1888: After the completion of the new central station, the city of Frankfurt bought the old Main-Neckar bridge, which was no longer in use, and converted it into a road bridge.
• From 1888, the right was driven.
• In 1889 the Westinghouse air brake was introduced.
• In 1896 the shares belonging to the Prussian and Hessian state were transferred to the newly founded Prussian-Hessian Railway Association .
• In 1902, the joint management was dissolved by a state treaty on the simplification of the railway administration of December 14, 1901 between Prussia, Hesse and Baden. The section of the line located on Baden territory came to the Badische Staatsbahn, the section on Hessian territory became part of the Prussian-Hessian Railway Community and the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz . This ended the history of the Main-Neckar Railway as an independent company.

20th century: In the hands of the legal successor

• On April 1, 1903, the regulations on the route block , which apply to the Prussian State Railways , also come into force on the routes of the former Main-Neckar Railway.
• On April 1, 1906, the route block between Darmstadt and Heppenheim went into operation.
• On February 1, 1907, the Hähnlein stop (since 1934: Hähnlein-Alsbach ) was put into operation.
• On December 1, 1910, the Lützelsachsen stop was put into operation.
• In 1912, Darmstadt Central Station was opened in place of the old and completely overloaded stations of the Main-Neckar Railway and the former Hessian Ludwig Railway. The architect was Friedrich Pützer .
• In 1923 the French occupation troops cut traffic between Darmstadt and Frankfurt. The trains were partly diverted via Babenhausen and Hanau Ost or via Dieburg , Oberroden station and Offenbach main station .
• In 1927 the Main-Neckar Bridge in Frankfurt was replaced by a new, more load-bearing steel truss bridge. This happened under operation with only minor restrictions on rail and ship traffic.
• On October 7, 1934, the Hähnlein station was renamed Hähnlein-Alsbach .
• Shortly before the Second World War , plans developed and already approved by the Reich Ministry of Transport for a fundamental reorganization of the Mannheim / Ludwigshafen railway junction ( 1943 B3 ), which included a fast passageway from the Main-Neckar Railway to the Ried Railway between Darmstadt-Eberstadt and Lampertheim , were not realized as a result of the war.
• In 1945, in the last days of the Second World War, the Main-Neckar Bridge was blown up.
• From November 23, 1946 trains steamed over the repaired bridge again.
• In 1956 the first section of the line from Heidelberg to Mannheim-Friedrichsfeld was electrified and went into operation on June 3rd. On October 1, 1957, electric train operations began on the section from Mannheim-Friedrichsfeld via Weinheim to Darmstadt Hbf. The section to Frankfurt (Main) Hauptbahnhof followed on November 19 of the same year.
• In 1990 the " Lindwurm Campaign " took place between Bensheim and Darmstadt .

Separate tracks for the Rhein-Main S-Bahn

In 1997, separate tracks with route number 3688 were put into operation for the southern outer branch of the Rhine-Main S-Bahn along the Main-Neckar-Bahn to Darmstadt. This S-Bahn route begins in the Frankfurt-Süd station as a continuation of the 3681 City-Tunnel Frankfurt , crosses under the Main-Kinzig-Bahn and sidings through the S-Bahn tunnel Frankfurt Stresemannallee to the stop Stresemannallee , and then turns with it the connecting curve of the Main-Neckar-Bahn to the Südbahnhof, to the south. It then runs initially on the west side of the Main-Neckar Railway. Between the Isenburg aisle and the A 3 motorway , the S-Bahn line changes over a flyover to the west side of the Main-Neckar Railway.

From Langen to Egelsbach , the route is single-track for 2.7 km, where it changes back to the east side of the Main-Neckar Railway through an underpass at the level of the city limits of Langen / Egelsbach. From Egelsbach to Erzhausen the line is double-tracked again, and from Erzhausen to Darmstadt main station it is single-track.

The stations along this route have been fundamentally renewed, with the exception of the Langen and Neu-Isenburg stations (track 1), which is only used for special stops, since then there are no more platforms along the long-distance railway tracks of this section . With the exception of the Arheilgen and Egelsbach stations, all of the station buildings are still there and still show traces of the "old" Main-Neckar Railway.

The kilometering of the S-Bahn route begins deep in Frankfurt (Main) Hauptbahnhof with a surcharge of 50,000 km; in Darmstadt Hbf it ends at km 81.5. The information on the hectometer boards for the two adjacent routes therefore differ greatly.

There are no switch connections between the S-Bahn line 3688 and the actual Main-Neckar-Bahn 3601 between the eastern portal of the Frankfurt Stresemannallee S-Bahn tunnel and Darmstadt Hauptbahnhof , except in Langen station, so that regional trains in a south direction on the central platform (track 2) can stop, and in the Arheilgen area, where the Odenwaldbahn (two hourly RB 82 from / to Frankfurt-Hbf) on the way from the Main-Neckar-Bahn to Darmstadt Nord station on the Rhein-Main-Bahn for a short distance S-Bahn track used.

This S-Bahn route is served by the southern outer branch of the S3 and S4 lines, which run between the Vordertaunus (Niederhöchstadt) and Langen every quarter of an hour. Since the S4 ends in Langen, the rest of the southern, largely single-track route is only served by the S3 every half hour. The S4 ends Mondays to Saturdays in the off-peak times and at night, as well as on Sundays all day long at Frankfurt Südbahnhof. The northern outer branch ends in Bad Soden (S3) or Kronberg (S4).

Rhein-Neckar S-Bahn

The stations between Mannheim and Darmstadt are being converted for the Rhein-Neckar S-Bahn . Financial support from the Federal Republic of Germany was rejected for the elevator system at the Laudenbach transport station, against which DB Station & Service AG has sued. The renovation of the Weinheim-Sulzbach station should be completed by December 2020. Planning rights are now available for all affected stations.

Current situation

General

Intercity in Bensheimer Bahnhof on the way to Frankfurt am Main (2009)

DB class 145 with freight train on the Main-Neckar Railway in Bickenbach station (Bergstrasse)

Today the Main-Neckar-Bahn shares north-south traffic with the Riedbahn , which runs further west in the Rhine plain from Frankfurt (Goldstein) - bypassing Darmstadt - via Groß-Gerau to Mannheim and Worms . In the section between Darmstadt and Mannheim / Heidelberg, the Main-Neckar-Bahn has reached the limit of its capacity: 250 trains a day pass the route in each direction. The three to four-track line between Frankfurt and Darmstadt also serves the Rhein-Main S-Bahn . The planned Intercity Express route Frankfurt Airport  - Mannheim, which will take over part of the high-speed and long-distance traffic, is supposed to bring relief . Their construction is currently not in sight.

The Main-Neckar railway bridge over the Main in Frankfurt, mentioned several times, is an important section in north-south traffic, especially in freight traffic from the North Sea ports to southern Germany and Switzerland . Together with the Frankfurt – Offenbach – Hanau and Frankfurt – Maintal – Hanau lines , which it also serves, 600 trains run across the bridge every day.

Long-distance transport

On the Main-Neckar-Bahn, some ICE trains, but above all IC and EC trains, serve the main stations of Frankfurt and Darmstadt , and almost all of them also the stations of Bensheim , Weinheim and Heidelberg . In the south they establish connections to Karlsruhe or Stuttgart (partly further to Munich , Graz , Klagenfurt or Linz ), in the north to Hanover (partly Hamburg ) or Dresden . In addition, the Flixtrain (formerly Locomore ) drives over the route, with stops in Heidelberg Hbf, Weinheim Hbf and Darmstadt Hbf.

Local transport

Regional train in Bensheim station on the way to Heidelberg Hbf (2009)

The DB Regio center has been setting the timetable change 2017/2018 in December 2017, the new TWINDEXX - railcars that were built for this route for the first time as the class 446 with a step height of 76 cm. On the line RB 60 ( Bensheim - Mannheim (- Mainz )) only modernized class 425 railcars were to be found. At the 2018/2019 timetable change in December 2018, line RB 60 was replaced by line S6 of the S-Bahn RheinNeckar , which runs on the same route as line RB 60.

Regional trains of the lines RB 67 (Mannheim– Frankfurt ) and RB 68 (( Wiesloch-Walldorf -) Heidelberg – Frankfurt) operate on the route. Between Frankfurt and Darmstadt they only stop in Langen, then at all train stations and stops. The trains run every hour between 5:00 a.m. and 12:00 a.m., sometimes every half hour during peak times . They meet at junction minute .00 in Bensheim and at junction minute .30 in Darmstadt main station .

Until the relocation of IC line 26, which has been running hourly with EC line 62 between Frankfurt and Heidelberg since the 2009/2010 timetable change in December 2009, the Weinheim-Lützelsachsen and Heddesheim / Hirschberg stations could only be served every two hours, which is now only occasionally is the case during rush hour. The other stations between Frankfurt and Darmstadt are served by the S-Bahn lines S3 and S4 from the Südbahnhof .

The connection to Mannheim is provided by S-Bahn lines S6 of the S-Bahn RheinNeckar, which run every hour, sometimes only every two hours, from Bensheim to Mannheim. Most of these trains are connected from Mannheim Hbf via the Mainz – Mannheim line to Mainz Hbf . They are only driven by Type 425 vehicles. The only exception in the afternoon is a pair of trains that run from Ludwigshafen or Mannheim via Weinheim to Fürth in the Odenwald . This pair of trains is driven by class 623 railcars and also serves to connect the vehicles to the Ludwigshafen depot.

Under the name "Main-Neckar-Ried-Express", a two-hour regional express (RE) runs between Frankfurt Hbf and Mannheim Hbf , which only operates in Langen, Darmstadt, Bickenbach, Zwingenberg (since the 2017/2018 timetable change), Bensheim, Heppenheim, Hemsbach, Weinheim and Ladenburg stops. Since December 2006 the RE trains have only stopped sporadically in Neu-Edingen / Friedrichsfeld , where they unwind in the direction of Mannheim Hbf; In future, however, the stop will be operated regularly again with the implementation of the wing concept; one part continues as RE 60 to Heidelberg, the other to Mannheim. Since December 2017, the Regional Express has been running every hour between Frankfurt Hbf and Darmstadt Hbf, Monday to Saturday, even outside of rush hour. On this section this results together with the line RB 68 every half hour. Since the 2018/2019 timetable change in December 2018, these additional trips have also been offered on Sunday afternoons.

Until December 2016, the regional transport lines were designated as RE / SE / RB 60 by the RMV . However, the VRN continues to refer to it as the R60 .

• Bad Soden (Taunus) - Frankfurt Hbf (deep) - City-Tunnel  - Frankfurt Süd - Langen - Darmstadt Hbf
• Kronberg (Taunus) - Frankfurt Hbf (deep) - City-Tunnel  - Frankfurt Süd - Langen (- Darmstadt Hbf)
• RE 60 Frankfurt Hbf  - Darmstadt Hbf - Bensheim - Weinheim - Ladenburg - Mannheim Hbf (Regional-Express)
• RB 67 Frankfurt Hbf  - Darmstadt Hbf - Bensheim - Weinheim - Ladenburg - Neu-Edingen / Friedrichsfeld - Mannheim Hbf (regional train)
• RB 68 Frankfurt Hbf  - Darmstadt Hbf - Bensheim - Weinheim - Ladenburg - Neu-Edingen / Friedrichsfeld - Heidelberg Hbf - Wiesloch-Walldorf (regional train)
• S 6 Bensheim  - Weinheim - Ladenburg- Neu-Edingen / Friedrichsfeld - Mannheim Hbf - Ludwigshafen (Rhein) Hbf - Frankenthal Hbf - Worms Hbf - Mainz Hbf

In June 2013, the RMV, together with VRN and NVBW, re-tendered the local transport services on the Main-Neckar-Bahn as part of the “Main-Neckar-Ried-Express” network across the EU. The new transport contract for regional traffic on the Main-Neckar-Bahn and the Riedbahn runs until 2032. TWINDEXX Vario double-decker multiple units are to be used. At the moment (December 10, 2017) double traction runs from Frankfurt, which are winged in Neu-Edingen / Friedrichsfeld and connected to Mannheim main station or via Heidelberg to Wiesloch-Walldorf . However, due to delays in delivery, the new vehicles have only been used on the Regional Express line since March 30, 2018. The wing concept could only be implemented from June 17, 2019, because DB Netz AG did not set up the necessary facilities in the Neu-Edingen / Mhm-Friedrichsfeld station in time; Until then, the RB 67 line was served as a shuttle service from Mannheim Hbf with a connection to the RB 68 line in Neu-Edingen / Friedrichsfeld with class 425 S-Bahn multiple units, but no longer connected to Mainz.

With the 2017/2018 timetable change in December 2017, line RB 68 was extended from Monday to Friday beyond Heidelberg Hbf to Wiesloch-Walldorf. After Heidelberg Central Station, it also serves the Heidelberg-Kirchheim / Rohrbach and St. Ilgen / Sandhausen stops .

Literary reflection

• In the Darmstadt local posse " Datterich " by Ernst Elias Niebergall from 1841, the planned construction of the Main-Neckar railway is also reflected. There two of the protagonists speculate about their impact on Darmstadt:

  " Knippelius. [...] (to Dummbach.) Which I have long wanted to show you, Herr Unkel! I quarreled last: is the Eisebahn a good use for Dammstadt or net? ( What I wanted to ask you for a long time, Herr Uncle! I recently quarreled: is the railroad useful for Darmstadt or not? )
  Dummbach. E bad benefit, without Froog. Nemme-Se nor, how much then travel to Dammstadt vabei, who else can find their way around? ( A significant benefit, no question. Just assume how many people pass Darmstadt who would otherwise not have passed by in their lifetime? ) "

• David Adolph Zunz , a traveler who used the train in 1848, has left a diary about it.

literature

• Bernhard Hager: From the history of the Main-Neckar Railway. In: Yearbook for Railway History 36. (2004), pp. 5–32.
• Fritz Paetz: Data collection on the history of the railways on the Main, Rhine and Neckar. Bensheim-Auerbach 1985.
• Horst Schneider: The railway policy of the Grand Duchy of Hesse in its beginnings. In: The railway and its history = series of publications of the district of Darmstadt-Dieburg 2. Ed .: Georg Wittenberger / Förderkreis Museen und Denkmalpflege Darmstadt-Dieburg. Darmstadt 1985, pp. 8-15.
• Heinz Schomann: Railway in Hessen. Railway buildings and routes 1839–1939. Ed .: State Office for Monument Preservation Hessen . Stuttgart 2005, ISBN 3-8062-1917-6 , vol. 2.1, p. 50ff (route 002).
• Ferdinand Scheyrer: History of the Main-Neckar Railway 1846-1896. = Memorandum for the 50th anniversary of 1896. ND 1996, digital version of the ULB Darmstadt .
• Ferdinand Scheyrer: History of the Main-Neckar Railway. Part II (at the same time conclusion). From August 1, 1896 to the dissolution of the management on October 1, 1902. Darmstadt 1902, digitized version of the ULB Darmstadt .
• Lothar Spielhoff: The locomotives of the Main-Neckar-Bahn. In: Yearbook for Railway History 2006/2007. Pp. 72-104, ISBN 978-3-937189-21-5 .
• Herbert Wambold: The Main-Neckar Railway. In: The railway and its history = series of publications of the district of Darmstadt-Dieburg 2. Ed .: Georg Wittenberger / Förderkreis Museen und Denkmalpflege Darmstadt-Dieburg. Darmstadt 1985, pp. 20-26.

Web links

Commons : Main-Neckar-Eisenbahn  - Collection of pictures, videos and audio files

Remarks

Individual evidence

1. ↑ Paetz, p. 60.
2. ↑ Paetz, p. 59.
3. ↑ Paetz, pp. 56, 60
4. ↑ Paetz, p. 60.
5. ↑ http://images.zeno.org/Roell-1912/I/big/Ro09246a.jpg and https://digital.zlb.de/viewer/readingmode/15244658_1912/48/LOG_0050/ (via https: // www .walter-kuhl.de / riedbahn / main station / gleisanlagen1912.htm )
6. ↑ DB Netze - Infrastructure Register
7. ↑ Railway Atlas Germany 2009/2010 . 7th edition. Schweers + Wall, Aachen 2009, ISBN 978-3-89494-139-0 .
8. ↑ ^{a b} cf. in particular Schneider
9. ^ The German railway lines in their development 1835-1935 . Berlin 1935 = manual of the German railway lines . ND Mainz 1984, p. 19f (No. 7); Schneider mentions February 23, 1843. The state treaty was published in: Hessisches Regierungsblatt 1843 No. 13, p. 145 and in the Badisches Staats- und Regierungsblatt 1843 No. X, p. 91.
10. ↑ Ludwig Börne: Monograph of the German postal snail. In: Inge Rippmann, Peter Rippmann (eds.), Ludwig Börne: All writings. Volume 1. Melzer, Düsseldorf 1964, p. 667.
11. ↑ Hager, p. 12
12. ↑ Wambold, p. 20
13. ↑ ^{a b} Hager, p. 13
14. ↑ Wambold names July 1, 1843, as the day on which the technical commission began its work (p. 20).
15. ↑ ^{a b c} Paetz, p. 56
16. ^ The German railway lines in their development 1835-1935 . Berlin 1935 = manual of the German railway lines . ND Mainz 1984, p. 19f (No. 7)
17. ^ The German railway lines in their development 1835-1935 . Berlin 1935 = manual of the German railway lines . ND Mainz 1984, p. 19f (No. 10)
18. ^ The German railway lines in their development 1835-1935 . Berlin 1935 = manual of the German railway lines . ND Mainz 1984, p. 19f (No. 11 and 12)
19. ↑ Paetz, p. 57
20. ↑ Hager, p. 14
21. ↑ Paetz, p. 57f.
22. ↑ http://www.s197410804.online.de/Zeiten/1850.htm
23. ↑ ^{a b} Paetz, p. 58
24. ↑ Timeline of Heidelberg history from 1850. Website of the Heidelberg History Association, accessed on January 24, 2018
25. ↑ Helmut Schmidt: German Railway Directorates. Fundamentals I: Development of the directorates 1835–1945. Berlin 2008. ISBN 978-3-933254-85-6 , p. 49.
26. ↑ Eisenbahndirektion Mainz (ed.): Collection of the published official gazettes of February 28, 1903, No. 13. Announcement No. 135, p. 145.
27. ↑ Eisenbahndirektion Mainz (ed.): Official Gazette of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of October 7, 1905, No. 51. Announcement No. 521, pp. 431–433; Railway Directorate Mainz (ed.): Official Gazette of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of April 7, 1906, No. 19. Announcement No. 180, p. 185.
28. ↑ Eisenbahn-Directions district Mainz (ed.): Official Gazette of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz from January 26, 1907, No. 5. Announcement No. 32, p. 49.
29. ^ Eisenbahndirektion Mainz (ed.): Official Gazette of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of November 19, 1910, No. 52. Announcement No. 813, p. 457.
30. ^ Reichsbahndirektion in Mainz (ed.): Official Gazette of the Reichsbahndirektion in Mainz of July 13, 1923, No. 15. Timetable matters, p. 170; Special timetable as an annex to: Reichsbahndirektion in Mainz (ed.): Official Gazette of the Reichsbahndirektion in Mainz of July 20, 1923, No. 16.
31. ↑ Deutsche Reichsbahn-Gesellschaft (Ed.): Official Gazette of the Reichsbahndirektion Mainz of September 20, 1934, No. 47. Announcement No. 522, p. 222.
32. ^ Wolfgang Roth: Operational concept for the redesign of the Mannheim Hauptbahnhof station . In: Railway technical review . tape 27 , no. 12 , 1978, ISSN  0013-2845 , ZDB -ID 240040-6 , p. 777-786 .
33. ↑ Fritz Engbarth: From the Ludwig Railway to the Integral Timed Timetable - 160 Years of the Railway in the Palatinate . 2007, p. 41 .
34. ↑ The S-Bahn should run from December 2020 , Rhein-Neckar-Zeitung, August 3, 2019
35. ↑ https://www.vrn.de/mam/verbund/dokumente/zrn-sitzungen/109/zrn-niederschrift-109-sitzung.pdf
36. ↑ Complete timetable → All timetables at a glance | FlixTrain. Retrieved November 16, 2018 . 
37. ↑ From Locomore to Flixtrain: A trip with the old founder and the new boss . In: Gründerszene Magazin . April 27, 2018 ( gruenderszene.de [accessed November 16, 2018]).
38. ↑ RMV.DE - 24.10.2018 RMV improves timetable offer. Retrieved November 15, 2018 . 
39. ↑ Order notice 2013 / S 119-203868 of June 21, 2013
40. ↑ Comfortable trains for Main-Neckar-Ried. In: deutschebahn.com. Deutsche Bahn, November 4, 2017, accessed on November 5, 2017 . 
41. ↑ Page no longer available , search in web archives: Two metropolitan regions in one go. In: Darmstädter Echo , April 10, 2013
42. ↑ ^{a b} An overview of the transition concept. DB Vertrieb GmbH, accessed on November 19, 2017 . 
43. ↑ https://www.deutschebahn.com/pr-stuttgart-de/aktuell/presseinformationen/116-pm_main_neckar_bahn_umsteigefrei-4193984
44. ↑ Ernst Elias Niebergall in the Gutenberg-DE “Translation” project by user: Reinhard Dietrich .
45. ^ Walter Koring and Mikael Horstmann: Revolution! The year 1848. The diary of David Adolph Zunz . Frankfurt am Main 2016, p. 29ff.