Nassau Rheinbahn

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Nassau Rheinbahn
Route of the Nassau Rheinbahn
Route number (DB) : 3507 (Koblenz-Wiesbaden)
Course book section (DB) : 466 (Koblenz – Wiesbaden)
Route length: 86 km
Gauge : 1435 mm ( standard gauge )
Power system : 15 kV 16.7 Hz  ~
Route - straight ahead
Right stretch of the Rhine from Cologne
BSicon BS2 + l.svgBSicon BS2 + r.svg
Koblenz Pfaffendorf junction
BSicon STR.svgBSicon TUNNEL1.svg
Horchheim Tunnel (576 m)
BSicon KRZu.svgBSicon ABZr + r.svg
Horchheimer railway bridge to Koblenz Hbf
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125.7 (Route change 2324 ↔ 3507)
BSicon BHF.svgBSicon BHF.svg
123.8 Niederlahnstein
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Lahntalbahn from Wetzlar (since 1879)
former Lahn Valley Railway to Wetzlar
Station, station
122.0 Oberlahnstein
Stop, stop
117.9 Braubach
117.0 former Nassau small railway
Station, station
112.0 Osterspai
Stop, stop
109.1 Filsen
Station, station
106.1 Kamp-Bornhofen
Station, station
100.8 Kestert
Station, station
94.2 St Goarshausen
Tunnel - if there are several tunnels in a row
Loreley Tunnel (368/417 m)
Station without passenger traffic
89.0 Loreley
Tunnel - if there are several tunnels in a row
Roßstein tunnel (378/457 m)
Station, station
83.6 Chew
State border Rhineland-Palatinate / Hesse
Stop, stop
80.0 Lorchhausen
Station, station
77.2 Lorch (Rhine)
Station, station
69.5 Assmannshausen
Station, station
65.3 Ruedesheim (Rhine)
to the former Hindenburg Bridge
Station, station
61.3 Geisenheim
Station, station
57.0 Oestrich-Winkel
Station, station
53.9 Hattenheim station
Stop, stop
50.8 Erbach (Rheingau)
Station, station
48.8 Eltville
Station, station
45.8 Niederwalluf
Station, station
42.6 Wiesbaden-Schierstein
Station, station
39.5 Wiesbaden-Biebrich
Gleisdreieck - straight ahead, to the right, from the right
Taunus Railway to Frankfurt
Plan-free intersection - below
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Gleisdreieck - straight ahead, ex to the right, from the right
Ländchesbahn to Niedernhausen
and high-speed line to Cologne
BSicon STR.svg
End station - end of the line
41.2 Wiesbaden Central Station


The Nassau Rheinbahn was the name of the railway line from Wiesbaden to Oberlahnstein . Today it is the southern part of the right Rhine route , has route number 3507 and is listed as route book route 466.


Transport policy aspect

After the Frankfurt Wiesbaden line of the Taunus Railway had reached Wiesbaden in 1840, the possibility of a railway along the right bank of the Rhine was examined between 1844 and 1846 on the basis of a Cologne initiative. It was not until 1852 that the project was taken up again by the Wiesbadener Eisenbahngesellschaft , later called the Nassauische Rhein- und Lahn Eisenbahn-Gesellschaft , which wanted to continue the line along the Rhine. It received the concession from the Duchy of Nassau on June 23, 1853 . The line, however, only promised to be economically viable if it was connected to the Prussian railway network at its northern end . But the Prussian state - in contrast to circles from trade and industry in the Cologne area - had no interest in this, because the line was in direct competition with the line of the Rheinische Eisenbahngesellschaft on the left bank of the Rhine. In 1852 and 1853, corresponding applications for a license were rejected.

As a result, the Nassauische Rhein- und Lahn Eisenbahn-Gesellschaft initially showed little interest in building the line beyond Rüdesheim . However, on July 23, 1853, it had secured the corresponding concession. However, when Prussia wanted to realize the Deutz-Giessen Railway , in which it had a great interest for military strategic reasons, it had to cross the Nassau region. This gave the Duchy of Nassau the opportunity to emphatically demand the connection of its Rhine Valley Railway to the railway network north of it.

However, the Rheinische Eisenbahngesellschaft initially contradicted a Rhine bridge near Koblenz, as the concession of the left Rhine route operated by it contained the provision that it would only have to build the bridge if it had a yield of at least 5% - which was not the case. As a result, the Nassau company sought an extension of its line to Deutz, renouncing the Koblenz bridge. But that was not possible because the Prussian state had granted the Rheinische Eisenbahngesellschaft in its concession not to concession another railway for 30 years that could compete with the left-hand Rhine route. The negotiations were interrupted in 1855. Prussia then considered building a railway line from Siegen to Marburg and thus bypassing the Nassau area. That solved the blockade and in 1860 there was a "horse trade" between the two states: Prussia undertook to connect the Nassau Rheinbahn in the north to the Prussian network, Nassau to grant the concession for the Deutz-Giessen railway on its national territory. Prussia managed to win over the reluctant Rheinische Eisenbahngesellschaft, to connect the left Rhine route over the Rhine bridge ( Pfaffendorfer bridge ) and to build the connection to Niederlahnstein.

With the fall of the Duchy of Nassau as an independent state in the Austro-Prussian War in 1866, the longstanding Prussian-Nassau railway conflict finally came to an end.


The first section through the Rheingau from Wiesbaden to Rüdesheim was technically the easiest to build and was built first. Construction began on February 17, 1854. This section was opened on August 11, 1856. The construction manager was the Briton Charles Vignoles , who was already experienced in railway construction . The eastern terminus was initially Biebrich-Mosbach station . It was not until February 11, 1857 that the extension to the Wiesbaden Rhine station was put into operation, which was replaced by the main station in 1906 .

The route as it exists today beyond Rüdesheim was essentially designed by the railway engineer Moritz Hilf . The architect and royal railway and operations inspector Heinrich Velde was primarily responsible for the high-rise buildings, in particular the station buildings , stops, station keepers' houses and tunnel portals . Based on a design by him, numerous standardized station buildings were built along the Rhine Valley route, such as B. the Rüdesheim train station .


From around 1855 the Nassauische Rhein- und Lahn Eisenbahn-Gesellschaft got into economic difficulties, so that on October 14, 1858 the Duchy of Nassau revoked the concessions to build the railway for the Nassauische Rhein- und Lahn Eisenbahn-Gesellschaft and founded the Nassauische Staatsbahn as a rescue company . The state railway construction was now based on a law of November 3, 1858. On May 2, 1861 or June 13, 1861, the Duchy also took over the already opened section between Wiesbaden and Rüdesheim.

Until the opening of the Koblenz Rhine Bridge on June 3, 1864, the Stolzenfels – Oberlahnstein trajectory from Oberlahnstein to the Königsbach railway station on the left bank of the Rhine of the Rhenish Railway in Stolzenfels existed for two years from the second half of 1862 . This connection was primarily used to transport ore from the Lahn valley and to supply industry there with coal from the Ruhr .

From November 1861, between Rüdesheim and Bingen , the Bingerbrück – Rüdesheim trajectory established a connection with the Rhein-Nahe Railway Company . This resulted in an exchange of goods between the Rhine-Main area and the Saar area , which created a new sales area for the Saar coal in particular. The ferry was 1900 only as a passenger ferry to the Prussian State Railway and later the German National Railroad operated until 1,932th

With the fall of the Duchy of Nassau as an independent state in the Austro-Prussian War, the line became part of the Prussian State Railways in 1866 .

Commissioning data for individual sections of the route
date Beginning of section End of section annotation
08/11/1856 Biebrich-Mosbach Rudesheim
02/11/1857 Wiesbaden Rheinbahnhof Biebrich-Mosbach
November 1861 Rudesheim Bingerbrück Trajectory
02/22/1862 Rudesheim Oberlahnstein
06/03/1864 Oberlahnstein Niederlahnstein
08/16/1915 Rudesheim Bingen -Kempten Hindenburg Bridge


The Nassau Rheinbahn, today part of the right-hand Rhine route , is an important removal route for freight traffic . In passenger traffic there regional rail trains of the vias . It also serves as an alternative route in the event of operational disruptions on the left Rhine route .


  • Heinz Schomann : Railway in Hessen . Railway buildings and routes 1839–1939. In: State Office for Monument Preservation Hessen (Ed.): Cultural monuments in Hessen. Monument topography Federal Republic of Germany . Three volumes in a slipcase. tape 2.1 . Theiss Verlag, Stuttgart 2005, ISBN 3-8062-1917-6 , p. 204 ff . (Route 012).
  • Konrad Fuchs: Railway projects and railway construction on the Middle Rhine 1836-1903 . In: Nassauische Annalen 67 (1956), pp. 158-202.
  • Bernhard Hager: In the most blessed part of the lovely country . In: Eisenbahn Geschichte 17 (2006), pp. 24–37. ISSN  1611-6283

Individual evidence

  1. DB Netze - Infrastructure Register
  2. Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
  3. Fuchs, p. 176.
  4. Fuchs, p. 176.
  5. ^ The German railway lines in their development 1835-1935 . Berlin 1935. (= Handbook of German Railway Lines .) ND, Mainz 1984, p. 38 f. (No. 17)
  6. Fuchs, p. 176.
  7. ^ Fuchs, p. 177.
  8. ^ Fuchs, p. 177.
  9. ^ Fuchs, p. 182.
  10. Fuchs, p. 180.
  11. ^ Fuchs, p. 182.
  12. Fuchs, p. 176.
  13. Wet. VO-Blatt 1858 No. 22
  14. ^ Fuchs, p. 182.
  15. ^ The German railway lines in their development 1835-1935 . Berlin 1935 = manual of the German railway lines . ND Mainz 1984, p. 38f (No. 17).
  16. ^ Fuchs, p. 182.