New Rhine / Main – Rhine / Neckar line

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New Rhine-Main / Rhine-Neckar line
Route number (DB) : 3657 (Frankfurt (Main) Stadion - Pfingstberg)
3658 (Zeppelinheim - Frankfurt (Main) Stadion)
Route length: ~ 95 km
Gauge : 1435 mm ( standard gauge )
Power system : 15 kV 16.7 Hz  ~
Top speed: 300 km / h
Dual track : 3657: yes
3658: no
The planning of the route is not yet finished!
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(74.8) 100.0 000.000 Frankfurt (Main) Stadium
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Route 2690 from Cologne
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B 43
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A 3
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(72.3) 000,000 2.484
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Route from the airport long-distance train station
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(70.6) 104, 000 0.000 Zeppelinheim
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(69.4) 105.348 1.077 Start of the new line
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(68.8 + 100) , 00 1,600 Route from Mannheim
   
3.148 B 44
   
6,000 B 486
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Branch line to Darmstadt
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Main-Neckar-Bahn from Frankfurt am Main
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Rhein-Main-Bahn Mainz-Aschaffenburg
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B 42
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Darmstadt Central Station
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A 672
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B 26
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Main-Neckar-Bahn to Heidelberg
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A 5
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Branch line from Darmstadt
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Continuation to Mannheim

The new line (NBS) Rhein-Main / Rhein-Neckar is a planned new German railway line between Frankfurt am Main and Mannheim .

The route, which is around 95 kilometers long and designed for a maximum speed of 300 km / h, is intended to connect the existing new Cologne – Frankfurt and Mannheim – Stuttgart lines and commence the long-distance and freight traffic that is now operated by the Riedbahn . It is also part of axis No. 24 ( Lyon / Genoa - Basel - Duisburg - Rotterdam / Antwerp ) of the trans-European networks .

The route is included in the "urgent need" of the Federal Transport Infrastructure Plan 2030 . The overall route will be decided in the second half of 2020. The commissioning of the new line is planned for 2030, the northern section (Zeppelinheim – Darmstadt) is to go into operation as early as 2028 (status: 2018).

history

background

The Rhine-Main area and the Rhine-Neckar region are two of the eleven metropolitan regions in Germany. They are connected by three railway lines, the Main-Neckar Railway , the Mainz – Ludwigshafen railway and the Riedbahn .

The Riedbahn, which has been heavily used for years, has been overloaded at the latest since the high-speed line Cologne – Rhine / Main went into operation . Around 650 trains (as of 2007) run daily in the corridor between Mannheim and Frankfurt / Mainz; a further increase to around 900 train journeys per day is expected by 2015. At the end of the 1980s, the capacity of the old line was increased from 240 to 280 train journeys per day. Further expansions are still pending (as of 2016). There are regular delays between long-distance, local and freight traffic on the double-track mixed traffic route . For long-distance traffic, the narrow Biblis bend , which can only be driven at 90 km / h, is particularly annoying. In addition, additional capacity for local transport is urgently needed in order to be able to connect the densely populated area to the RheinNeckar S-Bahn .

The traffic forecast prepared as part of the Federal Transport Infrastructure Plan for 2003 predicts 32.8 million passenger journeys per year in the Frankfurt – Mannheim section and 17.0 million in the Mannheim – Stuttgart section. The freight traffic between Frankfurt and Mannheim, distributed over both routes, should then be 56.16 million tons per year.

planning

1993–2004: preliminary planning until completion of the regional planning procedure

The project, which has been in planning since 1993, was originally supposed to be commissioned in 2007. In the spring of 1998, Deutsche Bahn examined internally the possibility of building a new line instead of the planned further expansion of the Riedbahn. An early draft (status: 1998) provided for a route from Frankfurt Airport, continuing along the motorway, to Weiterstadt. From there the route should lead to Darmstadt main station and then join the motorway again in the southern part of the city.

Between 1997 and 1999, as part of the “Integrated Planning South Hesse”, operational studies were carried out to expand capacity between Frankfurt and Mannheim. The triggers were the expected increase in traffic on the new Cologne – Rhine / Main line opened in 2002, as well as the expected expansion of regional traffic. It turned out that a four-track expansion of the existing lines would not have been feasible. As a result, further investigations were carried out on the basis of a new line.

The preliminary planning for the new line began at the end of 1998 / beginning of 1999. In May 1999, DB commissioned an auditing company to reassess the project. The Mottgers brace , Frankfurt 21 and Stuttgart 21 were also part of the test package. It was one of two new building projects to be started as part of the Netz 21 strategy adopted in 1999 .

At the beginning of 2000, plans of the Deutsche Bahn became known to run the new line past Mannheim main station. The line should therefore be led past the city about five kilometers to the east and join the new line to Stuttgart at Schwetzingen ; Mannheim was to be connected via a junction at the level of the Viernheim triangle. The original approval documents, which provided for a connection to Mannheim, were withdrawn, and the regional planning procedure was accordingly stopped at the end of February 2000. The DB justified this step with problems with the connection to Mannheim and initially did not take any further position. In March 2000, railway boss Mehdorn announced that once the new line was completed, no less train would stop in Mannheim. In the words of the Chairman of the Board of Management in May 2000, the following argument about the connection to Mannheim bordered on “hysteria”. As part of an initial scoping meeting at the Karlsruhe Regional Council on October 30, 2000, Deutsche Bahn presented two route options , one of which goes past Mannheim Central Station. After this initial discussion, the regional planning procedure should be initiated.

Numerous variants were examined as part of the preliminary design planning . At the beginning of 2002, the board of directors of Deutsche Bahn decided to apply for the regional planning procedure for the new line with a variant along the 5, 67 and 6 motorways. This variant has proven to be the most favorable in the weighing process; it would enable the highest traffic growth and would be the ecologically and economically cheapest option. With the 75-kilometer route, the travel time between Frankfurt and Stuttgart should be reduced from 79 to 60 minutes. At the same time, improvements in regional traffic should be implemented on the existing route. For the Mannheim area, an alternative with a Mannheim bypass (variant A) and one with an additional bypass (variant B) were introduced. A planned stop on the bypass was not introduced by the DB. During a conversation at the Karlsruhe Regional Council on April 18, 2002, representatives of Deutsche Bahn confirmed that the company was sticking to its application to carry out the regional planning procedure. In 2002 the planning approval was planned until 2004 and the opening for the end of 2008.

Due to a lack of funds, the 1.9 billion euro project was scheduled to be halted at the end of 2004 after the regional planning procedure had been completed. According to a media report, 16.5 million euros, which would have been necessary for the planning to continue, could not have been raised. By then, around 30 million euros had been invested in the project.

The regional planning procedure was carried out from 1999 to 2004, the plan approval procedure should run from 2007 to 2011. Responsible for the consultation process are the regional councils in Darmstadt and Karlsruhe .

With the handover of the spatial planning assessment of the Baden-Württemberg section of the route, the regional planning procedure for the southern section of the route ended on May 18, 2004. In particular, it remains to be seen whether the bypassing of Mannheim main station (“bypass solution”) can be implemented; With this solution, some of the freight and long-distance trains would bypass Mannheim without stopping. The massive protests from the region as well as the states of Baden-Württemberg , Rhineland-Palatinate and the Saarland subsequently led to a project standstill for years.

2004–2016: Further unsuccessful plans and political disputes

At the end of January 2007, an agreement was reached on the connection to Darmstadt, and the planned route in Hesse was presented at the beginning of May of the same year. At the end of April 2007, Deutsche Bahn announced the creation of the accompanying environmental planning throughout Europe, which should last at least one vegetation period and which is a prerequisite for the initiation of the planning approval procedure.

On an area of ​​20,000 hectares, in a corridor up to 1000 meters wide along the planned route, occurrences of more than 500 animal and plant species are to be recorded. Further investigations are required in sections of the route that lead through Natura 2000 areas. With the help of the data, an accompanying landscape maintenance plan is to be created in which ecological compensation measures for the interventions caused by the route construction are specified. The detailed technical planning is to be awarded in August, as part of which the route should also be laid down in detail.

At the beginning of September 2007, a working group initiated by Prime Minister Günther Oettinger on the new line in Baden-Württemberg should start work. The Prime Minister and the cabinet spoke out in favor of a connection to Mannheim Central Station and against a bypass. At a hearing held by the Federal Railway Authority to prepare for the environmental impact assessment in the southern section, representatives of the Mannheim region also confirmed their refusal to bypass Mannheim Central Station.

In mid-September 2007, Deutsche Bahn AG awarded the technical planning. The order, in which the exact route was to be determined, had a volume of 7.5 million euros. In this context, noise protection and control and safety technology should also be planned in more detail . In 2007, the start of large-scale construction work was planned for 2011 and commissioning for 2017. The new section between Neu-Isenburg-Zeppelinheim and Mannheim-Waldhof or Mannheim-Pfingstberg is 77 kilometers in length. Between the Frankfurt Stadium and Neu-Isenburg-Zeppelinheim (five kilometers), the existing double-track railway line is to be expanded to include four tracks. About eight kilometers of the high-speed route are to run in twelve tunnels. A total of around 100 road and 30 railroad flyovers were planned. The route should run in trough structures over a length of around 19 kilometers and in tunnels over a length of around seven kilometers . (Status of all data: June 2007) In 2009, it was planned to begin the first preparatory measures for the new line from 2011 if a financing agreement was concluded. According to plans from 2007, the construction time should be six years. In 2007, the railway anticipated construction costs of around two billion euros.

In February 2008 the DB AG put the draft and approval planning out to tender across Europe. In December 2008, Deutsche Bahn AG initiated the plan approval procedure for a 13-kilometer plan approval section between the Frankfurt Stadion station and the border between Mörfelden and Erzhausen . In this section was u. a. a four-track expansion of the existing Riedbahn and the construction of a central platform in the Zeppelinheim station are planned. The section was discussed and disclosed in 2009 . In July 2010, Deutsche Bahn expected the planning approval decision for the beginning of 2011. After individual changes to the plan, the plan documents for the section were redesigned in September 2010. At the end of July 2017, this plan approval procedure was discontinued at the request of DB Netz AG.

The planning approval procedure for the eleven-kilometer section between Gernsheim and Einhausen should begin at the end of 2010 / beginning of 2011, as of mid-2010. For the 22-kilometer section between Darmstadt and Mannheim, the planning approval process should begin in the first half of 2011.

In the course of the review of the requirements plan for federal railways presented in 2010, the federal government saw "with regard to the project layout (...) still a need for optimization". The report puts the benefit-cost ratio at 1.2 (2.212 billion euros in benefits to 1.863 billion euros in costs) and is therefore close to the economic limit. The report also notes that not all capacity bottlenecks in the Rhine-Main / Rhine-Neckar area could be eliminated by the new line. In particular, the section between Darmstadt Hbf and Mannheim-Friedrichsfeld is expected to remain a bottleneck with a capacity utilization of more than 110%. In January 2011, Deutsche Bahn said it was still examining the developed route on behalf of the Federal Ministry of Transport. The review process should be completed in autumn 2011.

On March 15, 2012, the Ministry of Transport presented the “Investment Framework 2011–2015 for the Federal Transport Infrastructure”. In it, the new line was listed under “other important projects that will usually only begin after 2015”.

At the beginning of 2012 the Federal Ministry of Transport commissioned a study in which an overall transport concept for the railway corridor is to be developed and proposals for expansion measures are to be submitted. The first results showed that a new line between Frankfurt and Mannheim is still indispensable. The planning of the new line should therefore be further developed with a view to increasing capacity and additional freight traffic. The final results of the study were expected in mid-2013. Deutsche Bahn then wanted to initiate planning optimization at short notice. The full results were expected to be presented in autumn 2014 in mid-2014. In March 2015, the experts recommended a new route parallel to the A 5 and A 67 motorways as the best solution.

Consultation procedures were also planned to revise the planning. On July 21, 2014, the commissioned company, Intraplan , presented the first results of the Middle Rhine corridor study . The study recommends a mixed traffic route along the motorways 67 and 5. Faster passenger traffic is planned during the day and goods traffic at night. There are different options for integration into Mannheim's main train station. The full report was originally supposed to be submitted in autumn 2014, after which a consultation phase with citizens was planned before a decision on the Federal Transport Infrastructure Plan 2030 should be made around mid-2015. It was then planned that the results should be available by the end of 2014 (status: November 2014). The initiation of the first plan approval procedure was planned for 2017 (as of January 2016).

Commissioning of the line was open in 2015.

From 2016: Federal Transport Infrastructure Plan 2030 and resumption of planning

Event to resume planning of the new Rhine / Main – Rhein / Neckar line in the Audimax of the Technical University of Darmstadt.

In the course of 2015, a consultation phase with citizens took place in order to prepare the decision for the Federal Transport Infrastructure Plan 2030. The state of Baden-Württemberg registered the project, with full involvement of Mannheim Central Station, for the 2015 Federal Transport Infrastructure Plan (later renamed the Federal Transport Infrastructure Plan 2030). Investments of 220 million euros were planned in Baden-Württemberg. In the “Draft of the project proposals” of the 2015 Federal Transport Infrastructure Plan of May 5, 2014, the project “NBS Rhine / Main - Rhine / Neckar” with the route “(Frankfurt am Main Stadium -) Zeppelinheim - Mannheim-Waldhof” with a maximum speed of 300 km / h listed. The Federal Transport Infrastructure Plan 2030 was approved by the Federal Cabinet on August 3, 2016.

On September 30, 2016, Deutsche Bahn and the transport ministries of Hesse and Baden-Württemberg presented the timetable for future planning at the Technical University of Darmstadt. According to the Rhein-Neckar-Zeitung , the interest in this event was "enormous". Representatives of more than 20 citizens' initiatives fighting against railway noise between Hockenheim and the Hessian Bergstrasse were present. In particular, the route in the Lorsch – Viernheim – Mannheim triangle was still very controversial; Mannheim's Lord Mayor Peter Kurz decided against an above-ground route in the Mannheim city area.

In the first quarter of 2017, a total of five new working groups for the planning process (including “traffic conception” and “routing around Darmstadt and the surrounding area”) began their work. On February 26, 2018, working group 2 “Transport Concepts” met in Lampertheim. In addition to the concept of a double-track new line, favored by Deutsche Bahn, during the day for long-distance traffic and at night for freight traffic, three other concepts were up for discussion:

  1. a new line as a pure freight line,
  2. a new route for mixed traffic during the day with an overtaking station,
  3. a four-track new line.

In May 2018, Deutsche Bahn continued to favor a new, double-track line that is to be used for long-distance traffic during the day and for freight traffic at night. The citizens' initiative BI NOBL campaigned for the new four-track line.

In mid-2018, the plan approval procedure in the Zeppelinheim – Darmstadt section was planned to be initiated in the same year; commissioning should take place in 2028. At the end of 2018, it was now planned to decide on the variant to be implemented in 2019 and then to initiate the planning approval procedure for the Zeppelinheim – Darmstadt section.

In mid-2018 it was planned to complete the preliminary planning for the Darmstadt area (plan approval section 2) in mid-2019 and to initiate the plan approval procedure in 2022. For the Pfungstadt – Lorsch section (PFA 3 and 4), the technical planning of the new line (together with the 6-lane expansion of the federal motorway 67) should be updated by the end of 2018 and the planning approval procedure initiated in 2019. The route for the Lorsch – Mannheim section (PFA 5 and 6) was still pending, the route discussion is expected to take place in early 2019 and the planning approval documents to be submitted in 2022.

Effects

After commissioning the new line, the capacity of the existing line should be sufficient to compress S-Bahn line 7 to Groß-Gerau from half an hour to a quarter of an hour and to connect the planned Terminal 3 at Frankfurt Airport. The first stage of the new terminal is scheduled to go into operation in 2021.

Regional traffic known as Hessenexpress is to connect Wiesbaden (over the Wallauer Spange ) with Frankfurt Airport. A continuation via Darmstadt to Mannheim is being considered. The route is supposed to cross under or under the federal highway 3 . This could take place as part of a planned conversion of the Wiesbaden motorway junction. The plan approval procedure is to be initiated in 2020. The Hessenexpress is to run from 2025, after the commissioning of the northern section of the new line (Zeppelinheim – Darmstadt) planned for 2028, the line could be extended to Darmstadt.

The first Germany-Takt concept presented in October 2018 envisages a travel time of 29 minutes with 300 km / h trains and a travel time of 31 minutes with 250 km / h on the route between the two main stations with two and a half trains per hour and direction Prefer. Half-hourly trains with speeds of 250 and 300 km / h with a journey time of 26 and 27 minutes are planned between Frankfurt Airport and Mannheim. In the 2nd expert draft submitted in May 2019, three pairs of trains per hour are planned.

Planned route

As part of the regional planning procedure , two variants were examined in Baden-Württemberg and five in total in Hesse .

The course of the route is highly controversial. While a consensus was found in the Hessian northern section (56 kilometers) of the route at the beginning of 2007, negotiations on the southern section of Baden-Württemberg (29 kilometers) are ongoing.

Hesse

10,000 people on August 24, 2008 at the citizens' festival “Die Bergstrasse makes mobile” in Lorsch for the proposal to run the NBS there in an 11.9 kilometer long tunnel.

The route between the Frankfurt Stadium and Neu-Isenburg-Zeppelinheim is to run parallel to the old route. The project also includes a third expansion stage of the Frankfurt (Main) Stadion station.

The five examined routes in the northern section (Hessen) were:

  • Option I : a direct route between Mannheim and Frankfurt without intermediate stops. Deutsche Bahn emphasized that even if this variant had been implemented, Darmstadt would have remained connected to the long-distance network via the Main-Neckar-Bahn . The costs for this variant, including the four-track expansion between Frankfurt Stadium and Zeppelinheim, were estimated at 1.2 billion euros in 2004.
  • Variant II : a route on the route of variant I, but with a new long-distance train station Darmstadt West to be built in the area of ​​the Tann settlement. The estimated additional costs compared to variant I in 2009 were 100 million euros (as of 2009).
  • Variants III / IV : the route through the urban area of ​​Darmstadt and the main train station.
    The estimated additional costs of variant III compared to variant I in 2001 were 135 million euros (as of: spatial planning procedure, 2001). With this variant, noise protection measures were recommended over a length of around 8.2 kilometers; the number of people affected by noise from new construction lines was given as 79,740 in the regional planning procedure. The estimated additional costs of variant IV compared to variant I in 2004 were 300 million euros. For this variant, noise protection measures were recommended over a length of around 9.9 kilometers; the number of people affected by noise from new construction lines was given as 120,300 in the regional planning procedure.
  • Variant V : the connection of the Darmstadt main station by means of a double-track bypass to the line. This variant was assigned the greatest economic advantages in the context of the preparation of the Federal Transport Infrastructure Plan 2003. Another advantage is that night-time freight traffic is bypassed Darmstadt with this solution. The number of long-distance train stops corresponds to that of variants III / IV.

Because of the greater length of the route, variants III and IV take up more space than variants I and II. For variants I and II, noise protection measures over a length of almost 6.3 kilometers were recommended as part of a sound-technical study; the number of citizens affected was given in the regional planning procedure as 65,940. Furthermore, variant II with a Darmstadt-West long-distance train station is more economical than variants III and IV, which are associated with high expenditures for engineering structures and noise protection measures.

The Deutsche Bahn originally favored variant I, the Hessian state government and the districts concerned the variants III / IV. In the further course, only variants along highways ( traffic route bundling ) were examined.

At a press conference on February 2, 2007 in Darmstadt , DB CEO Mehdorn , Hessian Minister of Economic Affairs Rhiel , Darmstadt's Lord Mayor Hoffmann and district administrators Jakoubek ( Darmstadt-Dieburg district ) and Wilkes ( Bergstrasse district ) reached the so-called consensus for the Hessian section of the route - or bundling street . This begins after the existing underground extension of the high-speed route Cologne – Rhine / Main south of the Frankfurter Kreuz and runs parallel to the federal motorway 5 on the eastern side . Behind the Darmstädter Kreuz the route follows the federal autobahn 67 and crosses the autobahn at Lorsch in order to continue on the western side of the autobahn. According to railway information, this bypass would relieve the city of Darmstadt by more than 210 trains passing through each day, including up to 40 freight trains at night. A route along federal motorway 5 was also examined by the railway and classified as more space-friendly. Since the variant favored by Deutsche Bahn along the federal motorway 67 is also spatially compatible, the railway “does not break the law”.

The BUND criticized the route touching several FFH and bird sanctuaries .

In an interview on September 15, 2006 , Oliver Kraft, Board Member for Investments at DB Netz , threatened to discontinue planning at the end of 2006 if Darmstadt and Mannheim continue to insist on all trains stopping. At the same time, he offered a connection to Darmstadt Central Station.

In April 2008, District Administrator Matthias Wilkes from the Bergstrasse district presented a feasibility study according to which a tunnel through the Hessian Ried is more cost-effective than the ground-level route favored by the railway. The study also emphasizes that such a tunnel reduces noise pollution and does not cut through the Natura 2000 area. From 2008, the Bergstrasse district advocated guiding the new line west of the A67.

On June 11, 2019, DB announced the variant it preferred in the northern section.

In Lampertheim in March 2019, around 2000 people demonstrated against a route that would turn right behind Lorsch towards Mannheim and lead across the Lampertheim forest. On December 6, 2019, DB presented the preferred variant for the route between Lorsch and Mannheim. Of the eight variants examined, a diagonal with a long tunnel is the most compatible variant for humans and the environment. Of a total of 14.8 km, 10.2 km should run in the tunnel. The tunnel will run at a depth of 15 to 20 meters and be built above ground. The additional costs compared to an above-ground route should amount to 320 million euros.

Subsequently, the connection to Darmstadt and the route between Langwaden and Einhausen / Lorsch will be considered and a decision will be made in April 2020. A comparison of the entire route is then planned, with possible lines being compared along the A67 and A5. The decision for the main route is planned for May 2020.

Darmstadt bypass

The bypassing of Darmstadt Central Station was also controversial. This variant was originally rejected in the regional planning procedure. For Darmstadt, both a bypass and a simple direct connection to Darmstadt Central Station were discussed. However, this variant is not only the most expensive, it would also cause the greatest environmental pollution. According to information provided by the railways, the land consumption of the planned variant is comparatively low.

The Konsenstrasse , presented in February 2007, provided for the high-speed route to pass Darmstadt and to connect Darmstadt Central Station to the route via a single-track loop. This route is to branch off between Weiterstadt-Riedbahn and the Täubcheshöhle nature reserve in the direction of the main train station and re-threaded at the Kelly Barracks (near Pfungstadt ) south of the Darmstädter Kreuz. The southern threading in and out should be able to be driven at up to 200 km / h, the northern one with up to 160 km / h. With this variant, the majority of the long-distance trains would have passed Darmstadt, as is already the case via the Riedbahn. In addition, Deutsche Bahn contractually undertook to stop at least one ICE per hour and direction at Darmstadt Hauptbahnhof.

The 13-kilometer connection to Darmstadt's main train station was considered to be structurally complicated, as several main roads and an area formerly used by the US Army had to be crossed and Natura 2000 areas had to be crossed. Compared to variant V , the number of tracks has been reduced from two to one. Residents of the connecting line feared additional noise and demanded the construction of a train station on the line, outside the city center of Darmstadt.

At the end of March 2009, the Darmstadt mayor surprisingly announced that he would no longer pursue the bypass variant, which cost up to 112 million euros, and instead spoke out in favor of a long-distance station on the new line. Such a train station would probably have had to be built underground. According to railway information, such a station would have made more ICE stops possible than a connection to the main station. This variant is also cheaper from an environmental point of view. Such an outer station was investigated according to railway information at the request of the city of Darmstadt. Since only the connection to the Darmstadt main train station is part of the Federal Transport Infrastructure Plan, such a long-distance train station would have to be financed from Deutsche Bahn's own funds. According to the latest calculations, the solution favored by the City of Darmstadt would have cost 103 million euros as a trough or 112 million euros as a tunnel solution along Eschollbrücker Strasse . A ground-level variant was calculated at 67.6 million euros.

In mid-January 2010, Deutsche Bahn submitted an expert opinion in which a Darmstadt West long-distance train station was rated as feasible and sensible. According to this, the travel time between the proposed long-distance train station and the main train station by tram would have been 20 minutes under ideal conditions. At the end of August 2010, the city's transport and environmental committees made the proposal to connect Darmstadt only to the north on the new line and to set up a shuttle service to Frankfurt Airport. The Darmstadt city council finally also spoke out in favor of a full connection to the main train station, as did the designated new Darmstadt mayor Jürgen Partsch.

In the “draft of the project proposals” of the 2015 Federal Transport Infrastructure Plan of May 5, 2014, the “northern connection from Darmstadt Hbf to the NBS [new line]” was planned. According to this, a “rail connection from Terminal 3 of Frankfurt Airport” is also planned.

The Middle Rhine corridor study presented in March 2015 suggests various options for connecting Darmstadt Central Station. Such a looping out for pure ICE stops could not be justified from a macroeconomic point of view, since the advantages for passengers boarding and disembarking would outweigh the disadvantages for passengers passing Darmstadt. A north connection to the main train station can be justified with fast regional trains to Frankfurt Airport, which can cover the route in 13 minutes. A southern connection is economical if it is used by freight trains and a planned freight train connecting curve at Weiterstadt is dispensed with.

At the beginning of January 2016, the talks about the connection to Darmstadt were well advanced, according to the Hessian Transport Minister Tarek Al-Wazir , the exact route was not yet determined.

The Deutschland-Takt concept presented in October 2018 provides for a southern connection between Darmstadt and the new line.

Baden-Württemberg

Three variants are being discussed for the route in Baden-Württemberg and in Hesse near the border - the route between Lorsch and Mannheim largely still runs over Hessian territory:

  • The variant A looks at the end of the motorway 67 , a 90 degree curve to the west along the front Bundesautobahn 6 . Then the route should thread into the Riedbahn with another 90-degree curve to the south at the Mannheim-Sandhofen junction .
  • The Option B (bypass around Mannheim) provides that from Viernheimer triangle south of the motorway 6 is followed and north of Wall city is changed on the east side of the highway. The Neckar , the 656 federal motorway and the Mannheim marshalling yard are then crossed. In the Pfingstberg tunnel , the route merges with the high-speed line Mannheim – Stuttgart .
  • Variant C (also Mark variant , also referred to as Mannheim direct by the DB ), brought into play by the Bundestag member Lothar Mark , provides for the route from Lorsch to be led diagonally through the forest. This variant was favored by Deutsche Bahn in March 2009.

In the regional planning decision of May 2004, the Karlsruhe Regional Council rejected variant B preferred by the DB. Deutsche Bahn criticized the fact that only the interests of the region had been taken into account, but that the transport policy goals of the new line project went far beyond this.

In September 2007 it was planned to initiate the planning approval procedure in the southern section of the Hessian line by the end of 2008. At the end of November 2009, the majority of the ICE routing working group on Bergstrasse districts (to which the affected mountain road communities, citizens' initiatives and nature conservation associations belong) agreed to bundle the new route west with the A 67 motorway. This decision is supported by a new legal opinion, according to which variant C requires a completely new spatial planning procedure. The nature conservation associations BUND and NABU represented in the working group do not prefer either of the two route variants A or C. They prefer the longest possible underground route and are against the removal of EU protected areas that stand in the way of a desired route.

In November 2010, environmental associations from Hesse and Baden-Württemberg jointly agreed for the first time in favor of route variant C as the more environmentally friendly variant. In contrast to variant A, it is possible to avoid cutting the forest through a tunnel in the “covered trough”. In March 2011, however, the Hessian Transport Minister Dieter Posch rejected the route variant “Mannheim direct”.

In May 2012, the head of the railway, Grube, said that the rails should be bundled with the motorways 67 and 6 and that no forest areas should be cut through.

Mannheim bypass

As part of the spatial planning procedure in the southern section, a connection to Mannheim main station (so-called variant A ) was examined as well as a bypass of the main station with a connection to the main station (bypass, variant B ).

Deutsche Bahn favors bypassing the Mannheim main train station (with a double-track connection to the main train station at Mannheim-Waldhof and Hockenheim ) - numerous interest groups in the Rhine / Neckar region reject this. The region is the seventh largest German metropolitan area with around 2.3 million inhabitants. Deutsche Bahn sees an advantage of the bypass in the extensive avoidance of noise pollution from freight traffic in the city area. Both the Main-Neckar-Railway and the old east branch of the Riedbahn would be available for freight traffic if they were reactivated by the railway. In November 2007, Deutsche Bahn began to rebuild the old Riedbahn.

With additional costs of variant B of 435 million euros, greater traffic use and greater macroeconomic benefits can be expected compared to variant A. Deutsche Bahn also emphasized its intention to have the same number of long-distance trains stop in Mannheim for both variants. (Status: 2003) The invitation to tender for the draft and approval planning from February 2008 includes a bypass of Mannheim Central Station.

The state parliament of Baden-Württemberg unanimously rejected the Mannheim bypass on June 19, 2002. As part of the regional planning procedure, the Karlsruhe regional council classified variant A (without bypass) as spatially compatible, while the bypass solution (variant B) was classified as “not spatially compatible”.

The bypass solution enables a journey time of 53 minutes (previously: 70 minutes) between Frankfurt and Stuttgart. The system time of one hour, which is favorable for an integral cycle schedule, would thus be adhered to. In conjunction with the planned new and expanded Stuttgart – Augsburg line , the travel time for long-distance traffic between Frankfurt am Main and Munich can be reduced from a good 3½ hours today to up to 2½ hours in the future. The main disadvantage of this variant is the bypassing of the Mannheim main station , a long-distance traffic node, by some of the trains between Stuttgart and Frankfurt.

A possible compromise provides for the construction of the bypass variant, whereby an ICE between Frankfurt and Stuttgart would pass Mannheim every hour, but other long-distance trains would run via Mannheim Central Station. In this context, a stop is also being discussed in a newly built ICE train station directly on the bypass route between Mannheim and Heidelberg (near Mannheim-Seckenheim ).

The federal government saw (as of 2007) no need for a bypass variant and therefore ruled out its financing with federal funds. According to the regional forum ICE-Junction Rhein-Neckar , the region and Deutsche Bahn agree that Mannheim main station is able to accommodate the additional traffic on the new line.

At the beginning of October 2007, Deutsche Bahn announced a competition to design three bridges near Mannheim worth 228,000 euros. The plan was to build an approximately 100 m long bridge over the Mannheim motorway junction, a 300 m long bridge over the Mannheim marshalling yard and a 400 m long bridge over the Neckar. In November 2007 Deutsche Bahn interrupted the tender for the bridge construction due to the sensitive political situation in the Mannheim area.

technology

For train protection , the line is to be equipped with ETCS Level 2 ( Baseline 3 ) without conventional light signals .

costs

In the investment framework plan for the federal transport infrastructure up to 2010 , investments of 1,316.3 million euros are planned for the project (price status: 2006). Up to 2005 a total of 20.7 million euros had been spent. Federal funds of 17.0 million euros are to be invested between 2006 and 2010. Beyond this period there is a need for financing in the amount of 1,278.6 million euros (federal funds from 2011, own funds DB AG and contributions from third parties from 2006). The project is listed in the Federal Transport Infrastructure Plan 2003 as new project no. 13; the planned investment costs, including the connection to the Mannheim-Stuttgart line and a planning reserve, are 1,771.4 million euros.

Because of the construction delay, the European Commission cut the funding for the project by twelve million euros at the end of 2010.

literature

Web links

Commons : New Rhine / Main – Rhine / Neckar line  - collection of images, videos and audio files

Individual evidence

  1. New Rhine-Main / Rhine-Neckar route: Explanatory report on planning approval section 1. (PDF; 2.53 MiB) (No longer available online.) DB ProjektBau GmbH, June 15, 2010, p. 79 , archived from the original on January 14, 2016 ; retrieved on February 24, 2015 : "This single-track connecting line is given route number 3658. It runs north of the planned central platform of the Zeppelinheim S-Bahn station in the central position from the tracks for regional and local traffic [...] and joins the Track 501 was built as part of the renovation of the Frankfurt (M) -Sportfeld junction. ” Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot / rp-darmstadt.hessen.de
  2. New Rhine-Main / Rhine-Neckar route: Explanatory report on planning approval section 1. (PDF; 2.53 MiB) (No longer available online.) DB ProjektBau GmbH, June 15, 2010, p. 95 , archived from the original on January 14, 2016 ; Retrieved on February 24, 2015 : "Due to the design speed of Ve = 300 km / h, the Re 330 overhead line design must be used for the new line." Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot / rp-darmstadt.hessen.de
  3. New Rhine / Main – Rhine / Neckar line: Planning approval section 1: Frankfurt (M) stadium – district boundary of the Groß-Gerau / Darmstadt-Dieburg district. (PDF; 536 KiB) Zeppelinheim system sketch. (No longer available online.) DB ProjektBau GmbH, May 28, 2009, p. 6 , archived from the original on February 16, 2015 ; accessed on February 24, 2015 . 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.deutschebahn.com
  4. New Rhine-Main / Rhine-Neckar route: Explanatory report on planning approval section 1. (PDF; 2.53 MiB) (No longer available online.) DB ProjektBau GmbH, June 15, 2010, p. 74 , archived from the original on January 14, 2016 ; accessed on February 24, 2015 : “The start of the new line (NBS) was initially set at km 0.0 in the area of ​​the Zeppelinheim train station as part of the preliminary planning; from here the route runs southwards with increasing kilometers. This kilometer allocation is to be retained in principle in the further course of planning. However, since the route has been extended beyond its beginning towards the north compared to the original plan and the use of negative kilometers should be avoided, an additional kilometer was added for the northern section between Frankfurt (M) Stadium and Zeppelinheim, starting with kilometer 100 0 in the area of ​​the Frankfurt (M) Stadion station. The transition from this kilometer to the original kilometer takes place at the point where the new line south of the Zeppelinheim train station leads out of the existing line 4010. ” Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot / rp-darmstadt.hessen.de
  5. a b c d Data and facts for the new Rhine / Main - Rhine / Neckar line ( Memento from May 29, 2014 in the Internet Archive ) (PDF; 232 KiB). Deutsche Bahn AG, data sheet from June 18, 2007
  6. Trans-European Transport Network - TEN-T - Priority Axes and Projects 2005 ( Memento of February 24, 2016 in the Internet Archive ) (PDF; 14.6 MiB) European Commission, Directorate-General for Energy and Transport . Brochure from October 24, 2005, p. 59 f.
  7. Gaby Booth: Everything depends on the “Mannheim node” . In: Rhein-Neckar-Zeitung . No. 230 , October 4, 2016, p. 9 ( rnz.de ).
  8. Bahn excludes connecting brace south of Pfungstadt - new Rhine / Main – Rhine / Neckar line. Retrieved July 22, 2020 .
  9. a b c d e f Norbert Janiak, Ilona Nadler: Create more capacity for the German cycle . In: DB Netz AG (Ed.): Infrastructure projects 2018 . Building at Deutsche Bahn. PMC Media House, Hamburg 2018, ISBN 978-3-96245-163-9 , pp. 102-107 .
  10. ↑ New ICE line: Bahn is accelerating. In: rnz-online. July 20, 2007, archived from the original on June 21, 2007 ; accessed on September 20, 2016 . In: '
  11. ABS Frankfurt – Mannheim: expansion of the line on schedule and ABS Frankfurt – Mannheim: final spurt in Biebesheim . In: Die Bundesbahn , edition 7/1990, p. 724 f.
  12. a b c d e f Response of the Federal Government to the Minor Question from MPs Dirk Fischer (Hamburg), Eduard Oswald, Dr. Klaus W. Lippold (Offenbach), another member of parliament and the CDU / CSU parliamentary group, planning the new ICE line Rhine / Main – Rhine / Neckar (PDF; 247 KiB). Printed matter 15/2013 of the German Bundestag from November 12, 2003.
  13. a b c d e f Answer of the Federal Government to the small question of the MPs Daniela Wagner, Bettina Herlitzius, Winfried Hermann, other MPs and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - printed matter 17/867 -: traffic project ICE new line Rhine-Main / Rhine-Neckar (PDF; 84 KiB). German Bundestag, printed matter from March 16, 2010
  14. News in brief . In: Eisenbahn-Revue International , Issue 6, 1998, p. 228
  15. ^ High-speed route Frankfurt / M – Mannheim . In: Eisenbahn-Revue International , issue 7/8, 1998, p. 284.
  16. News in brief . In: Eisenbahn-Revue International , Issue 1/2, 1999, p. 11
  17. Consulting firm examines the "Frankfurt 21" project . In: Frankfurter Allgemeine Zeitung . May 29, 1999, p. 73 .
  18. ↑ Change of strategy: the route network will be completely modernized by 2010 . In: Railway technical review . tape 48 , 1999, pp. 583 .
  19. ^ NBS Frankfurt - Stuttgart not via Mannheim? In: Eisenbahn-Revue International , issue 4/2000, p. 148
  20. The rail boss says: No less train will run in Mannheim? . In: Mannheimer Morgen , March 25, 2000, p. 10.
  21. ^ The balance sheet press conference on May 10, 2000 . In: Eisenbahn-Revue International , issue 7/2000, p. 303.
  22. News in brief . In: Eisenbahn-Revue International , issue 12/2000, p. 532.
  23. Variant for the new Rhine / Main - Rhine / Neckar line . In: Eisenbahn-Revue International , issue 3/2002, p. 114.
  24. Bahn adheres to spatial planning procedures for NBS . In: Eisenbahn-Revue International , issue 6/2002, p. 260 f.
  25. ^ Bringfried Belter: New Cologne – Rhine / Main line - connecting economic areas . In: Railways in the Frankfurt RheinMain region . Hestra-Verlag, Darmstadt 2002, ISBN 3-7771-0304-7 , p. 149.
  26. ^ High-speed line Cologne - Rhine / Main . In: Eisenbahn-Revue International , issue 10/2002, pp. 456–459.
  27. ^ Klaus Ott: Bahn pushes and deletes 141 projects . In: Süddeutsche Zeitung . December 20, 2004, p. 24 .
  28. ICE route before the end . In: Frankfurter Allgemeine Zeitung , December 9, 2004, p. 47.
  29. a b c Rhein / Main – Rhein / Neckar: Link in the Trans-European Network. ( Memento from July 27, 2010 in the Internet Archive ) Deutsche Bahn AG, as of April 12, 2010.
  30. a b Spatial planning procedure ended . In: Eisenbahn-Revue International , issue 7/2004, p. 294.
  31. Without a source
  32. a b c New Rhine / Main-Rhine / Neckar line: Railway prepares planning approval . Press release by Deutsche Bahn from May 9, 2007
  33. Document 2007–102301-EN Tender documents on the tender portal of the European Union
  34. a b c d e Bahn guarantees noise and nature protection . In: Frankfurter Rundschau of May 10, 2007.
  35. a b New Rhine / Main-Rhine / Neckar line: Bahn awards multi-million dollar contract for environmental planning . ( Memento of September 27, 2007 in the Internet Archive ) Deutsche Bahn AG, press release of August 13, 2007, on pressrelations.de
  36. Gaby Booth: ICE route: Land now wants to speed up. ( Memento from September 27, 2007 in the Internet Archive ) In: Rhein-Neckar-Zeitung , August 14, 2007.
  37. a b Nobody needs to examine the bypass . In: Rhein-Neckar-Zeitung , September 19, 2007.
  38. New Rhine / Main – Rhine / Neckar line: Deutsche Bahn awards work for technical planning . Deutsche Bahn AG, press release of September 21, 2007.
  39. a b c d Frankfurt RheinMain plus . The project. The railway junction. The rail infrastructure. (Status 2009). ( Memento from January 23, 2013 in the Internet Archive ) (PDF; 1.6 MiB) Deutsche Bahn AG. 32-page brochure as of June 2009, p. 13 f., 27.
  40. a b c NBS Rhein / Main-Rhein / Neckar: Draft / approval planning . Eurailpress , February 21, 2008.
  41. One ICE pair to Darmstadt every hour . ( Memento of the original from September 28, 2007 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. In: Wiesbadener Kurier , February 3, 2007. @1@ 2Template: Webachiv / IABot / www.wiesbadener-kurier.de
  42. ↑ Planning approval for the new Rhine / Main-Rhine / Neckar line can begin . Press release from Deutsche Bahn dated December 23, 2008
  43. Archived copy ( memento of the original from September 16, 2016 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. @1@ 2Template: Webachiv / IABot / rp-darmstadt.hessen.de
  44. a b New line to Mannheim not before 2019 . In: Frankfurter Allgemeine Zeitung , July 23, 2010
  45. ↑ Regional Council: Citizens can view changed plan documents . ( Memento of the original from September 16, 2016 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. Regional Council Darmstadt, press release from August 26, 2010 @1@ 2Template: Webachiv / IABot / rp-darmstadt.hessen.de
  46. Setting according to §§ 72 ff. I. V. m. Section 69 (3) of the Administrative Procedure Act (VwVfG) of the plan approval procedure according to Sections 18ff. General Railway Act (AEG) for the project: "New line Rhine / Main - Rhine / Neckar, planning approval section 1, from Frankfurt (Main) Stadium to the district border between the districts of Groß-Gerau and Darmstadt-Dieburg" in the area of ​​the cities of Frankfurt am Main, Neu-Isenburg, Mörfelden-Walldorf and the compensation measures planned for this at former military sites in the area of ​​the cities of Bruchköbel and Hanau and the communities of Erlensee and Münster, from construction km 100.0 to construction km 105.348 and from construction km 1.077 to construction km 8.084 of route 3657 and from train km 0.000 to train km 0.768 of route 3628, from train km 3.710 to train km 5.308 of route 3656, from construction km 0.000 to construction km 3.112 of route 3658 and by train -km 68.117 to train km 74.654 of the 4010 line. (PDF; 2.2 MiB) Az. 551ppn / 016-2300 # 001, VMS no. 3245256. Eisenbahn-Bundesamt - Branch Office Frankfurt / Saarbrücken, July 31, 2017, accessed on February 1, 2018 .
  47. Answer of the Federal Government to the minor question from MPs Winfried Hermann, Dr. Anton Hofreiter, Dr. Valerie Wilms, another member of parliament and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - Printed matter 17/4001 - Current developments on the planned new Wendlingen – Ulm line . (PDF; 107 KiB) German Bundestag, printed matter 17/4293 from December 17, 2010.
  48. See review of the requirement plan for federal railways. (PDF; 36.6 MiB) (No longer available online.) BMVBS, November 29, 2010, archived from the original on April 27, 2014 ; Retrieved April 22, 2012 .
  49. Matthias Kros: Rejection of "consensus route" .  ( 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. In: Mannheimer Morgen , January 28, 2011.@1@ 2Template: Dead Link / www.morgenweb.de  
  50. Investment framework plan 2011–2015 for the federal transport infrastructure. (PDF; 5.5 MiB) (No longer available online.) Federal Ministry of Transport, Building and Urban Development, March 15, 2012, p. 38 , archived from the original on January 23, 2015 ; Retrieved April 22, 2012 .
  51. a b German Bundestag (ed.): Answer of the federal government to the small question of the MPs Ute Kumpf, Michael Groß, Christian Lange (Backnang), other MPs and the parliamentary group of the SPD - printed matter 17/13198 - status of important transport projects for Baden- Württemberg . (PDF; 177 KiB). Printed matter 17/13846 of June 6, 2013, p. 2 f.
  52. a b Standstill seems to have been overcome . In: Mannheimer Morgen . July 22, 2014, p. 6 ( online ).
  53. a b Ferlemann presents the Middle Rhine corridor study. Press release. BMVI , March 12, 2015, accessed on March 13, 2015 .
  54. a b Matthias Kros: The new line becomes concrete . In: Mannheimer Morgen , November 15, 2014.
  55. a b New rail connection planned between Wiesbaden and Frankfurt Airport . In: Frankfurter Neue Presse . January 13, 2016, p. 23 .
  56. ^ German Bundestag (ed.): Information from the Federal Government: Transport investment report for the 2013 reporting year . tape 18 , no. 5520 , July 7, 2015, ISSN  0722-8333 , p. 1, 129 f . ( dip21.bundestag.de [PDF; 85.0 MB ]).
  57. Ministry of Transport and Infrastructure (Ed.): Registrations of the State of Baden-Württemberg for the Federal Transport Infrastructure Plan 2015 (BVWP 2015) - long version - . Stuttgart April 30, 2013, p. 2 ( mvi.baden-wuerttemberg.de [PDF]).
  58. Federal Ministry of Transport and Digital Infrastructure (Ed.): Bundesverkehrswegeplan 2015: Project registrations . Berlin May 29, 2014 ( bmvi.de [accessed June 14, 2014]). bmvi.de ( Memento from July 15, 2015 in the Internet Archive )
  59. Cabinet approves Federal Transport Infrastructure Plan 2030. In: bmvi.de. Retrieved September 13, 2016 .
  60. New construction of the railway line: Everything depends on the "Mannheim node". Retrieved October 6, 2016 .
  61. New Rhine / Main – Rhine / Neckar line. Retrieved April 4, 2017 .
  62. 3rd meeting of AG 2: Proposals for possible traffic concepts examined - new line Rhine / Main – Rhine / Neckar. Retrieved March 5, 2018 .
  63. Participation forum meets in Gernsheim - the new Rhine / Main – Rhine / Neckar line. Retrieved June 3, 2018 .
  64. German Bundestag (ed.): Answer of the Federal Government to the minor question from the MPs Sabine Leidig, Jörg Cezanne, Dr. Gesine Lötzsch, another MP and the DIE LINKE parliamentary group. - Printed matter 19/6087 - Planning for a long-distance railway tunnel in Frankfurt am Main . tape 19 , no. 6681 , December 21, 2018, ISSN  0722-8333 , p. 5 ( BT-Drs. 19/6681 ).
  65. Terminal 3 should also be approved without its own S-Bahn connection . In: Frankfurter Allgemeine Zeitung . August 22, 2013, p. 33 (similar version to faz.net ).
  66. ^ A b Pitt von Bebenburg: Rail traffic: "Hessen Express" to the airport. In: Frankfurter Rundschau . January 12, 2015, accessed January 20, 2016 .
  67. Target timetable Germany-Takt: First expert draft long-distance traffic. (PDF) SMA und Partner , October 9, 2018, accessed on October 21, 2018 .
  68. Destination timetable Germany-Takt. (PDF) Second expert draft for long-distance transport. SMA und Partner AG , May 7, 2019, accessed on June 19, 2019 .
  69. Deutsche Bahn carries out exploratory drilling for the planned new Rhine / Main - Rhine / Neckar line . Deutsche Bahn AG, press release of October 31, 2007.
  70. Without a source
  71. ↑ There is a tendency towards a variant along the A67 . Newspaper article on echo-online.de from November 29, 2006.
  72. a b c New Rhine / Main-Rhine / Neckar line: Bahn presents route guidance in Hesse . Deutsche Bahn, press release of February 2, 2007
  73. Without a source
  74. ( Page no longer available , search in web archives: No ICE route without a long tunnel ) In: echo-online January 10, 2008@1@ 2Template: Toter Link / www.echo-online.de
  75. Conservationists not on the ICE advisory board . ( Memento from September 26, 2007 in the Internet Archive ) In: Echo online from June 22, 2007
  76. Deutsche Bahn threatens with the end of the planning for the ICE route Frankfurt-Mannheim . Hessischer Rundfunk, September 15, 2006
  77. Bergstrasse people want giant tunnels . Hessischer Rundfunk , April 25, 2008 (no longer available online).
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  83. Not just for managers in a hurry . In: Darmstädter Echo , December 18, 2007.
  84. Good opportunities for the long-distance train station . In: FAZ , March 24, 2009.
  85. The ICE stop remains controversial . Darmstädter Echo (online edition), March 24, 2009.
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  87. Farewell to the ICE bypass in Darmstadt? . In: Darmstädter Echo (online edition), March 20, 2009.
  88. New Rhine / Main-Rhine / Neckar line: A new study on Darmstadt West long-distance train station is available . Deutsche Bahn AG, press release from January 18, 2010.
  89. Long way to the long-distance train station . In: Frankfurter Rundschau , January 24, 2010.
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  93. Manfred Köhler: Tricky considerations for connecting Darmstadt . In: Frankfurter Allgemeine Zeitung . No. 62 , March 16, 2015, ISSN  0174-4909 , p. 53 (similar version online ).
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  97. Mark variant specifically brought into play? . In the Bürstädter Zeitung , March 27, 2009.
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  99. ICE route: where and how crucial. Press release. NABU Hessen, December 11, 2009, accessed on January 2, 2010 .
  100. "Environmental associations from Hesse and Baden-Württemberg agree on route - direct connection to Mannheim in the most environmentally friendly way" . BUND Bergstrasse, press release from November 4, 2010.
  101. Without a source
  102. ^ Mannheim: Posch rejects “Mannheim direct” . Morgenweb.de, March 23, 2011 (no longer available online).
  103. ICE connection: Bahn and Mannheim are getting closer . ( Memento from August 21, 2012 in the Internet Archive ) echo-online.de, May 8, 2012
  104. ^ Course of the new line Rhine / Main - Rhine / Neckar ( Memento from March 4, 2016 in the Internet Archive ) (PDF; 240 KiB) Deutsche Bahn AG, June 15, 2007
  105. Without a source!
  106. Concerned about the noise from many trains . In: Mannheimer Morgen , November 20, 2007.
  107. Plenary minutes 13/27 . ( Memento of April 24, 2016 in the Internet Archive ) (PDF; 696 KiB) State Parliament of Baden-Württemberg, June 19, 2002, p. 1604.
  108. ^ NBS Upper Rhine: Mannheim Bypass "not compatible with space" . In: Railway technical review . 53, No. 6, 2004, p. 332.
  109. a b In a nutshell: No bypass funding with federal funds . In: Rhein-Neckar-Zeitung , October 19, 2007.
  110. Signals point to agreement . In: Mannheimer Morgen , April 8, 2009.
  111. ^ D-Frankfurt am Main: Planning services in the construction industry . Tender documents in the electronic Official Journal of the European Union, October 4, 2007
  112. Bahn backs down . In: Mannheimer Morgen , November 22, 2007.
  113. ^ DB Netz (Ed.): European Train Control System (ETCS) at DB Netz AG . Frankfurt am Main April 2014, p.  10 ( fahrweg.dbnetze.com [PDF]). fahrweg.dbnetze.com ( Memento from June 14, 2015 in the Internet Archive )
  114. Investment framework plan until 2010 for the federal transport infrastructure . Federal Ministry of Transport, Building and Urban Development, April 2007.
  115. Federal Transport Infrastructure Plan 2003 ( Memento of April 13, 2014 in the Internet Archive ) (PDF; 2.4 MiB) Federal Ministry of Transport, Building and Housing, p. 55.
  116. Delayed construction of railway lines: EU cuts funding . In: Handelsblatt , October 28, 2010, p. 16.