North Main S-Bahn

This article deals with the planned expansion, for the current situation see the Frankfurt – Hanau railway line .

North Main S-Bahn
Route number (DB) :	3685
Route length:	~ 19.4 km
Gauge :	1435 mm ( standard gauge )
Power system :	15 kV 16.7 Hz  ~
Maximum slope :	40  ‰
Top speed:	140 km / h
Dual track :	continuous
Legend from Frankfurt (Main) Hbf (deep) 52.200 Constable Guard 52,550 to Frankfurt South from Frankfurt (Main) Süd 53.823 Frankfurt (Main) Ost deep 2.378 0.000 Frankfurt (Main) East 54,320 End of the branch tunnel 55.100 Frankfurt (Main) Ostpark ( Abzw ) 55,589 A 661 58.100 Frankfurt (Main) -Fechenheim 61.700 Maintal West S-Bahn 11.2 000,000 Maintal depot 62.900 Maintal Üst 63.900 Maintal Ost S-Bahn 67.300 Hanau-Wilhelmsbad Tiny 69.500 Hanau West Extension and replacement of route 3674 from Frankfurt (Main) Schlachthof (S-Bahn) from Frankfurt (Main) Hbf 71.600 Hanau south side / Hanau north side to Göttingen to Friedberg to Babenhausen to Aschaffenburg Swell:

The Nordmainische S-Bahn is a railway line planned between Frankfurt am Main and Hanau , which will be operated in the network of the S-Bahn Rhein-Main and the eastern districts of Frankfurt, the city of Maintal and the western districts of Hanau directly to the Frankfurt Citytunnel and thus to connect to downtown Frankfurt. S-Bahn traffic will replace the regional trains currently running on the parallel Frankfurt – Hanau line .

route

The Nordmainische S-Bahn is the last stretch of the originally planned network of S-Bahns around Frankfurt. The maximum permissible speed should be 80 km / h inside the tunnel and 140 km / h outside.

tunnel

Advance payments

The connection for the Nordmainische S-Bahn was already included in the Frankfurt City Tunnel when it was built in 1983 as a preliminary construction work . The two tubes were then built using the New Austrian Tunneling Method . The tunnel in the direction of Hanau is 356 meters long, the one in the direction of Frankfurt is 294 meters.

The tubes thread out of the Frankfurt City Tunnel east of the Frankfurt (Main) Konstablerwache train station , immediately after crossing the C IV underground line at 52.550 kilometers from the 3681 and 3682 tunnels in the area of ​​the “Breite Gasse” emergency exit , The track from Frankfurt is on the D level, the opposite track on the C level and the subway on the B level.

New construction project

While the previous S-Bahn line has the K - 54 - H 1667 superstructure , the new line is to have concrete sleepers, but also S54 rails . Like the existing tunnel sections, the section will have a particularly low standard contact wire height of 4.85 meters (normal: 5.5 meters).

The jacket of the shield of the tunnel boring machine should remain in the tunnel at the transition to the preliminary construction work, since it can neither be recovered via an open construction pit nor dismantled underground. Between the two single-track tunnel tubes, an emergency exit with a 2.4-meter-wide staircase will be created at 53.142 kilometers, about 21 meters below Rückertstrasse . In this area, the height difference between the two tubes is about 4.8 meters.

Shortly before the “Frankfurt (Main) Ost (tief)” train station, the two tracks reach the same height again at 53.616 kilometers and pass under the tunnel of the C IV underground line at a short distance, for which shoring supports have to be removed . Preparations were made for this crossing during the construction of the underground line, but its use can no longer be approved today, which is why the new S-Bahn line was planned further north.

GSM-R antennas are installed at the ends of the platform at “Frankfurt (Main) Ost (tief)”, each supplying a tunnel tube. Immediately after “Frankfurt (Main) Ost (deep)” there is an almost 550-meter-long incline of around 40 ‰, in which there is a lifting system at kilometer 54.317 to divert rainwater into the sewer system in Ostparkstraße. The tunnel, which was built using mining techniques, will end at kilometer 54.220.

The remaining 103-meter-long tunnel will be built using the cut-and-cover method and a partition wall between the two tracks. The subsequent trough structure should end at kilometer 54.510. Here the new line reaches the level of the existing Frankfurt – Hanau line (line 3660). A base station for the BOS radio will be built at the end of the tunnel . From here, the new line follows the existing line above ground to Hanau main station .

DB ProjektBau anticipates a construction time of five years for the tunnel section .

Above-ground section

In the above-ground part, the line will run alongside the previous double-track Frankfurt – Hanau line (line 3660) and have a track spacing of 4.0 meters. The two southern tracks (route 3660) are to continue to be used for freight traffic , local rail and long- distance passenger transport, the two northern tracks as route 3685 - with their own kilometers  - exclusively for the S-Bahn. In Hanau, the previous tracks are to be used for the S-Bahn, in Maintal the newly built ones. There is mostly sufficient space for expansion.

Changes to the existing route

The infrastructure of the Frankfurt – Hanau railway (VzG number 3660) has only been poorly maintained since planning considerations for the North Main S-Bahn began in 1985. This should prevent double investments, an expansion only take place with the construction of the S-Bahn. As a result, the passenger traffic facilities are mostly run down and in some cases ruinous.

• Decaying railway facilities
• 

  today's Ostbahnhof, an example of urban decay

• 

  Frankfurt (Main) Ost train station (2008)

• 

  Frankfurt Mainkur train station (2008)

In the Frankfurt (M) Ost station , the side tracks 122, 402, 415 and 801 to 804 north of the existing line, as well as tracks that have been closed for a long time, are to be dismantled, making tracks 805 to 807 inaccessible.

The existing line has a design speed of 160 km / h. Level crossings that still exist will either be replaced by overpasses or closed without replacement. The planning approval decision for three such overpasses in the Hanau city area was issued at the beginning of 2003 .

Construction work began in Hanau at the end of 2012 over a period of two years with extensive archaeological excavations, which yielded significant research results. In the immediate vicinity of the railway line there is a Roman settlement near the Salisberg fort .

New line

The new S-Bahn line (VzG number 3685) has a design speed of 140 km / h. The line is to be equipped with a Re 200 overhead contact line from the post-tensioning near the Schwedler Bridge .

Frankfurt-Ost to Fechenheim

From kilometers 2.685 to 3.490 (kilometering of the existing route), a three-meter high noise barrier is to be built between the two routes . At the end of the tunnel ramp, in the area of ​​the current loading ramp, a rescue area paved with gravel turf will be created, for which a rescue gate will be built into the noise protection wall at kilometer 54.529. A little further, at kilometer 54.572, the pedestrian crossing Schwedlerbrücke , a 244 meter long steel bridge from 1913, is crossed.

After the end of the noise protection wall, there is the Frankfurt (Main) Ostpark junction , which consists of a track trapezoid and a connection to the Frankfurt (Main) Ost train station . In the further course at kilometer 4.132 the Ratswegbrücke with the federal road 8 and federal road 40 and at kilometer 4.180 the prestressed concrete bridge of the federal highway 661 will be crossed. From about 4.7 to 5.2 kilometers parallel common pedestrian and cycle is transferred to the north, to make room for the new route, the access to the crossing at 5,180 kilometers Lahmeyerbrücke , formerly the Hafenbahn transferred as also part of the bridge has to be rebuilt. In addition, a new turning hammer will be built at the end of Motzstrasse . From kilometer 4.830, another noise protection wall will be built between the routes, which will be interrupted by pillar 1 of the port railway bridge and end at kilometer 5.530.

Fechenheim to the city limits

Immediately in front of the Frankfurt (Main) -Fechenheim S-Bahn station , Ernst-Heinkel-Strasse will be extended to Orber Strasse, from where the City of Frankfurt will continue to run it, and for this purpose it will build an underpass made up of six at km 6.097 single-track steel superstructures (two of which are for the port railway). Only on the eastern side will it have a sidewalk with a maximum gradient of 6%. From here, a 2.4 meter wide double flight of stairs and an elevator will open up the Frankfurt (Main) -Fechenheim stop (see below). The gradient of the road should be 85 ‰ and 88 ‰. A bus stop is to be set up in both directions to the south immediately before the intersection.

Shortly before the end of the platform, noise barriers are to begin on both sides of the long-distance railway line. The previous level crossing on Cassellastraße at km 6.541 will be omitted. The underpass of the new Ernst-Heinkel-Strasse is planned as a replacement for motor vehicle traffic. At the end of the road south of the route, a turning hammer with a radius of 10 meters will be built; no turning system is planned to the north. At this point, a new 2.5 meter high pedestrian tunnel ("Cassellastrasse platform access") is to be built at 6.541 kilometer, which can be reached on both sides via a ramp and a staircase. A ramp with a maximum gradient of 3% will lead from the underpass to the platform. All three ramps are to have a gradient of 55 ‰ and 1.5 meter long intermediate landings with a gradient of 2% at a distance of 6 meters. The tunnel should also be used for bicycle traffic. In the area of ​​the previous level crossing, rescue gates are planned in the noise barriers. To the east of the underpass, an approximately 230 meter long stump track will be set up between the tracks of the S-Bahn line. A simple crossing point can be used to switch from the opposite track to the regular track in the direction of Hanau. The southern noise barrier will end in this area.

At km 7.162, the Vilbeler Landstrasse, which can only be used by pedestrians, is crossed via an existing structure.

The Frankfurt-Mainkur train station will be completely dismantled. The soundproofing wall between the routes ends at the level of the reception building. Behind the L 3001 overpass built in 1978 at kilometer 7.612, another is to begin. At kilometer 8.0, the “Am Roten Graben” bus stop including the stop must be relocated by around 30 meters in order to gain space for the new line. The bus stop is then behind the start of the bend in “Wilhelmsbader Weg”, and the curb height should be 15 centimeters in the area of ​​the 61 meter long stop. A new road will be built from kilometer 59.7 south of the tracks to improve access to the lines. It branches off from the “An der Hanauer Landstrasse” and will be around 456 meters long. Immediately before the city limits it will lead back to the street "An der Hanauer Landstrasse".

Section Maintal

The city boundary between Frankfurt and Maintal is crossed at kilometer 60.069. This is also the limit of the plan approval sections 1 and 2. For the plan approval section Maintal, the hearing on the plan approval took place on April 21, 2015.

Train stations

As part of the construction of the line, all train stations and stops will be made barrier-free . The platforms will comply with the S-Bahn standard, i.e. they will allow a long train with a length of 210 meters to stop and a platform height of 960 millimeters above sea level, which will enable step-free entry into S-Bahn vehicles.

Frankfurt (M) East (deep)

The Frankfurt (M) Ost (deep) station will begin 19 meters below Danziger Platz after crossing the underground line . In it, the tracks, which are 79.8 meters above sea level, should have a distance of 12.50 meters, which results in a platform width of 9.15 meters. The station is to have two entrances, one with an elevator, and an emergency exit at the eastern end. There will be an intermediate level seven meters higher and a further seven meters higher distribution level, whereby the elevator on the intermediate level should only be able to stop in an emergency. Technical rooms are to be created on an intermediate level at the emergency exit. The tunnel station is to be equipped with a video surveillance system connected to the 3-S control center .

Frankfurt (Main) -Fechenheim

The Frankfurt (Main) -Fechenheim stop will be built ( 50 ° 7 ′ 48 ″  N , 8 ° 45 ′ 20.2 ″  E ). The distance between the tracks in the platform area should be 10.60 meters. The platform is accessed via a newly built underpass as an extension of Ernst-Heinkel-Strasse and Orber Strasse, where a 2.4-meter-wide two-flight staircase and elevator will be built between the two tracks of the S-Bahn line. The 7.28 meter wide central platform is to be roofed 42 meters long and 7.42 meters wide.

Frankfurt-Mainkur

The Frankfurt-Mainkur train station will be closed and replaced by the new stop in Frankfurt (Main) -Fechenheim , which is closer to the development of the Frankfurt district of Fechenheim .

Main Valley West

The Maintal West stop is being relocated from the west side of the “Am Kreuzstein” road that crosses the railway line to its east side. The platform is accessed at the western end of the platform from the bridge and at the eastern end from the P + R parking lot on Senefelder Straße.

Main valley east

The current Maintal Ost station will be moved slightly to the west and built as a stop with a central platform. The new platform is reached via a new pedestrian underpass to be built.

Hanau-Wilhelmsbad

The former station building of the Hanau-Wilhelmsbad stop is a cultural monument according to the Hessian Monument Protection Act . It is one of the oldest reception buildings in Hessen. The architect was Julius Eugen Ruhl . The preservation of monuments will have to be taken into account here as well as the line of sight between Philippsruhe Palace and the artificial castle ruins of the Wilhelmsbad park .

Hanau Central Station

Tongue platform in Hanau with new platform 1a - schematic representation

Larger renovations are planned in Hanau Hauptbahnhof . The standard platform on S-Bahn tracks 1 and 2 will be given a third platform edge as a tongue platform for track 1a . The platform on track 5 and 6 should also be available for the Nordmainische S-Bahn during rush hour. The platform on track 7 will be transformed into an island platform for long-distance traffic with a new, continuous track 8. Platforms 5/6 and 7/8 should each have an elevator, and one is already in operation on S-Bahn platform 1/2. In addition, the station is to be fundamentally modernized and visually enhanced.

costs

Planning for the project began around 1985. The preliminary planning was completed towards the end of 2008. However, empty coffers at the federal and state levels repeatedly delayed the start of construction, while construction costs rose at the same time. The planned construction became more expensive due to additional noise protection requirements and difficult ground conditions in the area of ​​the tunnel west of Frankfurt Ostbahnhof. According to the current status, the costs of the project are estimated at 425 million euros, the planning costs amount to 43.5 million euros, the financing gap is around 60–65 million euros. The Municipal Transport Financing Act provides a fixed key for the financing of such projects:

The federal government bears 60 percent, the state 27.5 percent and the affected municipalities of Hanau, Maintal and the Main-Kinzig district have to assume 12.5 percent. The problem is that the cost-benefit analysis for the project, the basis of the financing, starts to falter at costs of well over 400 million euros.

Planning status

The route is divided into three plan approval sections, each of which is separated from one another by the municipal boundaries. PFA 1 covers the route in the area of ​​the city of Frankfurt am Main, PFA 2 the city of Maintal, and PFA 3 the city of Hanau. The planning approval procedure for the Nordmainische S-Bahn was initiated in 2014 for all three sections and is currently (11/2017) still ongoing. The first change to the plan for PFA 2 Maintal was made public in summer 2017. The objection period ran until August 25, 2017. The planning approval documents for sections 2 and 3 are available for download from the Darmstadt Regional Council.

There are already building permits for individual structures - for example the removal of the level crossings in Hanau . This applies to the level crossings on Salisweg and at Hanau-Wilhelmsbad train station . Their elimination is expected to cost around 14 million euros. The plans for this have been in the drawer for years. The fourth intersection of road and rail in the area of ​​the route in the Hanau urban area, the overpass of Kastanienallee , was built years ago with a width that will allow both routes to be run underneath with four tracks in the future.

The main construction work is not expected to start until the end of 2021 at the earliest.

construction

The preparatory work to remove the level crossing on Frankfurter Landstrasse began in December 2019, and the main work on the underpass should start at the end of the first quarter of 2020. Completion of the structure is planned for 2023.

Transport offer

The S-Bahns are to run on the new route in rush hour every 15 minutes of the S-Bahn Rhein-Main. As on other branches, the traffic is to be thinned out outside of rush hour by driving the 15-minute intervals only to the Frankfurt-Fechenheim train station, which would result in 30-minute intervals for Maintal and Hanau. On the part of the Main-Kinzig-Kreis and the city of Hanau, a continuous 15-minute cycle is required on the Nordmainische S-Bahn. 12 million passengers are expected per year. It is not known which lines will branch off from the Frankfurt City Tunnel to the new route in the future.

Alternatives

Since 2001, passenger associations have expressed strong misgivings about the S-Bahn line, as it runs far past the development of the city of Maintal. The S-Bahn traffic will not be much more attractive than the previous traffic with regional trains and buses, and that despite the high costs. As an alternative, passenger associations suggested a dual-system light rail system based on the Karlsruhe model , which would have shared the existing tram route in Frankfurt and which should merge with the regional train route at Frankfurt (Main) Ost station. On the one hand, it would be possible to realize high-speed rail traffic via Hanau to Aschaffenburg in Bavaria or via Bruchköbel and Nidderau to Friedberg , on the other hand, it would also enable inner-city development in Maintal and Hanau. This RegioTram network would have had a significantly higher development effect at roughly the same cost as an S-Bahn. Proponents of the S-Bahn solution refer to the direct connection of Hanau through the Frankfurt inner city tunnel to Frankfurt city center and the additional direct connections between Hanau and Frankfurt main station.

The already well advanced plans for a light rail were rejected in March 2004 by the city ​​council of Hanau for reasons of cost. A cost-benefit study in September 2004 then showed that under this premise, the classic S-Bahn achieves the best cost-benefit ratio (and thus has the best chance of receiving funding from the federal government). The only alternative that was examined was the extension of the U6 underground line as a dual-system light rail system.

literature

• Hanauer Anzeiger , July 8, 2008, p. 13

Web links

• Project website of Deutsche Bahn
• Overview map of Frankfurt-Fechenheim station. (PDF; 1.0 MiB) Retrieved October 4, 2011 . 
• DB Projektbau GmbH: North Main S-Bahn. PFA 2 - Maintal. Document for a decision according to § 18 AEG. November 8, 2013, accessed October 24, 2014 . 
• DB Projektbau GmbH: North Main S-Bahn. PFA 3 - Hanau. Document for a decision according to § 18 AEG. November 8, 2013, accessed October 24, 2014 . 
• Submission M 10 2008 by the City of Frankfurt's municipal authorities on the Fechenheim S-Bahn station .
• Preliminary study of the North Main Corridor. (PDF; 1.4 MiB) Annex 1. Retrieved on October 13, 2011 . 

Remarks

1. ↑ Route 3660: km 3.120
2. ↑ Route 3660: km 3.163
3. ↑ Route 3660: km 8.660
4. ↑ Formerly: Bischofsheim-Rumpenheim .
5. ↑ formerly: Dörnigheim

Individual evidence

1. ↑ PFA1 1 8.2.1 paragraph 1 sentence 4
2. ↑ DB Netze - Infrastructure Register
3. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
4. ↑ PFA1 1 3.2
5. ↑ PFA1 1 4.1.1.2 Connection to the existing tunnel at Grüne Straße .
6. ↑ PFA1 1 7.3 paragraph 5
7. ↑ PFA1 1 8.1
8. ↑ PFA1 3.01
9. ↑ PFA1 6.1.2
10. ↑ PFA1 1 7.1 paragraph 1
11. ↑ PFA1 1 8.2.2 paragraph 6
12. ↑ PFA1 1 8.11.1 Catenary systems in the tunnel .
13. ↑ PFA1 1 8.1.1 Connection of existing tunnel , paragraph 2
14. ↑ PFA1 8.1.3 Rescue shaft .
15. ↑ PFA1 8.1.3 Rescue tunnel .
16. ↑ ^{a b c} PFA1 6.1.1
17. ↑ PFA1 1 8.1.2 Preventive measures to remove obstacles under the underground station at Danziger Platz, paragraph 1
18. ↑ PFA1 1 8.1.2 Preventive measures to remove obstacles under the underground station at Danziger Platz , paragraph 2
19. ↑ PFA1 1 7.4
20. ↑ PFA1 1 8.11.3 Telecommunication systems in the tunnel, paragraph 8
21. ↑ PFA1 1 8.1.4.1 Drainage .
22. ↑ PFA1 1 8.1.5
23. ↑ PFA1 1 8.1.6 paragraph 1
24. ↑ PFA1 1 8.11.3 Telecommunication systems in tunnels , paragraph 2.
25. ↑ PFA1 1 22.1 paragraph 6
26. ↑ PFA1 3.04 to 3.09 in conjunction with the NBS track plan FFO from June 12, 2014.
27. ↑ ^{a b c} DB Projektbau GmbH: Nordmainische S-Bahn - PFA2 Maintal. Explanatory report. (No longer available online.) November 8, 2013, formerly in the original ; Retrieved October 24, 2014 .  ( Page no longer available , search in web archives )  
28. ↑ ^{a b} DB Projektbau GmbH: Nordmainische S-Bahn - PFA3 Hanau. Explanatory report. (No longer available online.) November 8, 2013, formerly in the original ; Retrieved October 24, 2014 .  ( Page no longer available , search in web archives )  
29. ↑ New plans bring old things to light. In: Frankfurter Rundschau . October 3, 2014, accessed October 4, 2014 . 
30. ↑ PFA1 1 8.11.1 Catenary systems on the open line .
31. ↑ ^{a b c} PFA1 3.05
32. ↑ PFA1 1 3.10.1
33. ↑ PFA1 1 7.5 FÜ Schwedler Brücke, km 3.163
34. ↑ PFA1 1 8.11.4 Above-ground security systems , paragraph 3.
35. ↑ PFA1 3.05 and PFA1 3.08
36. ↑ PFA1 1 7.5 SÜ B 8 / B 40 Ratswegbrücke, km 4.132 , and PFA1 1 7.5 SÜ BAB 661, km 4.180
37. ↑ PFA1 1 8.10.2
38. ↑ PFA1 1 8.5.5 and PFA1 1 8.10.2
39. ↑ ^{a b} PFA1 3.09
40. ↑ PFA1 1 8.5.6
41. ↑ PFA1 1 8.5.6
42. ↑ PFA1 1 8.8.2 paragraph 2 sentence 1
43. ↑ PFA1 6.5.4
44. ↑ PFA1 6.5.3
45. ↑ PFA1 3.10
46. ↑ PFA1 1 8.4.1
47. ↑ PFA1 1 8.10.4, paragraph 1.
48. ↑ ^{a b c d} PFA1 6.6.1
49. ↑ PFA1 1 8.5.7
50. ↑ ^{a b c} PFA1 3.11
51. ↑ PFA1 1 7.5
52. ↑ ^{a b c} PFA1 3.12
53. ↑ PFA1 1 7.5 SÜ L 3001, km 7.612
54. ↑ PFA1 1 8.10.6
55. ↑ PFA1 1 8.10.8
56. ↑ PFA1 3.14
57. ↑ Objections to the Nordmainische S-Bahn will be discussed in Maintal FNP of March 20, 2015, accessed on March 23, 2015.
58. ↑ PFA1 1 8.8.1 paragraph 1 sentence 1
59. ↑ PFA1 3.04
60. ↑ PFA1 1 8.1.1 Mining tunnel, paragraph 5
61. ↑ PFA1 4 1.9
62. ↑ PFA1 6.2.3
63. ↑ PFA1 1 8.8.1 paragraph 2
64. ↑ PFA1 1 8.8.1 paragraphs 3 and 5.
65. ↑ PFA1 1 8.11.3 Telecommunication systems in the tunnel, paragraph 4
66. ↑ Overview plan of the Frankfurt-Fechenheim train station (see: Weblinks).
67. ↑ PFA1 6.3.3
68. ↑ PFA1 1 8.5.6
69. ↑ PFA1 1 8.8.2 paragraph 2 sentence 1
70. ↑ PFA1 1 8.8.2 Building data platform
71. ↑ Andreas Müller: Mainkur station becomes history. In: Frankfurter Rundschau . March 16, 2010, accessed October 5, 2011 . 
72. ↑ Hanau main station needs more tracks. Accessibility and modernization of the entrance building. In: Main network . March 18, 2014, accessed March 18, 2014 . 
73. ↑ Frankfurter Rundschau v. November 11, 2011, p. F16.
74. ^ Dpa: Local transport: Construction of the Frankfurt-Hanau S-Bahn before the end. Frankfurter Rundschau , September 16, 2011, accessed on October 25, 2014 . 
75. ↑ https://verwaltung.hessen.de/irj/RPDA_Internet?cid=0deb23c688f41287e86923db782c8159
76. ↑ https://verwaltung.hessen.de/irj/RPDA_Internet?cid=880f2ba0ded90b78c603323729c6ad05
77. ↑ https://verwaltung.hessen.de/irj/RPDA_Internet?cid=0210f6c2ea33e8db02a1c21d0eccc080
78. ↑ https://www.nordmainische-s-bahn.de/projektstatus.html
79. ^ DB Projektbau GmbH: Nordmainische S-Bahn. PFA 2 - Maintal. Document for a decision according to § 18 AEG. November 8, 2013, archived from the original on October 26, 2014 ; Retrieved October 24, 2014 . 
80. ^ DB Projektbau GmbH: Nordmainische S-Bahn. PFA 3 - Hanau. Document for a decision according to § 18 AEG. November 8, 2013, archived from the original on October 26, 2014 ; Retrieved October 24, 2014 . 
81. ↑ https://www.nordmainische-s-bahn.de/projektstatus.html
82. ^ OP-Online "First harbingers for the S-Bahn construction in Hanau" from 06.11.19
83. ↑ Hanauer Anzeiger "Underpass to replace level crossing in Frankfurter Landstrasse" of October 16, 2018
84. ^ City of Hanau, Public Relations: Planning of the Nordmainische S-Bahn is taking shape - Citizens information on March 12th in Hanau. March 7, 2014, accessed March 11, 2014 (press release). 
85. ^ "Preliminary study of the North Main Corridor", Annex 1.