Right stretch of the Rhine
| Cologne – Wiesbaden | |
|---|---|
 | |
| Route number (DB) : | 2324 (Köln-Kalk Nord – Koblenz) 3507 (Koblenz – Wiesbaden) |
| Course book section (DB) : | 465 (Cologne – Koblenz) 466 (Koblenz – Wiesbaden) |
| Route length: | 179 km |
| Gauge : | 1435 mm ( standard gauge ) |
| Route class : | D4 |
| Power system : | 15 kV 16.7 Hz ~ |
| Top speed: | 140 km / h |
| Dual track : | (continuous) |
The right Rhine line is the railway line running on the right bank of the Rhine from Troisdorf via Bonn-Beuel , Unkel , Neuwied , Koblenz-Ehrenbreitstein , Lahnstein and Rüdesheim to Wiesbaden . It is two-pronged and electrified throughout .
It is operationally tied through in passenger traffic from Cologne main station via the Sieg line and in freight traffic from Cologne-Kalk Nord station via the Troisdorf – Mülheim-Speldorf railway line . The latter is partly included in the Rhine route, which forms a six-track connection between the Gremberg Süd junction and Troisdorf train station, together with the victory route and the high-speed route Cologne – Rhine / Main .
In Neuwied and Niederlahnstein is possible for the left Rhine distance to go to the left bank located Koblenz Central Station to go. In the section between Lahnstein and Rüdesheim it has two tunnels, the better known of which is the Loreley tunnel near St. Goarshausen .
history
After the opening of the first railways in the region, a line on the right bank of the Rhine quickly came up for discussion. As early as 1844, the mayor of Deutz suggested building a line from Deutz via Rüdesheim to Wiesbaden . From 1852 the city of Neuwied was heavily involved in the construction. However, there were considerable reservations about the route, especially from the Prussian side. On the one hand, there were general strategic concerns about a railway line on the Rhine - which is why the extension of the left Rhine route beyond Rolandseck was not approved for a long time - on the other hand, the proposed route should have been led through the Ehrenbreitstein fortress . That is why the Prussian War Ministry explicitly opposed the route in 1853.
Construction of the southern section
For the Duchy of Nassau , such considerations had less weight, rather the economic advantages outweighed them. Therefore, the Wiesbaden railway company was granted a concession for the construction of the right-hand Rhine route on Nassau national territory. On August 11, 1856, the first section of the Nassau Rheinbahn from Wiesbaden to Rüdesheim was opened. Due to financial and technical difficulties, the route was only extended to Oberlahnstein on February 22, 1862 and to Niederlahnstein on June 3, 1864 .
The construction of the victory route from Deutz to Gießen from 1859 onwards gave Nassau the opportunity to negotiate with Prussia about the continuation of the route, as the route planned by the Prussian side in the Dillenburg district led through Nassau territory. Finally, in 1860, an agreement was signed between the two states that allowed Prussia to build the victory route. In return, Prussia committed itself to building the Pfaffendorfer Bridge , which connected the line from Oberlahnstein to the left Rhine line near Koblenz , which was completed the year before . The bridge was inaugurated on June 3, 1864. The Stolzenfels – Oberlahnstein trajectory was used for the early connection between 1862 and 1864 .
A continuation on the right bank of the Rhine in Prussian territory, however, was initially out of the question, as the concession that the Rheinische Eisenbahn-Gesellschaft (RhE) had received for the left bank of the Rhine stipulated that no concession would be granted for a line on the right bank of the Rhine before 1876. With the fall of the Duchy of Nassau after the Austro-Prussian War , the Nassau Rheinbahn became part of the Prussian State Railways .
Construction of the northern section
After Nassau was annexed by Prussia after the German War of 1866 , the situation on the Rhine changed completely. Now the RhE itself was interested in a stretch on the right bank of the Rhine, for which it soon received a concession. On October 27, 1869, the continuation of the line from Niederlahnstein to Neuwied was opened.
The northern end was disputed. The concession spoke of a route between Siegburg and Niederlahnstein. According to the original plans, the line should bend from the Rhine at Beuel and then run south of the Sieg in a straight line to Siegburg. Later the route was to be extended through the Aggertal to Overath and on via Witten to Bochum or alternatively to Essen . However, these plans were viewed very critically in Cologne, as they would have created a main traffic axis through the Bergisches Land past Cologne. Gustav von Mevissen , President of the Rhenish Railway, therefore favored a route from Troisdorf via Opladen to Essen.
Emil Langen , member of the supervisory board of the Rheinische Eisenbahn and director of the Friedrich-Wilhelms-Hütte near Troisdorf, was finally able to implement a change in the planned route from Beuel: The route was led from Beuel to the northeast, should cross the Sieg near Menden , at the Friedrich-Wilhelms -Hütte received a train station and then run parallel to the Siegbahn to Siegburg.
On July 11, 1870, the Neuwied – Oberkassel section went into operation, where the Bonn – Oberkassel trajectory once again provided a connection to the Left Rhine route. The route from Friedrich-Wilhelms-Hütte to Siegburg was already finished, only the construction of the Siegbrücke delayed the full commissioning. As a result of the Franco-Prussian War , the line acquired great strategic importance as a supply route, which is why the construction of the Siegbrücke was accelerated with additional workers from late summer 1870. From March 1, 1871, the entire route was passable, with a branch from the Friedrich-Wilhelms-Hütte to Troisdorf being built to the route to Cologne, which later became the main branch of the route.
Länderbahn time and Reichsbahn
The Lorchhausen stop is a later addition to the route infrastructure on May 1, 1906 (start of the summer timetable for this year). With the opening of the new Wiesbaden main train station on November 15, 1906, the second track went into operation between the main train station and the Biebrich-Moosbach train station (today the Wiesbaden-Biebrich stop ).
The Loreley depot went into operation on July 24, 1917, and the two overtaking tracks there on September 5, 1917.
.png)
After the end of the First World War , the French military occupied the left bank of the Rhine and two "bridgeheads" opposite Mainz and Koblenz on the right bank of the Rhine. This also cut the right stretch of the Rhine twice: a northern and a southern part lay in the US and French-occupied zones, with a German section of almost 25 km in between. At first it could no longer be driven on. When operations resumed on January 9, 1919, the trains were supposed to pass through the section without stopping. In addition, the Western European Time, which was introduced in France and the territory occupied by France, now applied here even on unoccupied territory .
German Federal Railroad
In the course of the electrification of the line, which was completed in 1961, a further single-track tunnel tube was built between 1959 and 1961 parallel to the existing double-track Loreley and Roßstein tunnels, and the old tunnels were then converted for single-track electrical operation.
Deutsche Bahn AG
When the high-speed line Cologne – Rhine / Main was opened at the end of 2002 , the Troisdorf station was completely rebuilt, with the connection of the right-hand Rhine line to Siegburg being dismantled. For the new line, sections of the right-hand Rhine line were also redrawn .
In December 2003, the renovation of the Loreley and Rossstein tunnels began . The 140-year-old tubes were to be refurbished for 18 million euros. For this purpose, the track on the Rhine side of the two tubes was shut down and traffic was routed through the tubes built around 1960. After 20 months of renovation, a passenger train entered the renovated tunnel on June 6th. The total cost was 21 million euros.
In December 2007 the electronic signal box on the right Rhine was put into operation. In the first expansion phase, the 40 km long railway line between Lorch and Oberlahnstein was connected to this signal box. It replaced the almost 50-year-old signal boxes Kaub , Loreley , St. Goarshausen, Kestert , Kamp-Bornhofen and Osterspai . In addition to the signal box in Oberlahnstein, the sub-center (ESTW-Z) with computer systems for the new signal box was built. There is also a replacement operator station that is used in the event of a fault. The signal box is normally operated from the operations center in Frankfurt am Main . The second construction phase was completed in summer 2008. The Oberlahnstein – Niederlahnstein section was connected to the electronic signal box. With a total of six construction phases, the section between Unkel and Wiesbaden-Schierstein is to be completely connected to the electronic interlocking.
In the three weeks from December 28, 2009 to January 18, 2010 and in the six weeks of the summer vacation from July 3, 2010 to August 15, 2010, the section between Koblenz and Wiesbaden was closed to freight and passenger traffic due to extensive construction work. Passenger trains only run on the weekends according to a special timetable.
The third expansion phase of the electronic interlocking, which went into operation in 2007, was completed on December 5, 2011. In this construction phase, the section between Lorch and Assmannshausen was connected to the electronic signal box.
In spring 2012, a new type of noise barrier was installed in Rhöndorf at 270 meters. This wall is only 70 cm high and mounted close to the track in order to counteract the noise of the wheel-rail contact directly at the source. An assembly position chosen close to the track normally makes maintenance of the superstructure impossible. Therefore, a hydraulic system was installed that enables the wall to be folded up in segments for maintenance work. The wall was developed by the Polish company Ekobel.
At the end of August 2014, when the next construction stage of the electronic interlocking was commissioned, the interlocking technology between Bad Honnef and Neuwied was also fundamentally modernized. The Bad Honnef (Rhein) train station was converted into a stop in the course of this .
business
The route is primarily used for long-distance freight traffic between the Rhine-Ruhr and Rhine-Main areas, here the route has an extremely high train density. Long- distance passenger rail transport is handled almost entirely via the Left Rhine route and the high-speed route Cologne – Rhine / Main . In the event of line closures on the left bank of the Rhine, long-distance trains will be diverted via the right Rhine line. The alternative stop for Bonn main station is then Bonn-Beuel station .
In local rail passenger transport , the route is served by regional rail and regional express trains. Almost all passenger trains serve the Koblenz main station , for which the trains cross the Rhine in the direction of Wiesbaden on the Horchheimer bridge (south of Koblenz) and in the direction of Cologne partly on the Urmitzer railway bridge (north of Koblenz) or when traveling via Vallendar also on the Horchheimer bridge .
Due to the topography of the Upper Middle Rhine Valley , many sections of the route pass under towering steep slopes and often have to be secured against falling rocks and landslides with safety nets and other slope protection measures . For example, a landslide after heavy rain in the late evening of July 30, 2008 below the Teufelskadrich blocked the train traffic between Lorch and Assmannshausen completely for several days and then on one side for several days.
There were also business interruptions due to accidents. During the accident at the Waldhof on the Rhine by the Loreley in January 2011, rail traffic had to be blocked several times during the rescue work for safety reasons.
On Sunday, June 9, 2013 at around 5 a.m., the derailment of the last four wagons of a 620-meter-long and 750-tonne, but empty, car transport train operated by Wiener Lokalbahnen shortly after Lorch over ten kilometers led to damage to the track systems and the parallel federal road 42 until the train stopped at Rüdesheim (Rhein) station . Gravel stones fell for kilometers on the roadway of the federal road. In the track bed, the derailed wagons cut cables, destroyed cable ducts in the electronic signal box , damaged switches, overturned signal masts and destroyed thresholds and railings. The entry signal was carried away at Rüdesheim station. When passing through Assmannshausen , windows of houses were broken due to flying gravel and parked cars were damaged. There was no personal injury. Rail traffic was completely interrupted until June 16, 2013. A replacement rail service had to be set up between Rüdesheim and Kaub . From June 17, 2013, the line was initially only passable on a single track.
Regional traffic
In the timetable of Deutsche Bahn AG , the right Rhine route is listed as timetable routes 465 (Cologne – Koblenz) and 466 (Koblenz – Wiesbaden), whereas the route section Cologne– Mönchengladbach was added to timetable 465 a few years ago , as all regional trains from the right Rhine route there are bound through. The right section of the Rhine is served in sections by local rail transport:
Northern section
On the northern section, the Rhein-Erft-Express (RE 8) operated with electric multiple units of the 425 series in double traction with a top speed of 140 km / h and the Rhein-Erft-Bahn (RB 27) with an electric locomotive of the 143 and series three double-decker cars with a maximum speed of 120 km / h or alternatively also electric multiple units of the 425 series, each running every hour.
With the timetable change on December 15, 2019, the cycle times of RE 8 and RB 27 were swapped. Since then, the RB 27 (next to RE 6 and S 13) has been running via the Cologne airport loop and the Cologne / Bonn Airport train station instead of the RE 8 . In the Neuwied – Koblenz section, too, the routes between RE 8 and RB 27 have been swapped, so that the new RE 8 can reach Koblenz Central Station via the Urmitzer Bridge and Koblenz city center and the new RB 27 via Koblenz-Ehrenbreitstein and the Horchheimer Bridge.
The services on the RE 8 were awarded until 2034 within the framework of a gross transport contract with brand-new Alstom Coradia Continental vehicles . The services on the RB 27 were awarded for a maximum period of nine years. Redesigned vehicles from the 425 series operate there . The Mönchengladbach – Cologne section can be canceled from December 2023 (planned commissioning of extension of S-Bahn line 6 to Mönchengladbach), the Cologne – Koblenz section from December 2026 (planned commissioning of the extension of S-Bahn line 13 to Bonn-Oberkassel) become.
On the right bank of the Rhine, after the expansion of the line between Troisdorf and Bonn-Oberkassel, the line S 13 is to be used every 20 minutes via Bonn-Vilich (new stop with tram connection), Bonn-Beuel and the new stop Bonn-Ramersdorf to be extended to Bonn-Oberkassel. The RB 27 line will then only run from Bonn-Oberkassel via Linz (Rhine) and Neuwied to Koblenz and will continue to operate between Cologne Central Station and Koblenz Central Station during rush hour.
From Mönchengladbach to Rommerskirchen the tariffs of the Verkehrsverbund Rhein-Ruhr (VRR) apply, from Grevenbroich to Neuwied those of the Verkehrsverbund Rhein-Sieg (VRS) and from Unkel to Koblenz those of the Verkehrsverbund Rhein-Mosel (VRM), whereby the tariff areas overlap .
Southern section
In the southern sector of the line RB 10 runs with multiple units of type Flirt the VIAS GmbH . The trains stop at every station between Koblenz city center and Wiesbaden main station, while there are only two intermediate stops between Wiesbaden main station and Frankfurt main station in Mainz-Kastel and Frankfurt-Höchst and no further stops are made between Neuwied and Koblenz city center. The trains on line RB 10 run every hour, sometimes every half hour during rush hour. From Monday to Friday, there are an additional 7 pairs of trains running between Eltville and Frankfurt main station on line RE 9 without the detour via Wiesbaden main station.
Although the Rhein-Main-Verkehrsverbund ordered additional train connections for the weekends in the summer months in autumn 2018, VIAS GmbH reports that it will not be able to introduce the half-hourly service between Frankfurt main station and Assmannshausen near Rüdesheim for 2019 due to a lack of train drivers. In the past few years, when the weather was nice, it was often so overcrowded that passengers were not taken and had to wait an hour for the next train.
Between Koblenz and Kaub the tariffs of the Verkehrsverbund Rhein-Mosel (VRM) apply , between Lorchhausen and Wiesbaden / Frankfurt the tariffs of the Rhein-Main-Verkehrsverbund (RMV) apply . Although the route between Lorch and Wiesbaden runs on Hessian territory, the state ticket "Rhineland-Palatinate" is valid on the entire route between Koblenz and Wiesbaden / Mainz.
Long-distance transport
The southern section of the right-hand Rhine route is served seasonally by individual intercity trains, which stop in Assmannshausen , Rüdesheim and partly in Eltville . There is currently no regular long-distance traffic on the northern section. If disruptions occur on the left-hand Rhine route, long-distance trains are often diverted via the right-hand Rhine route. The Bonn-Beuel station serves as a replacement stop for Bonn's main station .
Buildings
Rhine bridges
During the First World War , three Rhine crossings that were very similar in their construction were built - the Hindenburg Bridge , the Kronprinz-Wilhelm Bridge and the Ludendorff Bridge . They were all destroyed in the Second World War and only replaced at one point by today's Urmitz railway bridge.
Horchheimer railway bridge
As early as 1878/79, this link between the right and left Rhine route , which is still important today , was built in the south of Koblenz . At the same time, a new route to Niederlahnstein and thus a direct connection to Koblenz was created at the western end of the Lahn Valley Railway .
Hindenburg Bridge
This bridge was built between 1913 and 1915 between Rüdesheim and Bingen - Kempten . It ensured the connection to the left Rhine route and especially the Nahe Valley Railway.
Crown Prince Wilhelm Bridge
It was built under this name between 1916 and 1918 between Urmitz and Neuwied - Engers . In 1954 it was rebuilt as the Urmitzer railway bridge .
Ludendorff Bridge
The Ludendorff Bridge between Erpel and Remagen was completed in 1918; After the completion of the tunnel through the Erpeler Ley, the railway line was opened on September 1, 1919.
The bridge was a connection to the left Rhine route and to the strategically important Ahr valley railway at times .
The bridge became known worldwide as the "Bridge of Remagen" after US troops captured it on March 7, 1945 and were able to build the first bridgehead on the right bank of the Rhine . This interrupted the right stretch of the Rhine in this area.
Station building
In 2002, the Rüdesheim train station was bought by private investors and renovated in accordance with the preservation order.
The German railway offered the administration union World Heritage Upper Middle Rhine Valley a package of ten station buildings from the Middle Rhine Valley to the purchase, this bought four and gave them further. Three of the buildings sold are on the right bank of the Rhine.
The station building in Kamp-Bornhofen and Sankt Goarshausen were sold on to the respective community by the Zweckverband and the station building in Kaub was sold to a private winemaker . Deutsche Bahn has made the sales subject to conditions, so part of the building must in future be available to travelers as a waiting room and have a toilet .
After the line was modernized in autumn 2014, Deutsche Bahn also put the reception buildings of the Wiesbaden-Schierstein and Oestrich-Winkel stations up for sale. Even the reception building of Unkel went to a private owner over and was restored as a monument.
Planning
Rüdesheim bypass tunnel
In order to relieve Rüdesheim from the noise of the railway line, plans were presented at the beginning of October 1999 to bypass the place in a tunnel . The estimated costs at that time were 212 million DM . The original route in the area of the city of Rüdesheim am Rhein was to be laid in a tunnel under the coppice . The federal highway 42 is to be relocated to the former railway line in the city area after the commissioning of the tunnel. The financing of the project, which is now estimated at 234 million euros, was agreed at the end of 2007 between the federal government, the state of Hesse, the city and Deutsche Bahn. Planning for the bypass tunnel was available in March 2011.
The planning for the 1.6 kilometer long rail tunnel was discarded in summer 2012. The reason given by the Federal Ministry of Transport was a lack of profitability. The project, which was contractually agreed between the federal government, the state and the city in 1998, was calculated at more than 250 million euros. In May 2014, the city of Rüdesheim filed a lawsuit against the Federal Republic of Germany and the State of Hesse with the Wiesbaden Administrative Court in order to prevent them from terminating the contract of 1998 to build the tunnel.
Line dismantling / electronic signal box
Deutsche Bahn AG intended to further dismantle the line. The stations Unkel , Rheinbrohl , Rüdesheim , Hattenheim and Oestrich-Winkel were to be largely abandoned in connection with the conversion of the route to an electronic signal box . A simulation and an operational test as part of the Netz 21 strategy at the end of 1998 had already shown that, due to new, high-speed regional vehicles and alternating stops, the recommended speed in the Wiesbaden-Neuwied section would be increased from 50 to 80 km / h and thus to several overtaking stations, 67 points and 10 km of track can be dispensed with.
The dismantling was not approved by the Federal Railway Authority (EBA). The route is already 93% full, there is an extreme mixed traffic of different train types with significantly different maximum speeds, a clocked passenger traffic and already high susceptibility to delays. Rather, the EBA also asked DB Netz AG to put overtaking tracks in the Niederdollendorf , Unkel, Rheinbrohl, Bad Hönningen, Hattenheim and Oestrich-Winkel stations back into operation, some of which were illegally withdrawn from the railway companies .
On October 3, 2014, the signal boxes in Schierstein, Niederwalluf, Eltville, Hattenheim and Geisenheim were taken out of operation until 5:30 a.m. CEST, their previous tasks have since been controlled via the operations center in Frankfurt / Main and, if necessary, via the sub-center (UZ) in Oberlahnstein. The signal box in Oestrich-Winkel will remain in place for at least two more years (until approx. 2017) [out of date] , the signal box in Rüdesheim is to be permanently preserved as a so-called "island signal box".
S-Bahn line between Troisdorf and Bonn – Oberkassel
In order to better connect the districts of Bonn on the right bank of the Rhine with the city of Cologne and Cologne / Bonn Airport , the S-Bahn line from Cologne to Troisdorf will be extended along the right-hand Rhine line to Bonn-Oberkassel . The first considerations about this railway line arose in the 1990s on the occasion of the spatial planning procedure for the high-speed railway line Cologne – Frankfurt. In addition to the existing stations on the right-hand Rhine stretch, new stops are under construction in Bonn-Ramersdorf and Bonn-Vilich . The latter is intended as a tower station to create a link with the Siegburger Bahn , a line of the Bonn city railway . The construction costs for the 13-kilometer route, which (as of December 2016) are estimated at 502 million euros, are mainly borne by the federal government. The state of North Rhine-Westphalia contributes 47.5 million euros to these costs. The main construction work began in November 2016. The line is scheduled to be completed by the end of 2028. S-Bahn trains are to run on the section between Troisdorf and Bonn-Beuel station from the end of 2026 .
New train stops
The construction of new train stops is planned in Bendorf (at the Rheinstrasse level crossing) and in Koblenz-Horchheim (at the Alte Heerstrasse overpass). The construction costs are estimated at 1.5 million euros in Bendorf and one million euros in Horchheim.
Worth knowing
Today's train station Kamp-Bornhofen was until 1937 the name Kamp and then on March 1, 1937 in Kamp (Rhein) renamed.
literature
- Udo Kandler: The right stretch of the Rhine . Eisenbahn-Journal special edition III / 92, Hermann Merker Verlag, 1992. ISSN 0720-051X
- Joachim Seyferth: The right Rhine route . Self-published, SCHIENE -Photo Volume 4, Wiesbaden 1995, ISBN 3-926669-04-7 .
Web links
NRWbahnarchiv by André Joost:
- Description of route 2324 : (Cologne-Kalk Nord ↔) Troisdorf ↔ Koblenz-Ehrenbreitstein
- Description of the former route 10 : Siegburg / Bonn ↔ Friedrich Wilhelmshütte
Railway tunnel portals by Lothar Brill:
- Information and pictures of the tunnels on route 2324
- Information and pictures of the tunnels on route 3009
- Information and pictures of the tunnels on route 3507
Individual evidence
- ↑ The Kestert station was downgraded to a stop in 1905 (Railway Directorate Mainz (ed.): Official Gazette of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of February 18, 1905, No. 10. Announcement No. 86, p. 62).
- ↑ DB Netze - Infrastructure Register
- ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
- ^ Eisenbahndirektion Mainz (Ed.): Official Journal of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz from April 28th. 1906, No. 24. Nachrichten, pp. 229f.
- ↑ Eisenbahndirektion Mainz (ed.): Official Gazette of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of November 10, 1906, No. 59. Announcement No. 615, p. 505.
- ↑ Eisenbahndirektion Mainz (ed.): Official Journal of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of August 4, 1917, No. 41. Announcement No. 572, p. 250; Railway Directorate Mainz (ed.): Official Gazette of the Royal Prussian and Grand Ducal Hessian Railway Directorate in Mainz of September 8, 1917, No. 47. Announcement No. 681, p. 298.
- ↑ Prussian and Hessian Railway Directorate in Mainz (ed.): Official Gazette of the Prussian and Hessian Railway Directorate in Mainz of January 18, 1919, No. 5. Announcement No. 38, p. 19.
- ↑ a b Loreley and Rosstein tunnels renewed . In: Eisenbahn-Revue International , issue 7/2005, ISSN 1421-2811 , p. 306
- ↑ Construction progress . In: Eisenbahn-Revue International , Issue 8–9 / 2000, ISSN 1421-2811 , p. 340
- ↑ Tunnel renovation on the Rhine . In: Eisenbahn-Revue International , Issue 8–9 / 2004, ISSN 1421-2811 , p. 341.
- ↑ ESTW right Rhine goes into operation . ( Page no longer available , search in web archives ) eurailpress.de, accessed on November 5, 2011
- ↑ a b ESTW Rheintal: Another route section goes into operation bahnaktuell.net, accessed on November 5, 2011
- ↑ Quiet in the Rhine Valley . faz.net, accessed August 19, 2011
- ↑ Railway line Wiesbaden-Koblenz temporarily closed . bild.de, accessed on August 19, 2011
- ↑ Railway line Koblenz-Wiesbaden on the right bank of the Rhine closed . rhein-zeitung.de, accessed on August 19, 2011
- ↑ David Ohrndorf: World premiere in Rhöndorf: Railway tests new noise protection wall ( Memento from May 30, 2012 in the Internet Archive )
- ↑ blocking. Landslide blocks railway line on the Rhine . fr-online, July 31, 2008:
- ↑ Rail traffic on the right bank of the Rhine further restricted by landslides . Railway news archive, August 8, 2008
- ↑ Assmannshausen. Freight train derailed, blocking of the B42 lifted after hours . In: Allgemeine Zeitung , June 9, 2013:
- ↑ Got past a disaster. Derailed freight wagons cause great damage . In: Rheingau Echo , June 13, 2013
- ↑ From June 17th, 2013 restrictions on the RheingauLinie SE10 between Rüdesheim and Kaub . ( Memento from June 9, 2013 in the Internet Archive ) Verkehrsverbund Rhein-Mosel, accessed on June 15, 2013
- ↑ https://www.nvr.de/streckennetz-und-angebote/linienuebersicht/beim-re-8-und-der-rb-27-tut-sich-was
- ^ Announcement RE 8 in the EU Official Journal. Retrieved August 17, 2016 .
- ↑ Announcement RB 27 in the EU Official Journal. Retrieved August 17, 2016 .
- ↑ Local rail transport plan 2016 of the NVR. Retrieved August 17, 2016 .
- ↑ Call for tenders RMV line 10. (PDF) (No longer available online.) In: vias-online.de. Formerly in the original ; accessed on May 23, 2018 . ( Page no longer available , search in web archives )
- ↑ Wiesbadener Kurier from April 27th, 1019: Rheingau line stays at hourly due to lack of train drivers
- ↑ Wiesbadener Kurier from August 25, 2018: Too full, too short, too stuffy - criticism of overcrowded Vias trains between Rheingau and Frankfurt
- ^ The Upper Middle Rhine Valley World Heritage Association buys 4 train stations from Deutsche Bahn . Welterbe-oberes-Mittelrheintal.de, accessed on December 29, 2010
- ^ The train station in Kaub becomes part of the Bahles winery . ( Memento from February 4, 2012 in the Internet Archive ) Rhein-Lahn-Info.de, accessed on December 29, 2010
- ↑ mainasset.de . Retrieved November 1, 2014
- ↑ GA BONN: Train station in Unkel: Lots of ideas for the station area. Retrieved September 28, 2019 .
- ^ Rüdesheim tunnel . In: Eisenbahn-Revue International , issue 12, year 1999, ISSN 1421-2811 , p. 508.
- ↑ Financing of the bypass and the Rüdesheim tunnel has been clarified . ( Memento from January 26, 2012 in the Internet Archive ) Federal Ministry of Transport, Building and Urban Development, press release from December 21, 2007.
- ↑ obo: Railway tunnel still uncertain . In: Frankfurter Allgemeine Zeitung , March 15, 2011.
- ↑ Final end for Rüdesheimer railway tunnel . FAZ.net , September 4, 2012.
- ^ City of Rüdesheim wants to sue for noise protection. FAZ.net/LHE, accessed on May 9, 2014 .
- ↑ Route rationalization . In: Eisenbahn-Revue International , Issue 4, 1999, ISSN 1421-2811 , p. 114
- ^ Eisenbahn-Revue International , 5/2009, p. 210.
- ↑ Every 20 minutes to the airport - but not until 2026. In: General-Anzeiger . March 21, 2013, accessed March 22, 2013 .
- ↑ Stephanie Mersmann: Horchheim, Goldgrube, Bendorf: New train stops are planned. In: rhein-zeitung.de. July 26, 2016. Retrieved October 28, 2018 .
- ↑ Deutsche Reichsbahn-Gesellschaft (Ed.): Official Gazette of the Reichsbahndirektion Mainz of January 30, 1937, No. 7. Announcement No. 50, p. 31.