Regional bypass West

Planned route
RTW in public transport in the region
Gauge :	1435 mm ( standard gauge )
Dual track :	largely
Opening:	around 2026 (planned)
Stations:	26th
Legend Continuation to Niederursel / Northwest Center Praunheim industrial area C-route to the industrial yard A 5 Ambulance to Bad Homburg (at the same height) Homburg Railway Ambulance from Bad Homburg (no elevation) Transfer point Eschborn Ost (with parking facility) Eschborn Süd ( Kronberger Bahn ) Carl-Sonnenschein-Siedlung / Düsseldorfer Strasse A 66 Transition BOStrab - EBO Dunant settlement Sodener Bahn from Bad Soden (at the same height) Sossenheim Bf (previously Hp) Highest city park Taunus- / Main-Lahn-Bahn from Frankfurt Hbf Transition EBO - BOStrab Höchst Bf Taunus / Main-Lahn / Königsteiner Bahn Industrial Park East Leunabrücke South industrial park Beginning of the embankment Schwanheimer knot B 40 Transition BOStrab - EBO Transfer point Main railway to Mainz Transfer point End of the embankment Airport loop from Kelsterbach (no elevation) West ramp airport loop A 3 , B 43 Airport Regionalbf A 3 Gateway Gardens A 5, B 43 East ramp airport loop Main railway from Kelsterbach Riedbahn from Mannheim Stadion to the new Niederräder bridge to the old Niederräder bridge Flyover structure from the old Niederräder bridge Mörfelder Landstrasse B 43 / B 44 Bypass line to Frankfurt Süd Main-Neckar-Bahn from Frankfurt Hbf (RV) Main-Neckar-Bahn from Frankfurt Hbf (S-Bahn) Main-Neckar-Bahn connection curve Flyover structure Transition of the eastern track to the S-Bahn line A 3 Dreieichbahn junction Neu-Isenburg station Transition of the eastern track from the S-Bahn line Crossing structure Ambulance via Dreieichbahn to Dreieich-Buchschlag Transition EBO - BOStrab Wilhelm-Leuschner-Strasse Neu-Isenburg center On the drive Birkengewann Dreieich-Buchschlag Bf Dreieichbahn to Dieburg Main-Neckar-Bahn to Darmstadt

The Regional Tangent West ( RTW ) is a planned regional light rail line in the rapid transit network of the Rhine-Main area . Unlike the existing S-Bahn - lines and many regional railway lines it is to the region is not a star shape on Frankfurt tap aligned, but also create tangential connections between these lines so that Umstiege between them in the center of Frankfurt accounted for and travel time between lying outside Frankfurt goals saved becomes. When implementing the measure, particular use should be made of the existing rail infrastructure. The aim of the measure is to relieve the city ​​tunnel , which is at its capacity limit.

After the preliminary planning for the Frankfurt urban area was completed in January 2015, the planning approval process began in March 2017 . Commissioning is planned for around 2026 .

Route

Map of the route

The West Regional Tangent is to be used by two lines with different starting and ending points in the north and south. However , the two lines share the central part of the route between Eschborn and Neu-Isenburg . This should result in a 15-minute cycle on this part of the route with both lines every half hour. As a two-system railway, the RTW should only run as a railway in those areas where it shares existing railway traffic; this is the case on about two thirds of the route. On the other hand, a trip as a light rail is planned on the newly built routes . It is planned to make the entire route barrier-free , whereby special vehicles should compensate for the different platform heights of 76 cm in regional traffic, 96 cm at stations shared with the S-Bahn and 80 cm at their own stations and stations shared with the U-Bahn.

It is planned that the route will largely be double-tracked, with exceptions in the stadium area and the southern connecting routes.

Central route

The central route should begin at the bridge over the Homburg Railway , where the branch from the same and from Praunheim converge. After a few hundred meters, the route runs parallel to the A 5 near the border between the Main-Taunus district and Frankfurt until it reaches the Sodener Bahn . In this area, the development of the industrial areas in the south of Eschborn and in the north of Sossenheim will be improved. This completely new section of the line includes a three-track parking facility at the Eschborn Ost station and a connection point to the S-Bahn lines S3 and S4 on the Kronberger Bahn at the Eschborn Süd station . This would create a tower station , in which the trains of the regional bypass stop on a bridge over the existing stop.

In the further course to Frankfurt-Höchst station , an expansion of the existing Sodener Bahn line to two tracks and the construction of a new stop at Höchst Stadtpark are planned. For this purpose, a widening of the embankment of the Sodener Bahn was originally planned, but this is not possible due to its condition. A possible alternative is a ground-level route as a tram, which, however, would also result in the route being rededicated as a tram. As part of this, an extension of the tram line 11 over the tracks of the regional bypass west to the Höchst station was discussed and a planning contract was awarded from the “Zuckschwerdtstraße” stop. At the train station on the north side, some renovations are necessary in order to prepare it for the regional bypass. In the future, only the regional bypass will stop at the existing platform 6, the northernmost platform, while the Königsteiner Bahn and Sodener Bahn are to stop at platform 5, which has been extended by a platform edge with stump track . Adjustments to the switch connections make it possible to operate independently of other station operations. The Höchst train station will thus become the second most important transfer station in Frankfurt.

From the Höchst station, where there is a connection to the S-Bahn lines S1 and S2, another new section is planned , which, after crossing under the embankment, will run on its own railway body in Leunastraße along the eastern border of the Höchst industrial park . Two new stops are planned in this area in order to improve the development of the industrial park and the Höchst West. From the end of Leunastraße it follows the B 40 to the southwest until it meets the existing airport loop , in which the regional bypass follows the course of the S-Bahn lines S8 and S9, to which there should be transfers at three stops. The airport loop was relocated until December 2019 to open up the new Gateway Gardens district . This joint route ends before reaching the Stadion station , where there is a connection to the S7 S-Bahn line. Here, the station in the north is to be extended by a central platform so that separate tracks are available in each direction for the S-Bahn lines and the regional bypass West. The latter is to serve the two inner tracks.

In the following, it is planned to narrow the line to one track and to lead it to the south side of the Mainbahn , where the regional bypass will in turn have two separate tracks. From here on, it is planned to drive left-hand traffic on the route. About an existing connection curve which is Main-Neckar-Bahn in the direction of Neu-Isenburg achieved shall be turned to the first in western parallel position. It is planned to merge the RTW track to the south immediately before the junction with the A3 with the S-Bahn track in the same direction on which it will be led to the Neu-Isenburg station. The track in the direction of Höchst, on the other hand, is to continue to be run separately and to have its own platform in Neu-Isenburg. Afterwards at the station, both directional tracks of the regional bypass are to be brought together on one track after the route to the south has been unthreaded from the S-Bahn tracks again.

Connection routes in the north

In the north, a branch is to be continued over the existing Homburg Railway to Bad Homburg and will end there. No structural changes are planned here in the course of the construction of the regional bypass west. In addition to the connection to the S5 S-Bahn line and the Taunusbahn , Bad Homburg will in future also have a connection to the extended U2 and the RB 16 line to Friedberg , which has also been extended . The latter measures are scheduled for the end of 2028 . The route should not end here, as originally planned, on a stump track opposite the planned terminus of the U2, but at the existing tracks, where there are platform-level transfer options to S and regional trains. Although the city of Friedrichsdorf has also expressed its interest in a connection to the West regional bypass, this is currently not planned for cost reasons.

The branch to Frankfurt has so far been planned to be significantly shorter than the former and will initially only include the “Praunheim industrial area” station. There is to be a platform-level connection to the U7 , which is to be continued from the previous terminus “Praunheim Heerstraße” to the new station. Originally, a tour of the section from Praunheim Heerstraße to the Stadtbahn central workshop was planned in this area ; However, this was discarded because the curve radii were too tight and the distance to the residential area was too short and it was moved to the north, where there are also better crossing options for the A 5 and Homburg railway. A continuation to the northeast to the northwest center was also planned from here . This was put on hold, however, because an above-ground tour is not possible due to the European School being on the planned route and an alternative necessary tunneling underground at a depth of around 18 m is considered to be too expensive. Therefore, a guided tour along the A 5 to Niederursel is also being investigated, where a link with the A route of the Frankfurt subway would also be possible. This would also open up the Riedberg in particular .

Nevertheless, a tour beyond Praunheim is still being considered; Further investigations are planned here, which will later be included in the plan approval procedure . Due to the lower utilization of the north branch of Frankfurt due to the shorter route length, the line from Sossenheim train station is planned to be winged, whereby one part of the train would continue its journey via the Soden Railway via Sulzbach to Bad Soden .

Connection routes in the south

In the south, the line at Neu-Isenburg train station splits into two short, single-track sections after being passed over the Main-Neckar Railway . Line 1 is to be routed on a former branch line connecting the Isenburg center to the new development area Birkengewann in the east of Neu-Isenburg, while line 2 is to be led around one station using the Dreieichbahn tracks about every 30 minutes to Dreieich-Buchschlag station should. A stump track is planned as the final stop, but this is rejected by local politicians across all parties due to the longer walking distances. They demand a common central platform to enable a platform-level change to the Dreieichbahn.

There are also efforts by local politicians to implement a continuation to Langen or Dreieich-Sprendlingen . These proposals are in competition with one another. After the proposal from Langen had initially been rejected by the planning company, in 2019 it assessed the extension as feasible and economically sensible as part of a planning that was independent of the main project. The idea of extending the regional bypass via Sprendlingen into the Offenbach district can be found explicitly in the explanatory report .

financing

The West Regional Tangent is one of the central transport projects that the State of Hesse has included in its ten-point program for the expansion of the rail network in the Rhine-Main region . Therefore there was a commitment from the federal and state governments to take over a large part of the initially estimated investments of 327.6 million euros .

Nevertheless, around a third of the total amount has to be borne by the regional authorities of the Rhein-Main-Verkehrsverbund (RMV), and 180 million euros by the city of Frankfurt. The Rhein-Main-Verkehrsverbund forecasts annual operating costs of 20 million euros, of which the city of Frankfurt would have to bear a maximum of 1.5 million euros. The city of Frankfurt, on the other hand, calculates an annual budget burden of 5.7 million euros for a route that, in their view, is peripheral and possibly even leads economic power past Frankfurt.

The Rhein-Main-Verkehrsverbund assumes 46,000 passengers per day for the regional bypass West  , 80 percent of whom got on or off in Frankfurt. A third of the road users would be new customers of the Rhein-Main-Verkehrsverbund, who currently commute to work by car. If construction had started in 2006, as originally planned, completion was not expected until 2010 at the earliest. Initially, every 30 minutes is planned.

The RTW planning company, founded in 2008, initially assumed that construction would start in 2014 and operations would start in 2018. At the dialogue and information event on March 27, 2017 in Oberursel , Rolf Valussi , managing director of the planning company of the Regionaltangente West (RTW), forecast the first train for 2023 or 2024, his successor Horst Amann in autumn 2019 when the shareholders' meeting decided to implement the billion-euro project (1.1 billion euros) set a date in 2026. The construction of the line is to begin in 2021 at the earliest.

Traffic evaluation

A benefit-cost study by the Schüßler-Plan tourist office in 2003 showed a benefit-cost ratio of 1.14. A follow-up examination in 2007 even showed the slightly higher value of 1.17 taking into account interdependencies with the expansion of the S-Bahn between Frankfurt Stadium and Frankfurt Airport Regional Station .

planning

Political decision

On December 15, 2005, the Frankfurt city ​​council passed the General Transport Plan 2000 with the votes of the four-party coalition at the time. The city council was entrusted with the planning of the regional bypass west. The existing tram lines to Höchst and Schwanheim were to be extended so that they could be connected to the West regional bypass.

Thereupon, in February 2007, the Frankfurt magistrate made the decision that the city of Frankfurt should contribute 1.25 million euros to the 6 million euros planning costs for the regional bypass West. The rest is provided by the state of Hesse (three million euros) and the shareholders of the Rhein-Main-Verkehrsverbund (RMV).

On December 1, 2008, the Regional Tangente West-Planungsgesellschaft with headquarters in Frankfurt was founded with the aim of creating the conditions for construction (planning approval and financing) within approximately three years. However, this deadline could not be kept.

Pre-planning

The planning of the HOAI service phases 1 (basic determination) and 2 (preliminary planning) was put out to tender on July 1, 2009 by RTW Planungsgesellschaft mbH throughout the EU. Planning was supposed to start on October 12, 2009, but was delayed by a few weeks.

Regional tangent west route map

Regional tangent west plan approval procedure

At the beginning of September 2012, the city of Frankfurt decided to increase its funding for planning the route by three million euros. At the same time, the other municipalities should also increase their contributions, as not even the necessary planning costs have yet been covered. A further complicating factor is that costs of around 500 million euros are now estimated and, due to the legal regulations for funding such projects that expire in 2019, the financing is far from being secured.

At the beginning of April 2013 it was announced that the city of Friedrichsdorf , which is at the upper end of the planned route , also wanted to participate in the regional bypass West. According to a report, the city of Friedrichsdorf wants to take around 55,000 euros in hand and acquire a share from RTW (Regional Tangente West) planning company. The regional bypass will one day extend to Friedrichsdorf and from there bring its citizens to the airport and - which is almost even more important in the eyes of most local politicians - to the workplaces in Höchst and Eschborn . The city council of Friedrichsdorf passed a resolution on this as early as 2000, but it has only been possible for interested municipalities to join the planning company since December 2012. If the RTW is extended to Friedrichsdorf, it should be around 550 people a day who would use the RTW from Friedrichsdorf. The Green Group leader sees the advantage of the extension primarily in the fact that commuters would be offered an alternative to the car to get to work quickly and comfortably to Höchst, Eschborn and the northern districts of Frankfurt. So far there has always been a gap in the railways, for example from Steinbach to Eschborn, that needs to be closed. The Hochtaunuskreis also bears part of the costs for Friedrichsdorf's entry into the RTW company .

Since spring 2015 the Hessische Landesbahn has also shown an interest in the construction and operation of the regional bypass West. Particularly noteworthy is their experience with the Kassel subsidiary RegioTram and Regionalbahn Kassel in the operation of combined rail and tram systems. This vehicle technology could also be used for the ambulance, as a route can be carried out both over S-Bahn lines and over newly built urban railway sections.

In July 2015, the RTW Planungsgesellschaft announced that the EU is funding the planning of the project with 7.6 million euros. This covers the costs of the plan approval procedure. In December 2015, the municipal authorities of the city of Frankfurt approved the preliminary planning draft for the West regional bypass.

In autumn 2016, the mayor of Frankfurt, Uwe Becker , proposed a new variant of the East Regional Tangent , which could lead from Bad Vilbel via Maintal , Offenbach am Main and the airport to Mörfelden-Walldorf .

In May 2017, the shareholders' meeting of RTW GmbH unanimously decided to appoint Horst Amann as the new managing director.

In June 2018 it was taken up again to build a ring around Frankfurt from the western bypass in order to further relieve the main station . The focus will again be on a connection between Offenbach and Bad Vilbel and the airport.

The city of Eschborn gave up its resistance to the regional bypass West in January 2019. The resistance was based on a collision of the planned route with a service road for the expansion of the nearby A648 motorway . In the course of this, Eschborn's share of the financing was set at 1.7 million euros.

Planning approval

The plan approval procedure was opened in March 2017. The route was divided into three sections.

• North section: Bad Homburg - Oberursel - Steinbach - Praunheim - Eschborn - Rödelheim - Sossenheim
• Sections middle: Sossenheim - Höchst - Kelsterbach
• Section South 1: Kelsterbach - Airport - Niederrad - Neu-Isenburg Bahnhof - Dreieich
• Section South 2: Neu-Isenburg

The public display of the planning approval documents for the northern section took place from January 8 to February 7, 2018; The discussion followed in August 2018. The presentation of the documents for section South 1 took place from August 19 to September 18, 2019. The middle section was originally supposed to follow in summer 2018.

criticism

Since the beginning of the planning, several citizens' initiatives have been involved in the discussion about the regional bypass West.

General criticism

In addition to locally limited initiatives against current plans for the ambulance, there are also fundamental reservations. (See also other sections) The criticism already concerns the early decision in favor of a two-system railway, which was made in the 1990s due to a system comparison that was not published and therefore not comprehensible . As a two-system railway, the RTW threatens to use up the last spare capacity in the airport's regional train station suboptimally with its short, narrow, slow and non-barrier-free vehicles, which are expensive compared to S-Bahn trains. In the Stadion station, the planned RTW bridge over the remaining tracks will torpedo the federal government's intention to set up a high-performance South Main tangent. The single-track sections of the RTW would lead to the transfer of delays to the S-Bahn system and reduce the overall punctuality level. The relief of the main station by the RTW was claimed again and again, but not sufficiently proven. It is also not necessary if the long-distance railway tunnel planned by the federal government for long-distance and regional traffic is realized. The railway favors the Vordertaunus and the west of Frankfurt, which are already well developed by rail traffic. There is more need for action in the east. The benefit-cost calculations are incomprehensible, since the underlying assumptions are not published and therefore numerous questions remain open for the interested public, but also for decision-makers. Even the details that had become known raised doubts about the correctness of the calculation. For example, the costs of installing the necessary P + R facilities at the stations would be neglected. And since the Hessian Prime Minister Volker Bouffier in his speech to the state parliament on January 28, 2020 already promised largely accident-free car traffic for the beginning of the 2030s and backed it up with a concrete budget plan, there must also be a binding specification for the benefit costs -Calculation be government agencies. However, this would mean that an essential benefit item in the bill would be omitted in favor of RTW. Furthermore, the establishment of a regional rail link on the basis of the law applicable to trams would not be in line with binding European and federal regulations. These would stipulate the construction and operation of such a railway as a railway and thus assign federal responsibility. And finally, the planned financing of renovations and new constructions on routes and train stations of the DB AG from funds of the Municipal Transport Financing Act , the state and the municipalities does not contradict the constitutional requirements. Because Article 87e of the Basic Law stipulates that the guarantee for a railway infrastructure in line with the common good rests with the federal government and not with the municipalities. To do this, he had to use his DB AG. And if this is the case, according to Article 104a of the Basic Law, their funding would lie solely with the federal government. Insofar as subordinate law provides otherwise, that would not be correct, because it must be within the constitutional requirements. In particular, state regulations were ineffective because the Basic Law reserved more detailed regulations on railway infrastructure for a federal law. The funds of the Municipal Transport Financing Act are federal funds, but they serve the municipal transport tasks and not the fulfillment of the constitutional mandate of the federal government.

Frankfurt-Sossenheim

In Frankfurt-Sossenheim in particular , there was resistance for years to the planned route through the Sulzbachwiesen recreation area in Sossenheim , a biotope that is a rarity in the Frankfurt city area due to its high biodiversity .

A local citizens' initiative doubts the need to set up a Sossenheim Nord station less than 400 meters from the planned Eschborn Düsseldorfer Straße stop on the other side of the A 66 . The additional development effect is low because of the newly emerging Sossenheim West station (in place of the previous Sossenheim station with regional traffic). Due to the spatial situation, the Sossenheim Nord station can neither be accessed by bus nor by parking spaces . By doing without the station, the Sulzbachwiesen could remain intact and the railway line in this area could be laid parallel to the motorway. This would also save the construction of an additional bridge over the ten-lane A 66 by using the existing bridge of the Sodener Bahn . In order to achieve this, however, the new route would have to be built with an arch, which would result in longer travel times.

The criticism was countered by relocating the route north of the A 66, which also meant that the Sossenheim Nord station was canceled.

Frankfurt-Höchst

In Frankfurt-Höchst the narrow street space on Leunastraße poses a problem. Property expropriations and the demolition of a few residential buildings are necessary here. An alternative route with a western bypass of the Höchst industrial park was discussed but rejected.

Frankfurt-Niederursel

As an alternative to the direct route to the north-west center , the discussion was about creating a link between the West Regional Tangent and the existing A-line underground lines (U3, U8, U9) in Niederursel . There are fears that this, in addition to additional noise pollution from the railway itself, could also lead to significantly higher traffic volumes for commuters. The then necessary crossing of the Urselbachtal is also viewed critically.

Neu-Isenburg

In Neu-Isenburg , a group of like-minded citizens is particularly against an extension of the RTW from the originally planned final stop at the former freight station to the new construction area at Birkengewann. A stop at the freight station would already reach 85 percent of the potential. The extension costs more than it uses. Above all, foreign commuters would benefit.

Web links

Commons : Regionaltangente West  - Collection of images, videos and audio files

• Official website of RTW Planungsgesellschaft mbH
• Plan approval report for the north plan approval section
• Plan approval documents for the plan approval section South 1

Individual evidence

1. ↑ ^{a b} Official Journal No. 9, 2017, pp. 257–292 ( PDF; 5.0 MB )
2. ↑ ^{a b} Markus Schaible: Positive course setting. Regional tangent west: planning company for rail line extension. In: op-online.de. September 20, 2019. Retrieved September 28, 2019 . 
3. ↑ ^{a b c d e f} Florian Leclerc: Frankfurt and Rhein-Main: The West Regional Tangent is being built , Frankfurter Rundschau, November 28, 2019
4. ↑ Annex 25: Operating concept. (PDF; 83 KB) In: Regional tangent west, plan approval section north: plan approval. RTW Planungsgesellschaft mbH, December 19, 2017, accessed on March 9, 2018 . 
5. ^ Holger Vonhof: Regionaltangente West: Changed plans should be available soon. In: Frankfurter Neue Presse . February 20, 2018, accessed March 10, 2018 . 
6. ^ ^{A b} Günter Murr: Problems on Part: New Plans for the Regional Tangent West. In: Höchst Kreisblatt, Frankfurter Neue Presse. November 30, 2017, accessed March 10, 2018 . 
7. ^ Günter Murr: Line 11: Extend the tram to the train station. In: Höchst Kreisblatt, Frankfurter Neue Presse. January 31, 2018, accessed March 10, 2018 . 
8. ↑ New S-Bahn route: in ten minutes from Gateway Gardens to Frankfurt Central Station. In: Frankfurter Rundschau . December 14, 2019, accessed December 15, 2019 . 
9. ↑ This information cannot be found directly in the planning documents, but can be inferred from the information on the stations “Mörfelder Landstraße” and “Neu-Isenburg Bahnhof” in the explanatory report for the southern plan approval section.
10. ^ Matthias Pieren: Direct train to Friedberg. In: Taunus Zeitung. March 8, 2015, accessed March 9, 2016 . 
11. ↑ Andrea Herzig: Contract for S-Bahn expansion signed. In: Frankfurter Rundschau . February 15, 2016, accessed March 10, 2016 . 
12. ↑ Results report on early public participation. (PDF; 479 kB) In: Regionaltangente West, plan approval section north, documents for plan approval. RTW Planungsgesellschaft mbH, December 19, 2017, p. 9 , accessed on March 10, 2018 . 
13. ↑ Andrea Herzig: Friedrichsdorf: City wants a say. In: Frankfurter Rundschau. April 8, 2013, accessed March 10, 2016 . 
14. ^ ^{A b} Florian Leclerc: Regional Tangent West is taking shape. In: Frankfurter Rundschau. January 19, 2016, accessed March 10, 2016 . 
15. ^ Günter Murr: New plans for regional bypass. (No longer available online.) In: Höchst Kreisblatt, Frankfurter Neue Presse . September 26, 2013, archived from the original on June 24, 2018 ; accessed on March 10, 2018 . 
16. ↑ ^{a b} Sandra Kathe: New planning of the regional bypass west. The north is left behind. (No longer available online.) In: Frankfurter Neue Presse. December 29, 2015, archived from the original on June 15, 2018 ; accessed on March 11, 2018 . 
17. ^ Günter Murr: RTW will be extended later. In: Frankfurter Neue Presse. January 20, 2016, accessed March 10, 2016 . 
18. ^ Hans Riebsamen: New route for regional tangents . In: Frankfurter Allgemeine Zeitung . December 2, 2016, accessed September 5, 2017 . 
19. ^ Andreas Schick: Main-Taunus: The regional bypass West leads to Soden. In: Frankfurter Neue Presse. June 15, 2018, accessed September 28, 2019 . 
20. ^ Frank Mahn: Central platform in Buchschlag demanded: Dreieich puts protest march on the track. In: op-online.de. March 9, 2018, accessed March 11, 2018 . 
21. ↑ Nicole Jost: The platform is a problem: Dreieich wants to have more of a say in the regional bypass West. In: Frankfurter Neue Presse. March 11, 2018, accessed March 11, 2018 . 
22. ↑ (hok): Left for the RTW terminus in Sprendlingen. Extension of the regional bypass required. In: op-online.de. December 13, 2015, accessed September 5, 2017 . 
23. ↑ Markus Schaible: Another attempt to connect to the West Regional Tangent: “Extend the railway line to Langen”. In: op-online.de. March 1, 2016, accessed July 11, 2016 . 
24. ^ Regional bypass West: Early public participation Regional bypass West Explanatory report on early public participation in the central planning approval section. (PDF; 1.2 MB) Frankfurt am Main (crossing A66) to Kelsterbach. RTW Planungsgesellschaft mbH, May 4, 2017, p. 9 , accessed on September 28, 2019 : “Following the new central platform, there is a RTW rail connection to the existing Dreieichbahn line for an optional extension of the RTW line to further develop the district Offenbach planned. " 
25. ↑ RTW planning company founded. (No longer available online.) TraffiQ, November 28, 2008, archived from the original on June 15, 2018 ; accessed on March 11, 2014 (press release). 
26. ^ Rail traffic in the Rhine-Main area. Regional tangent west: the first train is to roll in 2023. In: fnp.de. March 29, 2017. Retrieved March 29, 2017
27. ^ ^{A b} Günter Murr: S-Bahn-Ring should relieve the main station. fnp.de. June 15, 2018, accessed June 15, 2018
28. ^ Heiko Kasseckert: Regional Tangente West in the Sossenheim area. Planning Association for the Frankfurt / Rhein-Main urban area, May 27, 2008, accessed on September 28, 2019 . 
29. ^ Execution of the resolution of the city council , submission to the municipal authorities on the GVP (PDF; 25 MB)
30. ^ Execution of the resolution from the 10th meeting of the city council on March 1st, 2007. In: PARLIS - Parliamentary Information System of the Frankfurt City Council. March 1, 2007, accessed September 28, 2019 . 
31. ↑ Lecture of the magistrate from February 9th, 2007, M 32. In: PARLIS - Parliament information system of the city council of Frankfurt. February 9, 2007, accessed September 28, 2019 . 
32. ↑ Resolution of the city council with statutes of the planning company and the proposed line layout in the appendix. In: stvv.frankfurt.de, August 22, 2008, last update of the status on May 23, 2018, accessed on February 27, 2019
33. ↑ European Communities - Services - Negotiated procedure: D-Frankfurt am Main: Planning services in construction. 2009 / S 123-179907. Notice. Service contract. In: ted.europa.eu. July 1, 2009, archived from the original on July 15, 2012 ; accessed on June 15, 2018 (EU-wide tender for planning services). 
34. ↑ Tobias Lübben : Frankfurt millions for S-Bahn plans. In: Hessischer Rundfunk. September 5, 2012, archived from the original on February 11, 2013 ; accessed on March 11, 2014 . 
35. ↑ Andrea Herzig: Friedrichsdorf - City wants a say. Joins the planning company for S-Bahn tangent. In: Frankfurter Rundschau. April 8, 2013, accessed March 11, 2014 . 
36. ^ Matthias Pieren: Green light for the bypass route. In: Frankfurter Neue Presse. March 3, 2015, accessed April 28, 2015 . 
37. ↑ Florian Leclerc: Public Transport - Money for a new train route. (No longer available online.) In: Frankfurter Rundschau. July 10, 2015, archived from the original on March 9, 2016 ; accessed on June 15, 2018 . 
38. ^ City of Frankfurt. In: frankfurt.de, accessed December 11, 2015
39. ↑ fle: Closing the gap in the east. In: Frankfurter Rundschau. October 13, 2016, p. F9.
40. ^ Rhein-Main-Presse. Frankfurt (rhs), May 6, 2017
41. ↑ Eschborn gives up resistance to regional bypass. In: Hessenschau. January 23, 2019, accessed February 5, 2019 . 
42. ↑ New construction of the regional bypass west (RTW) - planning approval section north. In: Environmental Impact Assessments. Landesbetrieb Geoinformation und Vermessung, August 17, 2018, accessed on September 8, 2018 . 
43. ↑ New construction of the Regional Tangente West (RTW) - plan approval section South 1. In: Environmental Impact Assessments. Landesbetrieb Geoinformation und Vermessung, August 19, 2019, accessed on September 28, 2019 . 
44. ↑ Georg Speck: RTW: Regional politics does not care about the risks of the major project . In: Eisenbahn-Revue International . H. 11/2018. MINIREX, Lucerne, p. 604-607 .
45. ↑ Dirk Bönsel, Andreas Malten: Botanical-zoological report Sulzbachwiesen near Sossenheim. Senckenberg Research Institute , June 2005, accessed on September 28, 2019 . 
46. ↑ Planners decide on the route through Sulzbachwiesen at Regional Tangente West. Partial success in sound insulation. Press release on the BI page from July 11, 2008
47. ↑ https://www.rtw-neindanke.de - website of the citizens' initiative RTW-Neindanke, accessed on January 30, 2020