Taunus Railway

Wiesbaden – Frankfurt
The former Taunus train station in Frankfurt
Route number (DB) :	3603
Course book section (DB) :	645.1
Route length:	41.2 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Power system :	15 kV 16.7 Hz  ~
Top speed:	160 km / h
Dual track :	(continuous)
Legend Taunusbahnhof (1840–1906) 41.2 Wiesbaden Hbf (since 1906) Wiesbaden-Waschbach North (Abzw) Ländchesbahn , connecting route to the SFS Wiesbaden-Waschbach Süd (Abzw) former Aartalbahn to Diez A 66 ~ 39.3 Wiesbaden-Salzbach (Abzw) Connection route to the right Rhine route former connection route to the Ländchesbahn Right section of the Rhine from Oberlahnstein former route from Biebrich 37.8 Wiesbaden East to Mainz Hbf , freight bypass B 40 (roundabout Theodor-Heuss-Brücke ) 33.4 Mainz-Kastel Banks of the Rhine B 43 (Kostheimer Landstrasse) Mainz freight bypass 30.9 Kostheim (Abzw) Route to Mainz-Bischofsheim (with overpass structure ) A 671 28.4 Hochheim (Main) 24.9 Awanst Taubertsmühle, Anst Contipack Falkenbergstrasse Awanst Taubertsmühle, connection to the quarry (dismantled) Connection Shell (operationally to Bf Flörsheim) B 519 21.9 Flörsheim (Main) A 3 SFS Rhein / Main – Cologne Item 20 L 3366 18.9 Eddersheim on both sides of the BÜs Post-19-way Connection of Hessian reinforcement steel 14.9 Hattersheim (Main) B 40 14.8 Schwarzbach Bridge Road to the International School 12.2 Frankfurt-Sindlingen Main-Lahn-Bahn from Niedernhausen Freight route from Main-Lahn-Bahn 10.4 Frankfurt-Höchst color works Königsteiner Bahn from Königstein 9.3 Frankfurt-Höchst Soden train to Bad Soden Main-Lahn-Bahn to Frankfurt Hbf Railway bridge Nied Item 10 Oeserstraße Low- East (planned) former repair shop 6.1 Frankfurt Hgbf Frz (Abzw) formerly " Kaiserkurve " to the Homburg Railway A 5 Today's " Rebstock curve " by Homburger Bahn Frankfurt Hgbf drive-in group 3.1 Frankfurt Mainzer Landstr. (Abzw) Freight route from Frankfurt-Griesheim Main-Lahn-Bahn from Frankfurt-Höchst Connecting line from Main-Lahn-Bahn Frankfurt airport loop Connection to the Mainbahn , Riedbahn Mainbahn from Mainz , from Riedbahn 2.2 Frankfurt Gutleuthof (Abzw) Frankfurt Kleyerstr. (Abzw) Frankfurt outer station to Frankfurt Hgbf Main-Neckar Railway from Darmstadt Frankfurt-Bebraer Bahn from Offenbach Main-Weser Railway from Giessen Homburg Railway from Westbf 0.0 Frankfurt (Main) Hbf (since 1888) Frankfurt (Main) Hbf deep (since 1978) City tunnel to the south station and Offenbach or. West train stations (until 1888) Swell:

The Taunus Railway is a continuously double-track and electrified main railway line in the south of Hesse , which connects the metropolis of Frankfurt am Main with the state capital Wiesbaden .

The 41.2 kilometer long connection, which largely follows the course of the Main on its north side (right- Main Main ), was opened in 1839/40, making it the oldest railway line in the state and the ninth to go into operation in Germany Route.

Today run on this route schedule only trains of long distance (but on the other section regularly transfer journeys of long-distance trains) on the short section of Wiesbaden main station to Wiesbaden Ost, the RB 10 Frankfurt-Wiesbaden ( KBS 645.1 , continue along Rudesheim to Koblenz and Neuwied ) , the RE 9 from Frankfurt to Wiesbaden Ost and on to Eltville, the trains of the RE 4 and RE 14 from Frankfurt to the Kostheim junction and further via the Mainz bypass and trains connected from Frankfurt to Limburg and Königstein , as well as from the Frankfurt- Höchst Farbwerke also used the S1 line of the Rhein-Main S-Bahn , which until then had served the Main-Lahn-Bahn via Frankfurt-Griesheim . In addition, the route between Wiesbaden Ost train station and the Kostheim junction is heavily used by freight traffic.

history

construction

Location of the Taunusbahnhof on the western outskirts of Frankfurt on a city map from 1845

The Taunusbahnhof in Frankfurt and its neighboring stations around 1860

Long-term negotiations between three sovereign states, over whose territories the planned route ran, preceded the railway construction : the Free City of Frankfurt , the Duchy of Nassau , whose capital Wiesbaden was the other end point, and the Grand Duchy of Hesse for the section in Mainz-Kastel . The latter in particular resisted the construction because it feared a connection between the two other states would lead to a withdrawal of traffic from its own country, and instead called for rail connections between Frankfurt and its own cities of Darmstadt , Mainz and Offenbach . Ultimately, however, they agreed on today's route.

A consortium for the construction of the railway was founded in 1835 under the leadership of the two Frankfurt banking houses, the Bethmann and Rothschild brothers . The shares issued by this company were immediately 40 times oversubscribed, so that work could already begin in 1837. The final concession was not granted until 1838, on May 8th by the city of Frankfurt, on May 11th by the Grand Duchy of Hesse and on June 13th by Nassau. The private Taunus Railway Company was founded on August 12, 1838 in Frankfurt am Main. Based on a contract dated July 26, 1837 , Paul Camille Denis , who was active in the Palatinate and also managed the construction of the first German railway line with steam operation , the Ludwig Railway between Nuremberg and Fürth , was responsible for the route and the railway . The high-rise buildings of the railway, in particular the station buildings , were built by the Mainz district building officer Ignaz Opfermann . In total, there were 26 buildings, mostly made of stone, 31 guard houses with and 42 without apartments. None of the latter stands today, only in the reception buildings in Hattersheim and Flörsheim a considerable part of the original structure has been preserved.

business

The first station building at Höchst station by Ignaz Opfermann in 1846

A train in Kastel against the backdrop of Mainz

The first section was opened on September 26, 1839. It reached from the Taunusbahnhof on the Frankfurt Taunusanlage to the then Nassau town of Höchst am Main . The railroad reached Hattersheim on November 24, 1839 and Mainz-Kastel on April 13, 1840 . The rest of the route to Wiesbaden's Taunus station on today's Rheinstrasse was completed on May 19, 1840.

The new railway line immediately led to a shift in transport flows, whereas the losers of this development - especially in Mainz  - fiercely defended themselves (known as the Nebeljungenstreich ). Hauliers and coachmen in the region who feared for their income also attacked the route and damaged tracks near Mainz-Kastel. At gunpoint, they were prevented from doing any major damage. And during the revolution of 1848 Mainz demolished the railway systems, telegraphs, barriers and station keeper's houses between Kastel and Hochheim.

From 1840 to 1852, the director of the railway was Johann Adam Beil , Hessian Privy Councilor and former Frankfurt Senator. The route was originally 43.4 kilometers long. In addition, from 1862/63 there were 6.6 kilometers of the Soden Railway between Höchst and Bad Soden . As vehicles initially stood six steam locomotives from the factory of George and Robert Stephenson , also the first circulating in Germany locomotive , the eagle had built, 87 passenger cars and 44 freight cars available. The train drivers were also British at first. In September 1844 - when the technology was available - an electromagnetic telegraph system was put into operation on the Mainz-Kastel section to Wiesbaden and later extended to Biebrich and Frankfurt am Main. Initially, it was only used to “carry company dispatches”. From July 15, 1854, private telegrams were also sent on it. That cost one gulden and a delivery fee of 15 Kreuzer (= 1/4 gulden) at the place of arrival - a welcome additional source of income for the railroad.

Change of ownership

The Taunus-Eisenbahn-Gesellschaft suffered from competition from the Frankfurt - Mainz railway line of the Hessian Ludwig Railway (HLB), which opened on the left bank of the Main in 1863, and decided to sell its company to them in 1871. The HLB took over the operation with an invoice dated January 1, 1872, but sold the Taunus Railway directly to the Prussian State Railway , which took it over on May 3, 1872. In 1888, the line in Frankfurt was shortened by around one kilometer from its previous terminus to the new central station further west . The same thing happened at the end of Wiesbaden in 1906, when today's Wiesbaden main train station replaced the old Taunus train station .

Operation after the First World War

From 1920 the line belonged to the Deutsche Reichsbahn . It gained great importance in long-distance, regional, local passenger traffic and partly also in freight traffic .

Operation after the Second World War

The railway line was destroyed in the air raids on Frankfurt am Main in the Second World War , especially in the area of ​​the Wiesbaden and Frankfurt main stations and in the Mainz-Kastel area. After the repair and the resumption of operations, the line initially regained its former importance, with freight traffic increasingly concentrating on the section from the Kostheim junction to the Wiesbaden Ost train station . Electrical operations began in January 1961. Up until the end of the 1970s , the line had a not inconsiderable share of importance for long-distance traffic , for example the 1970 timetable of the Deutsche Bundesbahn listed long-distance connections from Wiesbaden to Bremerhaven - Lehe . With the introduction of the two-class InterCity network in 1979, around every second train ran from Cologne to Frankfurt via Wiesbaden and the Taunus Railway. The loss of travel time due to the terminus station and the need to change the locomotive at the time, as well as efforts to increasingly integrate Frankfurt Airport into the IC traffic system, led to a gradual thinning of the long-distance traffic connections on the line, as during a tour via Mainz the There was no need to change direction and travel times could be shortened. From the end of May 1991 long-distance traffic on the Taunus Railway was only operated by individual IC shuttle trains between Frankfurt and Wiesbaden, which was discontinued at the end of May 1995 due to a lack of demand.

With the establishment of the Frankfurter Verkehrsverbund (FVV), the route was integrated into the network tariff. Since the Rhine-Main S-Bahn began operating in May 1978, the S1 S-Bahn line has been running on the route, although it no longer runs on the Taunus Railway between Frankfurt-Höchst and Frankfurt Central Station . In addition, express trains ran on the route , some of which also ran from / to Koblenz . From 1980, the S14 (known as the S8 since 1995 ) was added to the Wiesbaden Ost - Wiesbaden Hbf section .

In 1995 the Rhein-Main-Verkehrsverbund (RMV) replaced the FVV, at the same time a new Regional-Express- Line 90 started operations (the former express trains are now called Regional-Express, RE for short ) and used the Taunus-Eisenbahn on the section from Wiesbaden Hbf to the Kostheim junction. With the timetable change in summer 2000, RE line 90 was discontinued due to poor demand and replaced on the same section by the new line S9. The trains of today's regional train line 10 (Neuwied – Koblenz – Rüdesheim – Wiesbaden – Frankfurt), originally known as Stadt-Express (SE), now run in addition to the S-Bahn largely every hour, and sometimes even every half hour during rush hour. Scheduled long-distance passenger traffic is no longer available on the route, only the section Wiesbaden Ost - Wiesbaden Hbf is still regularly used by long-distance trains.

In the expansion program presented in 1970 for the network of the Deutsche Bundesbahn , Frankfurt am Main, Mainz and Wiesbaden were to be connected to the new Cologne – Groß-Gerau line via two connecting curves . In the course of the regional planning procedure for the high-speed route Cologne – Rhine / Main, which was initiated in 1992, a connecting curve to the high-speed route towards Cologne was planned with the so-called Eddersheim curve southwest of Eddersheim . The curve would have had a radius of 975 meters and would have been threaded into the new line not far west of route kilometer 160. This connecting curve was ultimately not implemented.

On May 7, 2020, a regional train caught three people at the Oeserstraße level crossing, the city's last manual barrier post, when the barriers were open. A person died.

Infrastructure

Frankfurt Taunusbahnhof

→ Main article : Frankfurt Taunusbahnhof

Frankfurt Taunusbahnhof ( route kilometer 0.0) was the historical starting point of the Taunus Railway and was replaced in 1888 by the new "Centralbahnhof" (today: Hauptbahnhof).

Frankfurt (Main) Central Station

→ Main article : Frankfurt (Main) Hauptbahnhof

Frankfurt (Main) Hauptbahnhof (route kilometer 0.0) has been the starting point of the route and its current kilometrage since 1888 .

Frankfurt (Main) main freight station

→ Main article : Frankfurt (Main) main freight station

The western entrance to Frankfurt's main freight station was at 6.1 miles. After this was given up, the access route is also closed .

Railway bridge Nied

Train from Wiesbaden crosses the Niddabrücke of the Taunus Railway

→ Main article : Nied railway bridge

The Nied railway bridge (route kilometers 8.5) is the second oldest railway bridge still in operation in Germany.

Frankfurt-Höchst

The second Höchst station, built in 1880, in operation until 1914

→ Main article : Frankfurt-Höchst train station

In Frankfurt-Höchst (distance kilometers 9.3) the Main-Lahn-Bahn crosses the Taunus-Bahn and here the Königsteiner Bahn and the Sodener Bahn branch off , the latter a 6.6-kilometer branch line to Bad Soden am Taunus . It has been operated by the Taunus Railway since it opened in 1847 and taken over by them in 1862/63.

Frankfurt-Höchst color works

→ Main article : Frankfurt-Höchst railway station Farbwerke

Frankfurt-Höchst Farbwerke (route kilometer 10.4) is part of the station (Bft) of Frankfurt-Höchst station. Called Farbwerke Hoechst when it was commissioned in 1967 , it was renamed Frankfurt-Höchst Farbwerke after the Hoechst paintworks were dissolved .

Frankfurt-Sindlingen

The Frankfurt-Sindlingen stop (route km 12.2) serves the Frankfurt-Sindlingen district of the same name . The breakpoint was not opened as Sindlingen-Zeilsheim until 1893 . The original station building was replaced by a new one in 1968, which burned down completely after an explosion on February 29, 1984.

→ Main article : Frankfurt-Sindlingen train station

Schwarzbach Bridge

At (route km 14.8), about 100 meters northeast of the Hattersheim (Main) station , the Schwarzbach is crossed by the Taunus Railway on a rather inconspicuous two-arched sandstone bridge. The bridge dates from the original time of the railway in 1839 and is therefore - together with the Nied railway bridge - one of the oldest railway bridges still in operation in Germany. The building is based on a design by Paul Camille von Denis . The bridge was renovated with concrete in 1911 . It is a cultural monument due to the Hessian Monument Protection Act .

Hattersheim (Main)

→ Main article : Hattersheim (Main) train station

The Hattersheim (Main) station (route kilometers 14.9) is part of the original line. The core of the station building dates back to its early days in 1842.

Eddersheim

The Eddersheim stop (route km 18.9) serves the district of the same name in Hattersheim am Main .

Flörsheim (Main)

Entrance building of the Flörsheim train station

The Flörsheim (Main) train station (route km 21.9) serves the city of Flörsheim am Main . The core of the station building, which has been rebuilt several times, dates from the beginning of the route, from 1839.

→ Main article : Flörsheim (Main) train station

Flörsheim Taubertsmühle

The Flörsheim tank farm operated by Deutsche Shell AG is connected from the Flörsheim Taubertsmühle junction (25.0 km).

Hochheim (Main)

→ Main article : Hochheim (Main) train station

The Hochheim (Main) station (route km 28.4) serves the city of Hochheim am Main .

Kostheim

Junction Kostheim: On the left the tracks of the Mainz bypass line , on the right those of the Taunus railway

The junction (Abzw.) Kostheim (route km 30.8) creates the connection between the Taunus Railway and the Mainz bypass railway . The associated signal box has been preserved. It stands at the eaves south of the tracks and was put into operation together with the Mainz bypass in 1904. A few meters east of the signal box was a listed pedestrian bridge, also from 1904, which led over the tracks. It was demolished during the construction of the Kommerzienrat-Disch-Brücke , a road bridge that now stands in its place and connects the main street of Mainz-Kostheim with Hochheimer Strasse (L 119).

Mainz-Kastel

Kastel station , April 13, 1840, reception building on the right, train towards Wiesbaden

Mainz-Kastel train station (km 33.4) is today the southernmost train station in Wiesbaden .

→ Main article : Mainz-Kastel train station

From here there were two connections to downtown Mainz: a ship bridge and the Mainz – Kastel trajectory . It was not possible to build a railway bridge. That is why the Taunusbahn opened the Mainz – Kastel route in collaboration with the Hessian Ludwigsbahn in 1861 with three steam-powered ferries . This was discontinued after the opening of the Mainz Südbrücke in 1863 but continued to operate as a passenger ferry until the opening of the permanent Mainz road bridge on May 30, 1885.

Wiesbaden East

Branch line to the former Rhine station in Biebrich and the Mainz – Kastel route

→ Main article : Wiesbaden Ost train station

The Wiesbaden Ost train station (route km 37.8) was originally called "Biebrich Curve", later "Biebrich Ost". After Biebrich was incorporated into Wiesbaden , the name was supplemented by “Wiesbaden” in 1927, but then “Biebrich” was deleted in 1934 and only “East” was retained in the station name. Hence the geographically incorrect name: The train station is in the south of Wiesbaden.

From September 18, 1862 there was a connection from Curve station to the Nassau Rheinbahn , which since 1856 led down the Rhine to Rüdesheim in the Rheingau . This connection is now scheduled only used by freight traffic, short interludes with long-distance trains, which held to shorten the travel time just in Wiesbaden-Biebrich held at the main station and the early 2000s for a timetable season with a regional express that the Wiesbaden Central Station in this The way around, were stopped again due to insufficient demand. Since December 2018, Vias Verkehr GMBH has been using the Regional Express 9 again on this route. This bypasses Wiesbaden's main train station, which shortens the travel time between Frankfurt am Main and the Rheingau.

In Wiesbaden Ost is a chain branch line ⊙ to the station Biebrich : from later Rhein Station (see below).

Branch line to Biebrich

→ Main article : Curve – Biebrich railway line

On August 3, 1840, a 1.5-kilometer branch line was opened from Curve station to Biebrich .

Rheinbahnhof Biebrich

→ Main article : Rheinbahnhof Biebrich

The branch line ended in Biebrich station , later: Rheinbahnhof .

Wiesbaden Central Station

→ Main article : Wiesbaden Hauptbahnhof

The Taunus Railway has ended in Wiesbaden Hauptbahnhof (km 41.2) since 1906.

Wiesbaden Taunusbahnhof

The Taunusbahnhof in Wiesbaden (demolished 1906)

→ Main article : Wiesbaden Taunusbahnhof

From 1840 to 1906 the Taunus Railway ended in the Taunus train station Wiesbaden (route kilometers approx. 43) before it was replaced by today's main train station.

Vehicle use

Both the local and express trains were driven with local trains and locomotives of the 140 or 141 series and, rarely, with other series as well, while the 103 , 110 and then 112 series were mainly used in long-distance transport . The IC shuttle trains at the end of the 1990s consisted of two or three passenger cars and were pulled by a class 141 locomotive. As early as the mid-1970s, in the run-up to the start of operation of the S-Bahn, multiple units of the 420 series were also running as local trains; after the switch to S-Bahn operations, these multiple units were only used for S-Bahn. The 420 series were still used predominantly on the S8 and S9 lines until autumn 2014 (only individual circuits with the 423 series ), while the S1 series had been used almost exclusively for the 423 series multiple units since 2004. The S1 was one of the first lines to be converted to the new S-Bahn multiple units, as commuters to Frankfurt who switched to the train due to extensive construction work on the motorway to Frankfurt were offered the greatest possible comfort and were thus advertised as regular customers wanted to. As part of the modernization of the vehicle fleet of the S-Bahn Rhein-Main , since the end of August 2014 only the class 430 multiple units have been used as planned on the S1 line , and shortly afterwards these were also used on the S8 and S9 lines.

VIAS train on line SE 10 at the entrance to Mainz-Kastel station

After Deutsche Bahn AG was founded in 1994, the 140 series locomotives were added to freight traffic, so that they were increasingly replaced by the 110 series locomotives and later the 143 series , which today are used almost exclusively in RE traffic on the line has been. Class 111 and 218 locomotives were occasionally used due to the circulation , although this was limited to individual timetable periods, and class 103 local transport is also documented.

In freight transport, (almost) all common freight locomotives and wagons were used on the route (including other railway companies), so a list seems neither possible nor useful.

Since the timetable change in December 2010, the route of the Taunus Railway and the right Rhine route in the Stadt-Express traffic has been operated by the Frankfurt company VIAS . This uses 19 Flirt type low-floor multiple units on the route . The regional express trains of Deutsche Bahn, which had been in use until then, were no longer available, so that all stops between Koblenz and Wiesbaden are served every hour. During rush hour there is a half-hourly service between Frankfurt and Wiesbaden, at the same time the evening service has been expanded in this section.

Trivia

• The story of the test run on June 23, 1839, when the Blitz locomotive failed near Höchst and horses and passengers had to pull the train into the station, is based on an engraving depicting this scene. It is very likely that this is a satirical propaganda leaflet by opponents of the railroad and the incident never took place.
• In 1841 the Taunus Railway received the Ruhr locomotive from the Rheinische Eisenbahn , which was built in 1839 by Gutehoffnungshütte . It was renamed Rhein 9 .
• The route is double kilometers between Wiesbaden main train station and the Salzbach junction: Coming from Wiesbaden Ost from kilometer 38.6 to the end of Wiesbaden main train station, coming from Wiesbaden main train station in the direction of Rheingau then continuously up to kilometer 43.9 at the point who unthreads the last track towards Rheingau. The "middle" line track, although accessible from / to the Taunus Railway, is subject to a further route measurement with a kilometer in the direction of Kaiserbrücke and Mainz.
• During the construction of the route in the area of ​​the Salzbach Valley around 1839, the remains of pillars, presumably an aqueduct from Roman times, were found, although the origin and destination were not investigated further.

See also

• Railway traffic in Frankfurt am Main
• History of the railways in Germany

literature

• Gerhard Honekamp: Traffic and Modernization in the First Half of the 19th Century - The Taunus Railway. In: Everyday life, culture and great politics - Wiesbaden city history in sources and comments. Issue 1, Hessian Institute for Teacher Training, Wiesbaden 1996, pp. 80–90.
• Heinz Schomann : Railway in Hessen . Railway buildings and routes 1839–1939. In: State Office for Monument Preservation Hessen (Ed.): Cultural monuments in Hessen. Monument topography Federal Republic of Germany . Three volumes in a slipcase. tape 2.1 . Theiss Verlag, Stuttgart 2005, ISBN 3-8062-1917-6 , p. 19th ff . (Route 001).
• Bern Hager: Way beyond national borders. 175 years Taunus Railway Frankfurt am Main – Höchst – Kastel – Wiesbaden . In: German Society for Railway History (Hrsg.): Railway history . No. 66 , 2014, ISSN  1611-6283 , p. 4-12 .
• Silvia Speckert: Ignaz Opfermann (1799–1866): Selected examples of his building activity in the vicinity of the city of Mainz . Term paper to obtain the academic degree of a Magister Artium. Ed .: Johannes Gutenberg University . Mainz 1989 (typewritten. Volume 1: Text, Volume 2: Tafeln. Stadtarchiv Mainz: 1991/25 No. 11.).

Web links

Commons : Taunus-Eisenbahn  - Collection of pictures, videos and audio files

• Literature on Taunus Railway in the Hessian Bibliography
• The Taunus Railway on OpenStreetMap
• Painting regulations of the Taunus Railway 1849
• Taunus Railway and the Nidda Bridge. (PDF; 1.4 MB) (No longer available online.) Formerly in the original ; Retrieved October 25, 2017 .  ( Page no longer available , search in web archives )  

Remarks

1. ↑ v. l. No. Rheinbahnhof , Taunusbahnhof , Ludwigsbahnhof
2. ↑ v. l. No. Neckarbahnhof , Taunusbahnhof , Weserbahnhof

Individual evidence

1. ↑ Nied-Ost railway stop. City of Frankfurt am Main, accessed on May 8, 2020 . 
2. ↑ DB Netze - Infrastructure Register
3. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
4. ↑ Query of the course book route 645.1 at Deutsche Bahn.
5. ^ Niall Ferguson: The House of Rothschild - Money's Prophets 1798-1848 . Penguin Books, London 1999, ISBN 0-670-85768-8 , pp. 415 f .
6. ^ Georg Friedrich Martens, Karl Martens, Friedrich Wilhelm August Murhard, Friedrich Saalfeld: Supplément au Recueil de principaux traités d'alliance… Dieterich, Göttingen 1841, p. 118 .
7. ↑ Speckert, p. 66.
8. ↑ Grossart: The development of the railway buildings in the Rhine-Main area . In: Die Reichsbahn 16 (1940), pp. 200–215 (200).
9. ^ Heinz Schomann : Railway in Hessen . Railway history and building types 1839–1999 / Railway buildings and lines 1839–1939. In: State Office for Monument Preservation Hessen (Ed.): Cultural monuments in Hessen. Monument topography Federal Republic of Germany . Three volumes in a slipcase. tape 2.1 . Theiss Verlag, Stuttgart 2005, ISBN 3-8062-1917-6 , p. 117 .
10. ↑ Hans Döhn: Railway policy and railway construction in Rheinhessen 1835-1914 . Mainz 1957, p. 42 .
11. ↑ 80 or 75 years of the Mainz telegraph office . In: German traffic-Zeitung (ed.): Weekly for the postal, telegraph, telephone and radio equipment, . 53rd edition. No. 35 . Georg Koenig, Berlin NO 43, Georgenkirchstraße 22. Editor: Berlin W 56, Leipziger Straße 15. August 31, 1929, p. 639-640 .
12. ↑ Report in: Journal of the German-Austrian Telegraphen-Verein 1 (1854), issue 6, p. 164.
13. ↑ Wolfgang Kilian: From head to head . In: railway magazine . Issue 11, 2014, p. 37 .
14. ^ Railways in the Frankfurt RheinMain region . Hestra-Verlag, Darmstadt 2002, ISBN 3-7771-0304-7 .
15. ↑ Paul Werner: Expansion and supplementation of the route network of the German Federal Railroad . In: Railway technical review . Issue 1, January 1971, p. 16-20 .
16. ↑ Heinz Delvendahl: The supplementary lines Cologne – Groß-Gerau and Hanover – Gemünden after the expansion program: basic route planning and line layout . In: The Federal Railroad . Volume 45, Issue 7 ,, 1971, ISSN  0007-5876 , p. 325-330 .
17. ^ ^{A b} New line Cologne – Rhine / Main - project group NBS Frankfurt am Main of the Bahnbauzentrale (publisher): New line Cologne – Rhine / Main in Hesse: Section Hünstetten – Wiesbaden / Hattersheim . Leporello (eight A4 pages). Frankfurt 1992.
18. ^ Wilhelm Blind: Cologne – Frankfurt (M) in one hour . In: Railway technical review . tape 41 , no. 7/8 , July 1992, pp. 475-484 .
19. ↑ Tragic accident at Frankfurt's last manual barrier post . In: Locomotive Report . No. 7 , July 2020, ISSN  0344-7146 , p. 23 f .
20. ↑ ^{a b} Chronicle of Sindlingen .
21. ^ Heinz Schomann : Railway in Hessen . Railway buildings and routes 1839–1939. In: State Office for Monument Preservation Hessen (Ed.): Cultural monuments in Hessen. Monument topography Federal Republic of Germany . Three volumes in a slipcase. tape 2.1 . Theiss Verlag, Stuttgart 2005, ISBN 3-8062-1917-6 , p. 546 ff . (Route 035). P. 37.
22. ^ Insofar as incorrect, the information in Heinz Schomann : Eisenbahn in Hessen . Railway buildings and routes 1839–1939. In: State Office for Monument Preservation Hessen (Ed.): Cultural monuments in Hessen. Monument topography Federal Republic of Germany . Three volumes in a slipcase. tape 2.1 . Theiss Verlag, Stuttgart 2005, ISBN 3-8062-1917-6 , p. 19th ff . (Route 001). P. 39, which says the building is north of the tracks.
23. ^ Heinz Schomann : Railway in Hessen . Railway buildings and routes 1839–1939. In: State Office for Monument Preservation Hessen (Ed.): Cultural monuments in Hessen. Monument topography Federal Republic of Germany . Three volumes in a slipcase. tape 2.1 . Theiss Verlag, Stuttgart 2005, ISBN 3-8062-1917-6 , p. 19th ff . (Route 001). P. 39.
24. ^ Heinz Schomann : Railway in Hessen . Railway buildings and routes 1839–1939. In: State Office for Monument Preservation Hessen (Ed.): Cultural monuments in Hessen. Monument topography Federal Republic of Germany . Three volumes in a slipcase. tape 2.1 . Theiss Verlag, Stuttgart 2005, ISBN 3-8062-1917-6 , p. 19th ff . (Route 001). P. 41.
25. ↑ Hans Schlieper: Railway trajectories across the Rhine and Lake Constance . Düsseldorf 2009, ISBN 978-3-87094-369-1 , pp. 80-85 .
26. ^ Deutsche Reichsbahn-Gesellschaft: Change of station names in 1927 .
27. ^ Deutsche Reichsbahn-Gesellschaft: Change of station names in 1934 .
28. ^ Course books of the Deutsche Bundesbahn or the Deutsche Bahn AG
29. ↑ Volker Rödel: Railway history and building categories 1839–1999 = monument topography Federal Republic of Germany . Cultural monuments in Hessen. Railway in Hessen Vol. 1. Ed .: State Office for Monument Preservation Hessen. Theiss Verlag, Stuttgart 2005. ISBN 3-8062-1917-6 , p. 117.
30. ↑ Production figures of Gutehoffnungshütte, Oberhausen. In: werkbahn.de. January 28, 2012. Retrieved October 25, 2017 . 
31. ^ Lars Ulrich Scholl: Engineers in the early industrialization: state and private technicians in the Kingdom of Hanover and on the Ruhr (1815-1873) . Vandenhoeck & Ruprecht, Göttingen 1978, ISBN 3-525-42209-1 , p. 320 ( limited preview in Google Book search).