Underground line D (Frankfurt am Main)
|Basic route D of the Frankfurt subway|
|Route length:||2.0 km (U4 branch)
10.3 km (U9) of
which tunnel 3.1 km
|Gauge :||1435 mm ( standard gauge )|
|Opening of the U4 branch:||February 10, 2001|
|Opening U9:||December 12, 2010|
|Stations:||3 (U4) + 9 (U9 to Riedberg ) = 12|
The subway route D or D route is one of the basic routes in the Frankfurt subway network based on the original concept from the 1960s. So far only two short sections have been realized.
Another, separate section between Ginnheim and Heddernheimer Landstrasse was built between 1968 and 1978 as one of the three outer branches of the A route , but in the final stage it will be part of the D route.
Tabular listing of the route sections
The realized and planned sections are numbered with Roman numerals. From south to north these are:
|D III||( Schwanheim -) Niederrad - main station||Realization not foreseeable|
|D I||Central station - Bockenheimer Warte||in operation U4|
|D II||Bockenheimer Warte - Ginnheim||in planning|
|(Part of the A route)||Ginnheim - link to the route to Oberursel||in operation U1, U9|
|D IV||Connection between the routes to Oberursel and Bad Homburg||in operation U8, U9|
The numbering sequence should reflect the order in which the sections were originally intended to be built. However, due to the settlement of the Riedberg , the priorities have now shifted.
Northwest City section, currently part of the A route
This is the oldest section of the route and is operated as a branch of the A route (for more information, see there). The northern part from the north-west center was part of the very first line as early as 1968, when the other branches of the A-route were still used with converted tram vehicles and with tram line numbers. The extension to Ginnheim was made in the 1970s. The lines are rotated by more than 90 degrees compared to the A-trunk line, which can only be explained by the intention to later integrate the section into the D-line.
DI: Central Station - Bockenheimer Warte
This part opened in 2001. It is used by the U4 line as an extension of the B line . Of the actual western continuation of the B-route, only one stub has so far been used as a turning system. Information on operation (clock frequencies, etc.) can therefore be found in the article on the B line .
D II: Bockenheimer Warte - Ginnheim
The construction of the connecting piece between the two existing sections was supposed to start in 2006. According to the plan at the time, the route from Bockenheimer Warte to Ginnheim would have run completely underground with an intermediate stop in Franz-Rücker-Allee and the relocation of the Ginnheim station under Ginnheimer Landstrasse.
Shortly before the construction work began, however, the measure was stopped due to changed political majorities (formation of a black-green coalition after the local elections in 2005).
D III: Central Station - Niederrad
The originally planned continuation to Niederrad and on to Schwanheim and the stadium is testified by an unused track at the main station, which is only connected to the track in the direction of Bockenheimer Warte - it is now used by the Frankfurt fire brigade as a training tunnel - and a tunnel connection for the opposite direction .
The construction of this route is not expected in the foreseeable future due to the high costs (crossing under the Main) and the questionable market value (including the omission of the direct connection to the city center).
The sections of today's tram routes to be used were, however, partially upgraded for light rail operations as early as the 1970s.
D IV: Riedberg clasp
This section connects the stations Niederursel (on the Oberursel branch of the A line) and Kalbach (on the Bad Homburg branch of the A line) and thus opens up the Riedberg development area . Two new stations have been created in this section: University campuses Riedberg and Riedberg, the latter near Nelly-Sachs-Platz. Larger work involved cutting into the slope through which the route leads directly north of the Niederursel station to a newly built bridge over Rosa-Luxemburg-Strasse and the bridge over the A 661 motorway immediately north of the Heddernheim junction.
In this context, a link was created between the Heddernheimer Landstrasse and Wiesenau stations as a connection to the rest of the D line. For this purpose, the existing route from the north portal of the northwest town tunnel to the junction towards Heddernheim was swiveled slightly to the east, with the Heddernheimer Landstraße station also being moved slightly to the east and newly built with 80 cm high platforms. Test drives have been taking place on the new route since October 25, 2010.
Two lines went into operation on December 12, 2010:
- The U8 line runs from the Südbahnhof, connected via the A trunk line, to Riedberg and ends there. It takes up most of the traffic as long as section D II does not exist.
- In addition, with the U9, there is a line for the first time that operates mainly on the D line. The U9 runs from Ginnheim to the northern end of the D line on the Riedberg and continues on the A line to Nieder-Eschbach.
Details of the completed section
The starting point for the D route is the Hauptbahnhof underground station . This was opened in 1978 as the provisional end point of the B line and has four tracks arranged on the same level , which are accessed via two island platforms . The station extends north-south under the station forecourt and is crossed almost at right angles by the tracks of the city tunnel of the S-Bahn below . The trains on the U4 and U5 lines currently only use the two middle and western tracks, while the eastern track is only connected to the existing lines on one side and can therefore not be used in scheduled operations.
The D line connects to the train station in a northerly direction and follows Düsseldorfer Straße to Platz der Republik , while the tracks of the B line branch off in a westerly direction. The existing tunnel stump is currently being used as a turning system for the U5 line, and an extension in the direction of the Europaviertel is to be built by 2025 .
The D-tunnel follows the Friedrich-Ebert-Anlage, where after a short time the underground station Festhalle / Messe is reached. The station was equipped with an extremely wide platform with due consideration for the number of passengers expected at trade fairs. The platform hall itself is double the storey height and is illuminated with daylight via two glass cones at street level.
Planned route to the Rebstock site Behind the station there are two short tunnel stumps that were originally intended as a preliminary service for an underground line to the Rebstock site . However, this connection was made in 2003 by a tram line for cost reasons. Immediately afterwards, the two single-track line tunnels turn north-west and follow the Senckenberg facility to the end of the line at Bockenheimer Warte . Immediately in front of the station, a single-track tunnel branches off the track leading out of town in an easterly direction, which creates a track connection to the C-route above . It is only used as an operating line and is only suitable for this purpose, as it does not lead to the actual main line but to a siding. To the south of the station, the Senckenberg Natural History Museum used the tunnel construction work to create an underground two-storey storage complex that extends over the entire width of the Senckenberg facility and also has an emergency exit to the underground tunnel.
Bockenheimer Warte The Bockenheimer Warte station itself was built in two sections. The northern part with the tracks of the C line on level C was completed in 1986. At that time, the overlapping components of the D-line and a direct connection between the two platforms were built as preliminary construction work . The entire southern part of the station structure with the lower-lying tracks of the D line, however, was only built in 2001. As at the Festhalle / Messe station, the D-line station has a very high platform hall. However, this was not due to design plans, but rather the intention of the university to set up another warehouse for the university library above the actual station. With the decision to give up the Bockenheim campus in the medium term, the plans became obsolete and the space available today was created.
Planned route to Ginnheim To the north of the station there is a four-track turning system that extends to just past Sophienstrasse. If necessary, the continuation (D II) would connect to the outer tracks. This is the reason for the abundant equipment with tracks, because there should then still be a turning option.
|Original planning DII|
Blue - completed route sections
Orange - planned route
sections Tunnel sections are highlighted
|Gauge :||1435 mm ( standard gauge )|
Bockenheimer Warte - Ginnheim (D II)
|Gauge :||1435 mm ( standard gauge )|
The second planned construction phase of the D line is to connect to the line opened in 2001 at the Bockenheimer Warte station. For this purpose, an underground route along tram line 16 was initially planned. Behind the Bockenheimer Warte , the planned tunnel should initially follow the course of the Zeppelinallee, first pass under a few apartment blocks north of Sophienstrasse and merge into Franz-Rücker-Allee at Georg-Speyer-Strasse . Here the route would have reached the existing route of tram line 16, the course of which it would have largely followed on the remaining route section to Ginnheim. The first intermediate station called Franz-Rücker-Allee was to be built at the level of the Frauenfriedenskirche . A tunnel ramp originally planned at this point was later discarded after local residents protests. Instead, the tunnel would have followed Franz-Rücker-Allee to the north. The Bundesautobahn 66 and the Bockenheimer Friedhof would have been crossed under to the west of the Ginnheimer Landstrasse; the tunnel would only have reached the tram route again at the level of the existing Markuskrankenhaus tram stop . Immediately after this, the second intermediate station, located under Ginnheimer Landstrasse, would have been reached. This was to bear the name Ginnheim and replace both the existing terminus of the same name on the U1 line and the tram stop at the Markuskrankenhaus. A new tunnel ramp was to be built in the area of today's tram terminus, which would have established the connection between the D route and the branch of the U1, which has been in operation since 1978. The start of construction in the planning decided in 2004 was planned for 2006, the commissioning for 2010, at the same time as the commissioning of the subway line (route D-IV) over the Riedberg , which then this new district with the subway line from Niedereschbach would have had a direct connection with the main train station.
The realization should cost a total of 173 million euros.
In Ginnheim there was strong resistance to the construction of the underground tunnel, organized by a citizens' initiative with the support of the GREEN party.
After the local elections in 2006 on March 26th (see the results for the city of Frankfurt ), the new magistrate formed a coalition of the CDU with the Greens . In the coalition negotiations, the latter pushed through that the Ginnheim - Bockenheimer Warte subway line should not be built, for which the GRÜNEN accepted the construction of the Riederwald tunnel and the expansion of Frankfurt Airport in return . With regard to the subway, this was decided by the Frankfurt city council on July 13, 2006 at the joint request of the CDU and the GREEN on June 7th. The efforts of the local advisory council responsible for the Riedberg failed due to the resistance of the coalition. Since there was no capacity for a 10-minute cycle for line 8 on trunk line A in the timetable at the time, the frequency of the subway to Oberursel (line 3) was reduced from every 10 minutes to every 15.
Four years later, on December 16, 2010, the city council decided to investigate possible route variants to close the gap between the stations Ginnheim and Bockenheimer Warte. The “Ginnheim Curve” proposed by the citizens' initiative “Save the U5!” In 2010 should also be taken into account. According to the report presented in July 2015, two variants are to be pursued in the planning. At the end of 2015, the Frankfurt city parliament decided to close the gap in principle, but without committing to either of the two options. However, construction on the project is not expected to start for a few years.
"Ginnheimer curve" variant
According to the municipal report of July 2015, this variant has the highest expected utility value. Coming from the south, the route is to be guided in a long S-curve under Miquelallee and Grüneburgpark to the Campus Westend station. After the underground crossing of the Miquelallee junction of the Bundesautobahn 66 , an above-ground section is to run to the stop at the Bundesbank in an elevated position next to the money museum . A connection with the planned tram ring line on Wilhelm-Epstein-Straße is possible here. From the Bundesbank, the route runs above ground to the Platenstrasse station and continues on to the Ginnheim station , which will be relocated to the south side of Ginnheimer Landstrasse under Rosa-Luxemburg-Strasse.
According to the municipal report, this variant is expected to have 12,250 additional passengers per day, the total benefit should be around € 9.626 million per year (i.e. over a period of 20 years, this variant would be economical if the investment costs are below around € 193 million).
The route runs from the Bockenheimer Warte under Miquelallee to the Botanical Garden station south of the Miquelknotens. The route then runs above ground in the middle of Rosa-Luxemburg-Straße to the Europaturm station . To the north of Wilhelm-Epstein-Strasse, Rosa-Luxemburg-Strasse has to be demolished and re-routed. It should run at ground level in this area and would only have two lanes between which the tram line runs via the new Platenstrasse station to the Ginnheim station , where it connects to the existing line. According to the municipal report, this variant is expected to have 12,470 additional passengers per day, the total benefit should be around € 8.696 million per year (i.e. over a period of 20 years, this variant would be economical if the investment costs are less than around € 174 million).
In addition to the approx. 12,000 additional passengers expect the relocation of around 15,000 passengers daily from the A route and 4,600 from the S-Bahn south of the Ginnheim station to the new underground route. In addition, around 3,000 passengers with the “Ginnheim Curve” variant and around 5,000 passengers with the “Europaturm” variant will switch from tram line 16 to the underground.
Extension to the south
Central station - Niederrad (D III)
The line to Niederrad connects to the tunnels of the Hauptbahnhof station, which were built in 1978 and which currently extend approximately to the southern edge of the station forecourt . From here the planned tunnel follows the Wiesenhüttenstraße in a straight line to the Main. Under the river there is a curve to the west, about at the southern end of the Friedensbrücke it reaches the other bank of the Main. The first and only south Main tunnel station of the D-line is to be built below the Theodor-Stern-Kai . From here the route follows the banks of the Main in a straight line and reaches the existing tram route via a ramp in the area of the university hospital . The tram line, inaugurated in 1959, runs on a special track to the present-day stop Heinrich-Hoffmann-Straße / Blutspendedienst . H. in the course of the road, but separated from the parallel road traffic by "fixed physical obstacles" (BOStrab §16). More extensive expansion measures, however, will be necessary in the further course of Deutschordenstrasse , where the tram shares the route with the rest of the road traffic to this day. The tram route to Haardtwaldplatz running through Bruchfeldstrasse is to be discontinued due to the low frequency of use and replaced by a bus line.
In the area of the Triftstraße stop , the route is divided into two branches, which largely correspond to the existing tram routes to the stadium and to Schwanheim.
Niederrad - Schwanheim
The first section of the light rail line to Schwanheim was completed in 1975. Since then, the route has been used for tram traffic and has its own track body in the middle of the street along its entire length. In the event of the switch to light rail operation, only the platforms of the existing stops would have to be expanded to a height of 80 cm and a length of 105 meters. The route runs along Triftstraße and Adolf-Miersch-Straße to Niederrad station, where there is a connection to the S-Bahn network. In the further course, the tram line follows Lyoner Strasse through the Niederrad office district . At the Kiesschneise stop , the route of the former Frankfurter Waldbahn , opened in 1889, is reached. This was also prepared for a possible light rail operation in the mid-1970s.
Shortly afterwards, the current tram route will be abandoned again, the tram line swings north along Straßburger Straße and crosses the Goldstein settlement. The route required for this was already prepared in the mid-1970s and should actually have been built together with the new route through Niederrad. Due to protests from the residents, who feared a separation effect of the tram route, the construction was postponed until the changeover to tram operation. In the meantime, however, there are plans to implement the new line in the medium term, even without light rail operations, in order to improve the development of the Goldstein residential area.
At Ferdinand-Dirichs-Weg, the existing forest railway line is reached again. It leads along the edge of the forest to the terminus at Rheinlandstraße , where the Frankfurt am Main Transport Museum is located. A continuation to the southern main entrance of the Höchst industrial park was discussed, an exact plan does not yet exist.
From the junction on Triftstraße , the branch to the stadium follows Rennbahnstraße and Schwarzwaldstraße in a southerly direction . Today's tram route runs in the middle of the lanes, only the tracks in the northern direction are partially separated from the rest of the road traffic by lane markings. In the event of the changeover to light rail operation, extensive reconstruction measures would be required here in order to achieve a route independent of the road.
From the Oberforsthaus stop , the route leaves the subgrade and turns onto a railway-like route running parallel to Mörfelder Landstrasse , which expands after a few meters to the current stadium station . The urban railway plans envisage abandoning the previous station and building a new terminus further south, which is to be closer to the Waldstadion . A continuation to the airport would also be possible from here.
|Gravel lane - Schwanheim (Waldbahn)||April 18, 1889||...||Steam railway line of the Frankfurt Forest Railway , electrified in 1929, prepared for light rail operation in 1975.|
|Blood donation service - Triftstrasse||August 7, 1907||...||Tram route, part of the planned D III route.|
|Triftstrasse - stadium||May 21, 1925||...||Tram route, part of the planned connection route to the stadium.|
|University Clinic - blood donation service||August 31, 1959||...||Tram route, part of the planned D III route.|
|Triftstraße - gravel lane||June 1, 1975||6th||Part of the planned connection route to Schwanheim, until further notice tram operation.|
|Hauptbahnhof underground station||May 27, 1978||1||Opened as the end point of the B line, tunnel nozzles and tracks for the D line were also built.|
|Central station - Bockenheimer Warte||February 10, 2001||2||Route section DI|
|Niederursel - Riedberg - Kalbach||December 12, 2010||2||Section D IV|
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- Underground line A (Frankfurt am Main)
- Underground line B (Frankfurt am Main)
- Underground line C (Frankfurt am Main)
- List of Frankfurt underground stations
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