Mannheim–Frankfurt railway

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Mannheim–Frankfurt railway
Overview
Line number
  • 3533 (Groß-Gerau-Dornberg–Groß-Gerau)
  • 3534 (Groß-Gerau-Dornberg–Klein-Gerau Eichmühle)
  • 4010 (Mannheim–Frankfurt-Stadion)
  • 4012 (Mannheim-Neckarstadt–M-Waldhof)
Locale
standard gauge
Electrification15 kV/16.7 Hz AC overhead catenary
Operating speed200 km/h (124.3 mph) (maximum)
Route map

Legend
from Frankfurt Hbf
bypass line from Frankfurt Süd
74.8
Frankfurt am Main Stadion
Airport loop, Main Railway to Mainz
72.0
HSL to Frankfurt Airport LD
A 3
HSL from Frankfurt Airport LD
70.6
 Zeppelinheim
A 5
Cargo City Süd siding
66.3
Walldorf (Hess)
63.6
Mörfelden
A 67
from Mainz
56.0
Groß-Gerau
connecting curve
56.0
Klein-Gerau Eichmühle
(junction)
to Darmstadt
54.5
Groß-Gerau-Dornberg
50.6
Groß-Gerau-Dornheim
48.0
Riedstadt-Wolfskehlen
former Riedbahn from Darmstadt
45.7
 Riedstadt-Goddelau
89 m
42.7
 Stockstadt (Rhein)
39.6
 Biebesheim
Goods line from Gernsheim port
36.4
 Gernsheim
RMV
VRN
fare border
31.5
 Groß Rohrheim
Biblis Nuclear Power Plant siding
28.1
 Biblis
92 m
Ried Railway to Worms
26.9
 Weschnitz
25.1
 Bobstadt
23.0
Bürstadt Hp
Worms–Bensheim railway
siding; former
Riedbahn from Worms
17.6
 Lampertheim
former railway to Weinheim
14.9
Hesse
0BW
state border
13.6
 Mannheim-Blumenau
A 6
Coleman Barracks
siding
10.700
 Mannheim-Waldhof yard
Essity siding
(former line to Sandhofen)
4.43 9.445
 Mannheim-Waldhof
line to Mannheim industrial port
3.40 0,000
 Mannheim-Luzenberg[note 1]
Western Entrance to the Riedbahn
to Mannheim Hbf (see below)
7.330
Stadtbahn Mannheim Nord
Mannheim Industrial Port railway
0.00 0,000
 Mannheim-Neckarstadt
OEG line to Weinheim
Mannheim trams
former course of
OEG line to Weinheim
6.3
 Mannheim-Käfertal
Neckar canal
Neckar
OEG line to Heidelberg
3.3
Mannheim Rennplatz
(junction)
Goods line to Mannheim yard
Rhine Valley Railway from Heidelberg
S1S2S3S4
1.3
 Mannheim Hbf Ost
HSL from Stuttgart,
Rhine Railway from Karlsruhe
0.0
 Mannheim Hbf
Western approach from Frankfurt
(see above)
Line to Ludwigshafen
S1S2S3S4
Source: German railway atlas[1]

Mannheim–Frankfurt railway is a German standard gauge,

Groß-Gerau and Biblis
.

The Mannheim–Frankfurt railway is used by three

Rhine-Neckar transport union. The line is one of the busiest lines in Germany with 650 trains per day, although most freight uses the Main-Neckar Railway
, which is further east and gives better access to the Mannheim marshalling yard.

In order to overcome heavy congestion of the line and to accelerate train services, it is proposed to build a new line between Frankfurt and Mannheim. The planning approval process is expected to start in 2017.

History

The Riedbahn was originally built by the Hessian Ludwig Railway (Hessische Ludwigsbahn), to connect Darmstadt, the capital of the Grand Duchy of Hesse, with Worms, the second most important city in the province of Rheinhessen of the Grand Duchy. The riparian communities contributed significantly to the financing of the project.[2]

On 29 May 1869, the line from

Worms-Rosengarten train ferry, as there was no bridge across the Rhine at Worms.[3] Between Worms and Hofheim services on the Nibelung Railway
run on the same tracks.

The line from Biblis to the Mannheim suburb of Waldhof was opened in October 1879, so that the route to Mannheim ended not at the central station, but at the Riedbahnhof, north of today's Kurpfalz Bridge. In November 1879, the (then) branch line from Goddelau to Frankfurt was opened.

Changes to the line

The opening of the line from Waldhof through Käfertal to the

Rhine Valley line south of Mannheim station in 1880, enabled trains to run from the Riedbahn into Mannheim station from the south. In order to continue towards Karlsruhe
and Stuttgart trains had to reverse in the station.

In December 1900, a railway bridge was opened over the Rhine to Worms, creating a direct connection to Worms and replacing the existing terminus at Rosengarten and the ferry crossing over the Rhine.

In 1975, the railway between Darmstadt and Goddelau was closed due to lack of traffic and partly dismantled. All that remains of the line is a siding from Darmstadt to Weiterstadt-Riedbahn, where the line ends. However, there is a connection between the Riedbahn and the Rhine-Main Railway to Darmstadt and Mainz at Groß-Gerau.

High-speed traffic

LZB in Biblis station
ICE train on Riedbahn at Mannheim Handelshafen

Until the opening of the 9.5-kilometre (6 mi) long

Intercity-Express (ICE) services continue to use the eastern branch of the Ried Railway to cross the Rhine without reversal. Almost all regional trains run on the new western approach; Mannheim-Käfertal station is currently operated by one Regionalbahn
service each day. The eastern Ried Railway has 180 pairs of trains each day, mainly freight traffic.

Already in the Federal Transport Infrastructure Plan (Bundesverkehrswegeplan) of 1973, the Ried Railway was planned as one of eight rail routes to be rebuilt as "upgraded" lines (Ausbaustrecken).

Gross-Gerau
that would have connected with the Ried Railway in Gross-Gerau was planned; this project was later abandoned.

The second stage should have been completed by the time of the full commissioning of the Mannheim–Stuttgart high-speed railway (1991). Due to delays in the project approval process, some measures were implemented later, especially the elimination of level crossings. By the end of 1989, four of the 27 crossings along the line had been removed. By early 1991, the planning approval process for four of the twelve sections had been initiated. In four of the eight sections work had largely been completed.[7][8] Overall, 46 individual projects had been carried out by the end of 1989.[9]

The line was opened for ICE operations between Stockstadt and Waldhof on 2 June 1991.[10] On the same section of line, capacity was increased from 240 to 280 trains per day.[7][11] The Bürstadt railway bridge and four other bridge associated with the upgrade were rebuilt.

In the early 1990s, preliminary planning also began for the construction of a connecting curve to connect Frankfurt Airport to the line (later realised as the Frankfurter Kreuz Tunnel, the first section of the Cologne–Frankfurt high-speed line).[7]

At the timetable change in May 1998, the maximum speed limit on a 15 km length of the southern section[12] was raised to 200 km/h. The northern section from Groß-Gerau to Frankfurt was completed in autumn 1999 for high-speed operations.[13] From 5 December 1999, the 3.3-km section from Leeheim to Dornberg could be operated at 200 km/h.[14]

As one of the major lines in Germany and the busiest line in southern Germany, the 78-kilometre (48 mi) long Frankfurt-Mannheim line between Zeppelinheim and Mannheim-Waldhof, the line's Linienzugbeeinflussung train control system is certified for speeds up to 200 km/h; although the maximum speed at the Biblis curve is about 90 km/h (56 mph). Most freight traffic runs over the parallel Main Neckar line because of its better connection to the Mannheim marshalling yard.

Operations

Riedstadt-Wolfskehlen station

With 650 trains per day (as of 2007), the corridor between Mannheim and Frankfurt/Mainz is one of the busiest lines in Germany.[15] A further increase to 900 trains in the corridor is expected by 2015.[15]

In addition to the regional services of the

Intercity-Express lines run on the Ried Railway, connecting southern Germany with Berlin, Hamburg and Cologne/Dortmund
.

A Regional-Express service (RE 70) operates between Mannheim and Frankfurt and a Regionalbahn service (RB 62) operates between Worms and Biblis. One Regional Express operates each way between Frankfurt and Worms at night. Services of Rhine-Main S-Bahn line 7 run between Frankfurt Hauptbahnhof and Riedstadt-Goddelau. The S 9 Rhine-Neckar S-Bahn services operates between Biblis, Mannheim and Karlsruhe.

After the opening of the new the Rhine/Main–Rhine/Neckar high-speed line, capacity on the Ried Railway will be sufficient to allow Rhine-Main S-Bahn S-Bahn line 7 to Gross-Gerau to run every quarter of an hour rather than every half hour.

Planning

To ease overloading on the line a new

Karlsruhe Hbf
), but dropped this plan for the time being in 2006 due to strong community and political opposition. Construction has not started yet due to the difficulty in reaching agreement on the details of the project. Detailed planning approvals are being sought (as of 2023) and construction is due be completed in 2030.

A connection to the planned Terminal 3 at

Benefit-cost ratio of more than 1.[16][17]

The second track of the eastern branch of the Ried Railway in Mannheim is to be reactivated in 2015 and the line will be served by S-Bahn services, according to the Baden-Württemberg Ministry of Environment and Transport. A new S-Bahn stop is planned at

Mannheim-Neuostheim at the crossing of Dürerstraße. From December 2015, S-Bahn trains will run on the line every hour between Biblis and Mannheim Hauptbahnhof.[18]

Lines

Regional-Express in Lampertheim station on the way to Mannheim

The following regional lines use the Mannheim–Frankfurt railway:

References

Notes

  1. ^ Originally opened as a station on the access route to Mannheim-Neckarstadt station under the name of Lucienberg and renamed in 1905 as Mannheim-Luzenberg (Eisenbahndirektion Mainz: Amtsblatt der Königlich Preußischen und Großherzoglich Hessischen Eisenbahndirektion in Mainz of 18 March 1905, No. 14. notice No. 127, p. 87; also same publication on 22 April 1905, No. 23. notice No. 221, p. 166). With the abandonment of the Mannheim-Neckarstadt, the station was also abandoned, but then re-established with the western entrance of the Riedbahn to Mannheim as a halt.

Footnotes

  1. ISBN 978-3-89494-139-0
    .
  2. ^ Magistrat der Stadt Lampertheim, ed. (1977). Rosengarten. Beiträge zur Geschichte der Gemeinde Rosengarten - Zum 40jährigen Bestehen der Gemeinde Rosengarten (in German). Lampertheim. p. 90.{{cite book}}: CS1 maint: location missing publisher (link)
  3. ^ Magistrat der Stadt Lampertheim, ed. (1977). Rosengarten. Beiträge zur Geschichte der Gemeinde Rosengarten - Zum 40jährigen Bestehen der Gemeinde Rosengarten (in German). Lampertheim. p. 91.{{cite book}}: CS1 maint: location missing publisher (link)
  4. Eisenbahn-Kurier
    (in German) (21 (Special: High-speed traffic)): 30–35.
  5. ^ Wilhelm Linkerhägner (1977). "Neu- und Ausbaustrecken der Deutschen Bundesbahn". Jahrbuch des Eisenbahnwesens (in German): 78–85.
  6. ISSN 0075-2479
    .
  7. ^
    Eisenbahn-Kurier
    (in German) (21: Special: High-speed traffic): 36–45.
  8. ^ "Ausbaustrecke Frankfurt–Mannheim". Die Bundesbahn (in German) (12): 1116. 1989.
  9. ^ "Jahresrückblick 1989". Die Bahn Informiert (in German) (1): 12–15. 1990.
  10. ^ "Mit kleinen Schritten schneller". Die Bahn Informiert (in German) (4): 14. 1991.
  11. ^ "ABS Frankfurt–Mannheim: Streckenausbau im Zeitplan / ABS Frankfurt–Mannheim: Endspurt in Biebesheim". Die Bundesbahn (in German) (7): 724 f. 1990.
  12. ISSN 1421-2811
    .
  13. ISSN 1421-2811
    .
  14. ISSN 1421-2811
    .
  15. ^ a b "ICE-Strecke Ressourcen schonend – Finanzierung unklar". Frankfurter Neue Presse (in German). 20 June 2007.
  16. ^ "Die Zukunft liegt im Terminal 3". Frankfurter Rundschau (in German). 12 March 2009. Archived from the original on 16 March 2009. Retrieved 5 December 2011.
  17. ^ "Frankfurt RheinMainplus. Das Projekt. Der Eisenbahnknoten. Die Schieneninfrastruktur. (Status 2009)" (PDF) (32-page brochure with situation of June 2009) (in German). Deutsche Bahn. pp. 14, 27. Archived from the original (PDF) on 23 January 2013. Retrieved 5 December 2011.
  18. ^ "S-Bahn reaktiviert ab 2015 den Bahnhof Käfertal". Mannheimer Morgen (in German). 4 February 2011. p. 20.

Sources

  • Schomann, Heinz (2005). "Line 20". In Landesamt für Denkmalpflege Hessen (State Conservation Hesse) (ed.). Eisenbahn in Hessen. Kulturdenkmäler in Hessen. Denkmaltopographie Bundesrepublik Deutschland (Railways in Hesse. Cultural sites in Hesse. Monumental topography of the Federal Republic of Germany) (in German). Vol. 2. Stuttgart: Theiss Verlag. pp. 351 ff.
    ISBN 3-8062-1917-6
    .

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