Infrastruct

Proposals for new transport infrastructure

New rail line Wiesbaden – Frankfurt

with 6 comments

The Rhein-Main agglomeration has 2-5 million inhabitants, depending on its definition. Its core is the region between Mainz, Wiesbaden and Frankfurt. The present rail lines between Wiesbaden and Frankfurt follow the river Main. A new and shorter northern route is possible, generally along Autobahn 66 (Rhein-Main Schnellweg). The new line could carry an express service from city centre to city centre, or a new S-Bahn line, connecting to line S2 of the Rhein-Main network.

Alignment options for new rail line Wiesbaden - Frankfurt.

There was no historical railway on this alignment, but in 2002 a new link line was built from Wiesbaden to the Köln – Frankfurt high-speed line (HSL). The 13-km Wiesbaden – Breckenheim link never attracted much traffic, and is severely underused (a few trains per day). With no intermediate stations, it is suitable for fast regional services: it could be extended toward Frankfurt. It was not, however, designed for an S-Bahn service.

Route and services

There are three options for a new line. The first is an inter-urban express service via Frankfurt Airport, with one stop there.

From Wiesbaden, trains would use the Breckenheim link line. The first 3 km follow an older alignment (the single-track Ländchesbahn). At the edge of Wiesbaden, the new link dives under the Autobahn 66. It then runs alongside it on the south side, to Junction 8 (Wallau). There it turns north, to join the Köln – Frankfurt HSL toward Köln.

A new 3-km curve could connect the Breckenheim link to the HSL, in the direction of Frankfurt. This option, the Wallauer Spange, has local political support, but there is no immediate prospect of construction.

New rail line Wiesbaden - Frankfurt Airport via Wallauer Spange

The HSL crosses the Main, and turns east into the airport station (S-Bahn and regional trains have their own station). Frankfurt am Main Flughafen Fernbahnhof has 210 trains per day, so it has spare capacity – at present. With more frequent ICE and Intercity trains, there would be capacity problems on the HSL between Breckenheim, the airport, and Frankfurt Hauptbahnhof. Extra tracks can be added relatively easily: the station has enough platform capacity.

Via this route, the airport would be 26 km from Wiesbaden, and the route to Frankfurt Hauptbahnhof 38 km long. Even with a stop at the airport, a journey time of under 20 minutes should be possible. The service could also run Wiesbaden – Airport- Darmstadt. This option has some local support, primarily as compensation for loss of ICE services to Darmstadt.

The second option is a non-stop express service, from Wiesbaden to Frankfurt, via the shortest possible route. (That is approximately the function of Autobahn 66). The new line would be 34 km long, saving 6-7 km compared to the existing 41-km Taunus line, on the north bank of the Main. It would also create extra capacity.

For this option, the Breckenheim link line can simply be extended alongside the A66, on the southern side, to the Autobahn junction at Kriftel. There, the new line would leave the Autobahn, and join the existing Main-Lahn railway, about 1 km west of Zeilsheim station. The only problem on this alignment is the area of gravel pits beside the A66 at Weilbach, combined with a sharp bend. The Autobahn can be shifted to the north, allowing a rail curve for high speeds.

The line through Zeilsheim carries S-Bahn line S2, and would need separate tracks for an express service. At Höchst, it joins the Taunus line, and from there the S-Bahn has separate tracks into Frankfurt Hauptbahnhof.

Click to enlarge: A66 alignment…

New express rail line Wiesbaden - Frankfurt, A66 alignment.

This line is intended to link the city centres. Adding an additional stop at Höchst would improve interchange with S-Bahn lines, and another stop at Höchst Farbwerke would serve over 20 000 employees at the Industriepark Höchst. However, if extra stops are added, then this would not be an express line anymore.

That leads to the third option: a new direct S-Bahn line Wiesbaden – Frankfurt.

An optimal route would be mainly on the north side of the A66, for better station locations. However, it would share the Breckenheim link line as far as Erbenheim. There is no conflict with the few ICE services – they might be withdrawn entirely. However it is not possible to run S-Bahn trains on the Köln – Frankfurt HSL itself (via the Wallauer Spange), as some local opinion prefers.

Click to enlarge: S-Bahn via Wallau…

New S-Bahn Wiesbaden - Frankfurt via Wallau.

At Erbenheim, there would be a new station on the south side of the Autobahn, at the Rennbahn underpass. There is insufficient space on the north side, and this option avoids a new tunnel under junction 6.

The S-Bahn would then cross back to the north side, on a new separate alignment. That allows a better station location at Nordenstadt (behind the Real-Markt), but it must be in tunnel, because the line would cross junction 7. There would be a similar station location at Wallau, behind the IKEA.

Click to enlarge: S-Bahn to Wallau IKEA…

S-Bahn Wiesbaden to Wallau IKEA, line to Frankfurt.

The new line would now cross the Breckenheim link, the Wiesbadener Kreuz, and the HSL Köln – Frankfurt. After passing junction 10, the line would turn away from the Autobahn. It would run along the edge of the built-up area, past Hofheim-Diedenbergen and Hofheim-Marxheim, with stations at Weilbacher Strasse and Königsberger Weg. The line would then turn toward the existing S-Bahn line S2, east of Kriftel station. This section would be in tunnel.

Click to enlarge: S-Bahn Wallau – Kriftel…

S-Bahn Wallau to Kriftel, line to Frankfurt.

From Kriftel, it is 15 km over the existing line. to Frankfurt Hauptbahnhof. The existing S2 continues under the city centre: the new line from Wiesbaden could terminate at Hauptbahnhof, or use the planned tunnel to Frankfurt-Ost station. Its eastern terminus is not considered further here.

The S-Bahn line would also be 34 km long, Hauptbahnhof to Hauptbahnhof, with about 12 km of completely new alignment, and 5 new stations. With 10 intermediate stations, the average station spacing would be 3 km, which is normal for an S-Bahn line. Compared to the existing S1 line along the river, it has a shorter route, and serves areas which have no S-Bahn stations at present.

The three lines have different functions, and are not directly comparable. The first two options could however be combined: that is simply a question of adding more infrastructure. Even with a 15-minute service interval, the Breckenheim link has enough capacity for two express services.

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Written by infrastruct

June 3, 2011 at 12:34

6 Responses

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  1. Have you ever considered one day bundling all these plans into a .kml file? I’d love to see what they would all look like in Google Earth!

    political_i

    June 14, 2011 at 08:38

    • You can’t upload kml files to WordPress-hosted blogs, and putting them somewhere else requires the reader to leave the blog.

      infrastruct

      June 14, 2011 at 10:51

  2. Since there already is the rail line South of the Autobahn, I would suggest to use it, rather than build a new one on the north side. At Nordenstadt, there already is a bike and pedestrian bridge across the Autobahn, so having the station on the South side would not be much of a problem. There also is Delkenheim about one Kilometer to the south.
    I would there fore suggest to consider to just construct S-Bahn stations along the exisitng line, and a link with new stations at Diedenbergen and Marxheim (in addition to the Wallauer spange). In the following graphic, the Wallauer Spange is red, and the new link with the two new stations green:

    http://colecovision.eu/stuff/Wallau.png

    PkK

    November 11, 2013 at 17:37

    • It does not make much difference at Nordenstadt itself, but the rest of the line would be on a new alignment. If there is a station at Wallau, it can not use the existing curved line. There are three options proposed here, and they all have different functions. The decision on the function precedes the choice of alignment, and the number of stations.

      infrastruct

      November 12, 2013 at 12:21

      • If the line branches off south of the Autobahn at Wallau, the station could be on the new part. It would be further from Wallau, but closer to Delkenheim.

        Philipp

        July 5, 2014 at 16:50

      • If the new section diverged south of Wallau, the station would not be in either Wallau or Delkenheim, but in the fields. In the S-Bahn variant, the new line must turn north-east, and that means it must cross the A66, somewhere. A new line on the north side of the A66 requires more new construction, but gives better station sites at both Nordenstadt and Wallau, and also a more logical alignment northeast to Diedenbergen.

        infrastruct

        July 6, 2014 at 13:43


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