U9 (Frankfurt U-Bahn)
The subway line D or D- line is one of the basic routes in the Frankfurt U- Bahn network under the original plan from the 1960s. So far, only two short segments were realized.
The southern section ( "D I") between the main station and Bockenheimer waiting is operated as an extension of the B- line since 2001.
Another, which is separate from the part between Ginn Home and Heddernheimer highway was built from 1968 to 1978 as one of the three outer branches of the A- line, should be a part of the D- line in the final though.
- 3.1 Bockenheimer waiting - Ginnheim (D II) 3.1.1 Underground course along the tram line 16
- 3.1.2 Above-ground profile over the Zeppelinallee
- 3.1.3 Project " Ginnheimer curve"
- 3.1.4 History along the Rosa Luxembourg Street
- 3.2.1 Central Station - Niederrad ( D III )
- 3.2.2 Niederrad - Swan Home
- 3.2.3 Niederrad - Stadium
Overview
Tabulated list of sections
Realized and planned sections are numbered with Roman numerals. From south to north these are:
The numbering sequence should reflect the sequence in which the sections were originally built. Through the colonization of Ried mountain priorities have however now moved.
Section Nordweststadt, currently part of the A- line
This is the oldest section of the track and is operated as a branch of the A- route (for more information see below). The northern part from the Northwest Center was in 1968 part of the very first line, as the other branches of the A- distance traveled were still with converted trams and tram line numbers. The elongation at Ginn Home was built in the 1970s. Its lines are compared to the A original route by more than 180 degrees, which is explicable only by the intention to integrate the section in the D- line later.
D I: Central Station - Bockenheimer waiting
This part was opened in 2001. It is traversed by the U4 line as an extension of the B line. From the actual western continuation of the B- haul so far there is only one unused as a turning facility stub. Information on the operation ( clock rates, etc. ) are therefore to be found in the article to the B- line.
D II: Bockenheimer waiting - Ginn Home
With the construction of the connecting piece between the two existing sections should actually be started in 2006. The distance from the Bockenheimer waiting to Ginnheim would be after the former plan run completely underground, with a stop in the Franz- Rücker -Allee and a relocation of the station Ginn home under the Ginnheimer highway.
Shortly before construction had begun, the action was stopped due to changing political majorities ( formation of a black -green coalition after the municipal elections of 2005 ).
D III: Central Station - Niederrad
From the originally planned continuation after Niederrad and on to Swan House and the stadium reflects an unused track at the main station, which is connected exclusively to the track direction Bockenheimer waiting - it is now used by the Frankfurt fire brigade as an exercise tunnel - and a tunnel nozzle for the opposite direction.
With the construction of this section is not to be expected (including elimination of the direct connection to the city center ) in the foreseeable future because of the high cost ( Main crossing below ) and the relevant public value.
The to-use sections of today's tram routes have been upgraded, however, some of them already in the 1970s for urban rail system.
D IV: Riedenberg clasp
This section connects the stations Niederursel ( on the Oberurseler branch of the A- route) and Kalbach ( on the Bad Homburger branch of the A- route) with each other, thus opening up the development area Riedenberg. Two new stations have been created in this section: university campus Riedenberg and Riedenberg, the latter near the Nelly -Sachs -Platz. Larger works were a cut into the hillside, through the just north of the station Niederursel the route leads to a newly constructed bridge over the Rosa Luxembourg Street and the bridge over the A661 highway just north of the junction Heddernheim.
In this context, emerged as a connection to the rest of the D- line and a clasp between the stations Heddernheimer highway and Wiesenau. For that, distance from the north portal of the north-western city tunnel to the branch direction Heddernheim was slightly pivoted to the east, with the station Heddernheimer highway shifted slightly to the east and has been newly built with 80 cm high platforms. Since October 25, 2010 took place test drives on the new route.
Two lines were on 12 December 2010 in Operation:
- The U8 line runs from South Station, connected via the A- main line, for Riedenberg and ends there. She takes on the bulk of the traffic, as long as the Section D II does not exist.
- In addition, there is the first time a U9 Line, running mainly on the D - line. The U9 runs from Ginn home to the northern end of the D- line on the Riedenberg and continue on the path up to Nieder- Eschbach.
Details of the completed section
Starting point of the D- line is the Hauptbahnhof underground station. It was opened in 1978 as a temporary terminus of the B- line and has four on the same plane arranged tracks that are accessible via two island platforms. The station extends in a north-south direction at the station forecourt and is crossed nearly at right angles from the tracks below the City-Tunnel. The trains of the lines U4 and U5 are currently using only the two middle and the westernmost track, while the eastern track, however, is only one side connected to the existing routes and therefore plan operation can not be used.
The D- line closes in a northerly direction to the railway station and follow the road to Düsseldorf Republic Square, while the tracks of the B- line branch off to the west. The existing tunnel stump is currently used as a turning facility for the U5, and 2019 is here an extension towards Europe quarters are achieved.
The D - tunnel further follows the Friedrich -Ebert-Anlage, where after a short time the Metro Station Festhalle / Messe is achieved. The station was furnished with respect to the expected passenger volumes at trade shows with an extremely wide platform. The station hall itself has double ceiling height and is illuminated by two glass cone on street level with daylight.
Planned route to the vine:
Behind the station there are two short tunnels stumps that were originally provided as an input for a subway line into the Rebstock grounds. This compound, however, was established in 2003 for reasons of cost by a tram. Immediately following this, the two single-track tunnel turn a northwest and follow the Senckenberganlage to the terminus Bockenheimer waiting. Just before the station branches off from out of town leading track in an easterly direction a single track running tunnels from which establishes a track connection to the overlying C- track. It is used only as an operating track and is only suitable for this purpose since it does not lead to the actual line tracks, but on a siding. South of the station used the Senckenberg Museum, the tunneling works for an underground two-story warehouse complex which extends over the entire width of the Senckenberganlage and also has an emergency exit in the underground tunnel system.
Bockenheimer waiting:
The Bockenheimer control itself was built in two sections. The northern part with the plane lying on C rails of the C- line was already completed in 1986. As constructed provisions the overlapping components of the D- line and a direct connection between the two platforms were built at that time already. The entire southern part of the station building with the deeper tracks of the D- line, however, was not built until 2001. As Festhalle / Messe station, the station of the D- line got a very high platform hall. Here, however, were not creative plans the cause, but the intention of the University to set up another camp of the University Library on the actual station. With the decision, the campus Bockenheim abandon the medium term, the plans were obsolete and there was the now available space situation.
Planned route to Ginnheim:
North of the station, a four-track system includes turning, which extends to just behind the Sophie street. At the outer tracks, the continuation (D II) would optionally be followed. This is the reason for the abundant amenities with tracks, as it should then continue to receive a U-turn.
Planned extensions
Bockenheimer waiting - Ginnheim (D II)
The second planned phase of construction of the D- line will connect to the Bockenheimer waiting on the track opened in 2001. The first attempt to gap closure failed in 2006, since then there have been several ideas for termination of the temporary restoration.
Subterranean course along the tram line 16
Behind the Bockenheimer waiting the planned tunnel should first follow the course of Zeppelinallee, first north of Sophie road will pass under some apartment buildings and open out at the level of the Georg- Speyer- street in the Franz- Rücker -Allee. Here, the route would have reached the existing route of the tram line 16, during which they would be largely followed on the remaining leg to Ginn 's home. At the height of Frauenfriedenskirche the first intermediate station with the name Franz- Rücker -Allee should arise. The originally planned at this point tunnel ramp was later discarded by residents protests. Instead, the tunnel would be further followed the Franz- Rücker -Allee to the north. The Federal Highway 66 and the Bockenheimer cemetery would have been west of the Ginnheimer highway underpasses, only at the level of the existing tram stop Markus Hospital of the tunnel would have again reached the tram route. Immediately following this, the second, located under the Ginnheimer highway stopover would have been achieved. This should bear the name Ginn home and replace both the existing same end of the line U1 as well as the tram stop at St. Mark's Hospital. In the area of today's light rail terminus a new tunnel ramp should arise which would have the connection between the D- line and operated since 1978 Streckenast the U1 made .
After the local elections in 2006 these plans were rejected, however, before the first sod was turned.
Above-ground profile over the Zeppelinallee
After the planned underground leadership was tilted in May 2006 for reasons of cost by the black-green majority in the city council, a complete renunciation of a second north-south axis but from a transport planning perspective does not make sense, an alternative route through the former Frankfurt was in August 2006 proposed S-Bahn department heads of Deutsche Bahn Walter Dirmeier. The plan is to guide the D - II distance in the range of the eastern Zeppelinallee to light. The rail line is to be performed in connection with two single-track trails on the edge of the park-like median strip Zeppelinallee along the Franz- Rücker -Allee, where the existing route of the tram line could be used 16. This would have to be equipped only with high platforms, a further operation of the tram would also be possible. The disadvantages of this route are:
- A reduced speed limit and the resulting higher travel time,
- Restriction to three-car trains, as the BOStrab trains does not allow of more than 75 meters of the road space,
- A tunnel ramp in urban unfavorable position ( green area and upscale residential development ).
On the other face of the tunnel solution massively reduced construction costs. This change in route was handed over to the magistrate for examination. A clear statement for or against the route was not so far. However, the solution is not currently pursued in contrast to the variants described in the following.
Project " Ginnheimer curve"
End of 2010, a citizens' initiative provided a new route for the connection of the two sections. The route is to be performed from the south in a long right turn under the Miquelallee to Grüneburgpark. After a stop at the Uni Campus Westend and the underground crossing the junction Miquellallee the Federal Highway 66 is to follow with breakpoints at the Bundesbank and Platenstraße an above-ground stretch. Under the Rosa Luxembourg Street through the connection to the existing station Ginn home is to take place.
When realizing this route tram line 16 could continue to exist, a connection to the planned streetcar loop line would also be ensured. Due to the mostly overground route construction costs would be compared to the originally planned variant also significantly lower. Contrast, however, are the loss of green spaces in the area of Plate road and the rail caused by the demolition of the Astrid Lindgren School.
Prior to the local elections in Hesse in 2011, some parties concluded on this concept. After the local elections agreed the black - green government, to develop the " closing the gap between the rail and block Ginn Home Home ( DII) " based on a 2010 feasibility study approved by a large majority.
Course along the Rosa Luxembourg Street
In the case of the currently under discussion reconstruction of the Rosa Luxembourg Street, the railway line could run there. Parallel to the variant " Ginnheimer curve", this solution is currently being examined by the magistrate.
Extension to the south
Central Station - Niederrad ( D III )
The route to Niederrad connects to 1978, built the tunnel nozzle station Hauptbahnhof, ranging currently approximately to the southern edge of the station forecourt. From here the configured tunnel follows the straight Wiesenhüttenstraße to the Main. Under the river, a curve connects to the west, approximately at the southern end of the bridge of peace he reached the other bank of the Main. Below the Theodor-Stern - Kai's to be created the first and only südmainische tunnel station of the D- line. The route follows from here straight to the Main river and reached via a ramp in the area of the University Hospital of the existing tram route. Up to the present station in 1959 inaugurated Heinrich-Hoffmann-Straße/Blutspendedienst Tramway is already traced out road independently. More extensive expansion measures are, however, required in the course of the German Order of street where the tram until now shares the track with the rest of traffic. The plane passing through the Bruchfeldstraße Tramway to Haardtwaldplatz should be discontinued and replaced by a bus service due to the low frequentation.
In the field of stop Triftstraße the route into two branches, which largely correspond to the existing tram routes to the stadium and to Schwanheim shares.
Niederrad - Swan Home
The first section of the rail line to Schwanheim was completed in 1975. The track has since been used for the tram transport and has its own rail body in middle of the road over its entire length. In the case of conversion to light rail operation, only the platforms of the existing stations to a height of 80 cm and a length of 105 meters would have to be expanded. The route runs along the Triftstraße and Adolf Miersch Road to Niederrad station, where connection is made to the S - Bahn network. Subsequently, the rail line of the Lyons road follows the Niedrrad office city. At the stop gravel path already opened in 1889 route of the former Frankfurt Forest Railway is achieved. This was also prepared mid-70s to a possible urban rail system.
Shortly after today's Tramway is already left, the light rail line will head along the Strasbourg street to the north and crosses the settlement Goldstein. The required line was already prepared the mid-70s and was supposed to occur along with the new line by Niederrad. Due to protests by local residents who feared a separation effect of the light rail line, the construction was postponed until the conversion to light rail operation. Meanwhile, however, it is planned without urban rail system in the medium term to implement the new route to improve the development of the residential area Goldstein.
On Ferdinand Dirichs - way, the existing forest railway line is reached again. Takes you along the forest edge to the terminus Rheinlandstraße, in which also the Transport Museum Frankfurt am Main is located. An extension to the southern main entrance of the Höchst Industrial Park was discussed, detailed planning does not yet exist.
Niederrad - Stadium
The Streckenast to the stadium follows from the branching at the Triftstraße south of Racetrack Road and Black Forest Road. Today's tram line runs in the middle of lanes, only the tracks in a northerly direction are partially separated by road markings from the rest of traffic. In the case of conversion to light rail operation extensive renovation project would be required here in order to reach a road independent track alignment.
From stop Oberforsthaus the route leaves the road subgrade and swivels on an axis parallel to Mörfelder highway running railway similarly upgraded route that extends after a few meters to the current stadium station. Light rail plans envisage abandoning the previous station and continue south to set up a new terminus, which is closer to the forest Stadium. Also, a continuation of the airport would be possible from here.