18-684: The Offenbach City Tunnel is a railway tunnel on the Frankfurt Schlachthof–Hanau railway in Offenbach am Main in the German state of Hesse . It is used by all of the eastern branches of the Rhine-Main S-Bahn ( S1 , S2 , S8 and S9 ). It runs largely under Berliner Straße. Several options were considered and the current route was selected in 1983. Finance for the project was agreed on 4 December 1986, and planning approval
36-411: Is a railway tunnel on the Frankfurt Schlachthof–Hanau railway in Offenbach am Main in the German state of Hesse . It is used by all of the eastern branches of the Rhine-Main S-Bahn ( S1 , S2 , S8 and S9 ). It runs largely under Berliner Straße. Several options were considered and the current route was selected in 1983. Finance for the project was agreed on 4 December 1986, and planning approval
54-608: The Frankfurt–Göttingen railway , using the former route of the Frankfurt–Offenbach Local Railway . It continues to follow the line, even when it dives into the Offenbach City Tunnel shortly afterwards. The line bypasses Offenbach (Main) Hauptbahnhof and runs to Offenbach Ost , where it resurfaces and resumes running parallel with the long-distance line to Hanau Hauptbahnhof. Shortly before
72-572: The Offenbach City Tunnel and Mühlheim with Hanau . It mostly runs parallel to the Frankfurt–Göttingen railway and was built to relieve the busy long-distance railway line. To distinguish it from the planned North Main S-Bahn to Hanau via Maintal , the route is also referred to as the South Main S-Bahn . Prior to the construction of the line between Frankfurt and Offenbach, five different options were examined. Three options provided for
90-670: The Offenbach City Tunnel went into operation on 23 May 1995. A few days later, on 28 May, the entire line to Hanau was put into operation. The line separates between the Ostendstraße and Lokalbahnhof stations in the Frankfurt (Main) Schlachthof depot at a level junction from the Frankfurt Hbf (underground)–Frankfurt Süd railway and runs briefly above ground at the former Frankfurt-Oberrad station, parallel to
108-641: The completion of the upgrading of the Rodgau Railway as well as the route to Dietzenbach on 23 March 2001 lines S1, S2, S8 and S9 now run through the Offenbach City Tunnel. Limited capacity in the Frankfurt City Tunnel until 13 June 2010, meant that line S2—in contrast to the other lines—could only run every half-hour, while additional peak hour S2 trains could only operate between Dietzenbach and Offenbach Hauptbahnhof and between Frankfurt Hauptbahnhof and Niedernhausen rather than use
126-506: The completion of the upgrading of the Rodgau Railway as well as the route to Dietzenbach on 23 March 2001 lines S1, S2, S8 and S9 now run through the Offenbach City Tunnel. Limited capacity in the Frankfurt City Tunnel until 13 June 2010, meant that line S2—in contrast to the other lines—could only run every half-hour, while additional peak hour S2 trains could only operate between Dietzenbach and Offenbach Hauptbahnhof and between Frankfurt Hauptbahnhof and Niedernhausen rather than use
144-462: The conclusion that an underground route offered greater benefits than the development of the existing line in Offenbach's built-up area, despite the costs. The decision was therefore made to run the line parallel to the existing line only on the short section north of Oberrad in order to realise the Offenbach City Tunnel in Offenbach. In the eastern section, the tunnel largely follows the route of
162-503: The end of the line, it crosses the Main , otherwise the line runs on the south bank of the Main. The S-Bahn route runs south of the long-distance line between Offenbach Ost and Dietesheim and then pivots to the north side. The entire section is single-track except for the section between Mühlheim and Dietesheim, with Steinheim station also only having one platform edge. A single-track It ends at
180-580: The extension of the Frankfurt City Tunnel in different forms, in which a tunnel from Oberrad was planned in the southern (option D), middle (option C) or northern (option B) areas and the line would then run from the western boundary of the Offenbach built-up area parallel to the existing long-distance line towards Offenbach Hbf . However, these options would have meant—at least during the construction period, possibly also permanently due to changes in groundwater flows–a massive intervention in
198-417: The former Frankfurt–Offenbach Local Railway , which was closed in 1955 due to financial losses and low demand and Berliner Straße (street) was built on its route. The first section between Frankfurt (Main) Schlachthof junction and Frankfurt (Main) Mühlberg station was opened in 1992. This part of the line lies entirely in a branch of the Frankfurt City Tunnel. The section of the line to Offenbach Ost through
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#1732781178140216-723: The northern-most platform in Hanau Hauptbahnhof so that in future it can also be served by the North Main S-Bahn line. The chainage is continued from the Frankfurt Hbf–Frankfurt Süd line . This begins in Frankfurt (Main) Hbf (underground) at kilometre 50. Today, S-Bahn lines S1 , S2 , S8 and S9 operate on the line. Lines S1 and S2 only use the line between Frankfurt and Offenbach Ost, from where they continue to Rödermark-Ober Roden and Dietzenbach respectively. The S8 only runs to Hanau during
234-769: The peak hour and otherwise ends in Offenbach Ost. The S9 runs over the entire length of the line. All S-Bahn lines run every half hour, so there are eight trains an hour between Frankfurt and Offenbach Ost and two trains an hour between Offenbach Ost and Hanau. During rush hour, there is a 15-minute interval on the Offenbach–Hanau section. Until November 2014, mainly DB Class 420 trains were used, but since then usually class 430 trains are used. Due to earmarked funding, only S-Bahn trains are generally allowed to run between Offenbach Ost and Hanau north side. Offenbach City Tunnel The Offenbach City Tunnel
252-413: The tunnel. In the course of the Offenbach City Tunnel, S-Bahn trains stop at three stations: Kaiserlei, Ledermuseum ( Leather Museum ) and Marktplatz. All stations are very similar in construction. Frankfurt Schlachthof%E2%80%93Hanau railway The Frankfurt Schlachthof–Hanau railway is a railway line that is used by the Rhine-Main S-Bahn and connects the Frankfurt City Tunnel via
270-466: The usability of the areas for agriculture, so that some saw it as a threat to farms in Oberrad. After protests, the city of Frankfurt withdrew its original approval for the Oberrad routes. Another option (option A) envisaged building the line largely parallel to the existing line. Only at Kaiserlei would a short tunnel have been built to bring the S-Bahn line closer to the town. Instead of the option that
288-518: Was achieved at the end of 1990, allowing construction to begin. However, the symbolic beginning of construction was on 23 March 1988. Parts of the new line run along or below the route of the former Lokalbahn line . The line between Frankfurt-Mühlberg and Offenbach Ost was opened on 23 May 1995. This was linked with the extension of line S8 to Hanau , while line S1 only went as far as Offenbach Ost. Line S2—which had previously terminated at Muhlberg—was diverted to Frankfurt South station . Following
306-518: Was achieved at the end of 1990, allowing construction to begin. However, the symbolic beginning of construction was on 23 March 1988. Parts of the new line run along or below the route of the former Lokalbahn line . The line between Frankfurt-Mühlberg and Offenbach Ost was opened on 23 May 1995. This was linked with the extension of line S8 to Hanau , while line S1 only went as far as Offenbach Ost. Line S2—which had previously terminated at Muhlberg—was diverted to Frankfurt South station . Following
324-413: Was ultimately implemented, the line would then have turned south to run parallel to the long-distance line again a little later and continue to Offenbach Hbf. Just as with the line implemented, this draft provided for the option of building a station to serve up to 20,000 visitors to a planned sports hall. In the autumn of 1983, a cost–benefit analysis by Gerhard Heimerl for the route in Offenbach came to
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