Overview
The A 3 begins at the border crossing Elten in North Rhine-Westphalia as a four-lane continuation of the Dutch A 12. Until Oberhausen the highway runs on the right bank of the Lower Rhine past the cities Emmerich, Wesel and Dinslaken and reaches the Ruhrgebiet. Beginning at the ''Kreuz Oberhausen'' with A 516 and A 2, the A 3 is a three-lane freeway in both directions. A 3 runs parallel to the A 59 between Dinslaken andHistory
The first plans for the northern section between Emmerich and Oberhausen, the so-called "Holland line" (Reichsautobahnstrecke 92), date to the year 1936. Despite difficulties in the route definition (industrial areas in Oberhausen and Dinslaken are crossed) was already in July 1939 with the construction to be started. Because of the Second World War, the construction work had to be stopped in October of the same year until July 1940. . Up to about a third of the earthworks were completed. The route was already cleared and construction had started on 29 buildings The first plans for the Cologne-Düsseldorf route go back to 1925. In 1929 the Provincial Association of the Prussian Rhine Province legally established the route between Cologne-Düsseldorf and in 1931 the construction started of a 2.5-kilometer section at Opladen. I was opened on 27 September 1933 and shortened the section of trunk road 8 between the two cities. The southern part of this route was not further upgraded and included in a simple bypass, now part of the B 8 / L 288 (Bonner road). In the years up to 1940, the rest of the Reichsautobahn Oberhausen (following the A 2) was built over Cologne to Wiesbaden sections. The 25-kilometer section from Cologne-Mülheim to Mettmann was opened on May 21, 1936 to traffic. In the same year, the section from Breitscheid to Oberhausen-Lirich / Duisburg-Meiderich was completed in the northerly direction. In 1937, the northern continuation of the current motorway junction Oberhausen and the gap closure between Mettmann and Breitscheid followed. The southern route allowed the direction Reichsautobahnen simultaneously from both Cologne in the south and Wiesbaden in the north. The section between the interchange Köln-Mülheim and Siegburg 30 km in length was handed over on December 17, 1937 after about three years of construction time traffic. One year later, on 15 December 1938, the 12 km section was taken to the junction Siebengebirge and on 20 September 1939 followed by another 30 km to Dierdorf. The southern section with 48 km length between the former junction Wiesbaden, today's Wiesbadener Kreuz, and the junction Limburg-Nord was opened on 23 September 1939 traffic. The most elaborate structure in this section was the then approximately 500 m long and 60 m high Lahntalbrücke. The 41.5 km long gap between Limburg and Dierdorf took place on 15 June 1940. The construction of the section south of the Wiesbadener cross with the Main Bridge between Raunheim and Eddersheim was started in 1938, but had to be discontinued in early 1943. The section from Erlangen to the Nuremberg junction was completed in 1941, partly in one lane. In 1937, planning for the motorway section from Nuremberg via Regensburg to Passau was begun. In the area between Nuremberg and Oberpfraundorf, however, a different route was chosen than the later built. The original route led over the area of the enlarged military training area Hohenfels after the Second World War. Also, in contrast to today running south of the city A 3 Deggendorf north should be bypassed. After 1939 already in some sections on the Franconian Alb and Wörth on the Danube and Deggendorf with earthworks and bridge construction work was started, they stopped the work, as on the northern section, 1942 due to the war. In the course of this work, the construction of a Danube bridge near Regensburg was started. After the war, in 1958 with the continuation of construction of the line Emmerich-Oberhausen ("Holland Line") started. In 1961, the 17,5 km long section from the cross Oberhausen to Wesel was completed. Already two years earlier, in 1959, the construction of the "Zubringers Oberhausen" as the southern extension of the road to the B 223 (today's A 516) began. Also the 7.2 km long section between the border crossing Elten and Emmerich has already been built. This was then in an area that was still under Dutch administration until 1962, the construction was in collaboration with the Dutch Road Administration. The road cross section, however, corresponded to the German standard. The construction work was completed in 1962 and completed the section. In 1963, both the "Oberhausen connection" south of the Oberhausen cross and the section between Wesel and Hamminkeln were released. The total distance from Oberhausen to the Dutch border was completed in 1965. In June 1950, the construction work on the motorway south of Wiesbaden was resumed. The completion of the 3.5 km section to Weilbach was 1951, the following 17.4 km to Frankfurt-South were inaugurated on 10 July 1956. This was near the Frankfurt Rhein-Main airport for linking with the Federal Highway 5, the Frankfurter Kreuz and thus the first motorway junction in West Germany. The 214 km section from Frankfurt to Erlangen-Tennenlohe was built within nine years. The total cost amounted to about one billion DM. During construction, 21 construction workers were killed. From 15 December 1959, the highway with the maximum four percent steep Spessart climb to Rohrbrunn was passable. The traffic clearance to Würzburg-West followed on October 27, 1961. On the way to the Nuremberg area was gradually built in the next few years. The 42 km long piece of the gap between Rottendorf and Schlüsselfeld was handed over to traffic on November 26, 1964. The line was equipped with a total of 54 rest stops in the direction of Nuremberg and 64 in the direction of Frankfurt as well as four rest stops. Between Aschaffenburg and Würzburg 11 springs and wells were offered to motorists. From Tennenlohe to the cross Nuremberg, the highway was already passable in 1941, but only in the section AS Nuremberg / Behringersdorf to AS Nürnberg-Mögeldorf two lanes. The complete release for this area could take place only 1959. The route was from 19 December 1963 from Nuremberg to Schlüsselfeld passable. After the plans for the motorway section Nuremberg-Regensburg-Passau were resumed in 1958, due to the training area Hohenfels the originally planned and partly built track could not be further developed, they decided on a route through Altorf, Neumarkt and Parsberg, the at Oberpfraundorf again on the prewar road encounters. This could be largely retained in the course. The 25.5 km long section Nittendorf-Rosenhof could be completed as early as 1965, the western adjoining, 25 km long section Parsberg-Nittendorf 1969. In 1971, the A 3 in the direction of Nuremberg was already passable for another 27.6 km to Neumarkt. Since then, the motorway from the Dutch border to the east of Regensburg (junction Rosenhof) was continuously passable. In 1968 the construction of the motorway between Deggendorf and Passau began. The 20 km long section from the motorway intersection Deggendorf to Iggensbach was completed in 1975, followed in 1978 by the subsequent approximately 21 km long route to the junction Passau -Nord and in 1979 another 9 km to Passau-Süd together with the Danube bridge Schalding. In 1983, the motorway section between Passau-South and the Austrian border was completed. Between Regensburg and Deggendorf was only built in the late 1970s to early 1980s. In 1980, the A 3 of Rosenhof was extended by 9 km to Wörth on the Danube, with a further Danube crossing was created (Danube bridge Wörth). In 1981, 20 km were added to Straubing, the gap closure to Deggendorf was opened in 1984. Thus, the highway was completely completed and passable. 1992 was a general reorganization of the motorway network in Germany. As a result, the signage had to be revised, the number of goals on the signposts was reduced, which was partly accompanied by a considerable loss of information. At the same time, a numbering of all junctions, triangles and crosses in the German motorway network was carried out. As part of this reorganization arose by linking the former A 2 section from the Dutch border at Straelen to Duisburg with the former A 430 Duisburg-Kaiserberg-Dortmund the A 40. The double designation "A 2 / A 3" for the hitherto common Motorway section from the cross Duisburg-Kaiserberg to the cross Oberhausen could thus be reduced to A 3. At the same time, the junctions of this along the city limits Duisburg / Oberhausen running part of the motorway were renamed. The junction Duisburg-Meiderich received the new name "Oberhausen-Lirich", the cross Duisburg / Oberhausen, which is located entirely on Duisburg city, the new name "Cross Oberhausen-West" and the junction Duisburg-Hamborn the new name "Oberhausen- Holten ". The name for the cross Duisburg-Kaiserberg has been corrected in "Kreuz Kaiserberg". The reference to the destination Duisburg along the A 3 from the cross Hilden in the north was deleted. Since then, there is such a hint only on the cross Breitscheid. The two connection points on Leverkusen city area were renamed in 2009. Thus, the AS 22 (Leverkusen-Opladen) was formerly called only "Opladen" and the AS 24 (Leverkusen-Zentrum) only "Leverkusen". The basis for this was a decree of the North Rhine-Westphalian Ministry of Transport (so-called "large city regulation"), which states that in connection with cities with more than 100,000 inhabitants, the city name must be prioritized. The A 3 runs parallel to theCurrent state
Netherlands to Cologne
The A3 is four-laning for the first 65 kilometers (41 mi) up from the Dutch border. There are six lanes, three lanes in each direction, between interchange ''Kreuz Oberhausen'' and ''Köln-Mülheim''. On a short part inside of ''Kreuz Kaiserberg'' the A3 has two lanes. The Autobahn is equipped with eight lanes on theCologne to Aschaffenburg
The course untilAschaffenburg to Fürth
The A3 has only four lanes from ''Aschaffenburg-Ost'' to the junction with the A 73 ''KreuzFürth to Austria
There are six lanes between ''Kreuz Fürth/Erlangen'' and ''Kreuz Nürnberg'' while the remaining section towards the Austrian border only has two lanes in each direction.Special
Between Cologne and Frankfurt anPlans and construction
North Rhine-Westphalia
The eastern Cologne ring road is to be expanded eight miles between the Leverkusen interchange and the Cologne-Heumar three-way interchange on about fourteen kilometers in length. The route between Heumar and Cologne-East was expanded between 2003 and 2005. The following section to the Cologne-Dellbrück junction was completed in 2008 and then to the junction Cologne-Mülheim in 2012. 7However, the central building in the Leverkusen interchange is reinforced as it is no longer able to cope with the burdens. The further expansion up to the Leverkusen interchange is in the federal traffic route plan (BVWP) with the status urgent need. From the investment framework plan for the years 2011 to 2015 of the Federal Ministry of Transport, Building and Urban Development, the view was expressed that for the reconstruction of the AK Leverkusen and the expansion between the interchanges Leverkusen Center and Cologne-Mülheim, the planning should be promoted priority to start construction by 2015. The planning approval decision for the eight-lane expansion in the section from Cologne-Mülheim to AS Leverkusen-Zentrum was available at the end of January 2012. The eight-lane expansion between AS Köln-Mülheim and AS Leverkusen has been open to traffic since June 2, 2017. The expansion between AK Leverkusen and AS Leverkusen-Zentrum is considered to be another important project with a realization after 2015. This further expansion of the A3 is also in direct functional connection with the expansion / conversion of the A1 between the Rhine bridge Leverkusen and the interchange Leverkusen and should therefore probably be realized together. In the BVWP 2030 an eight-lane expansion of the sections between Heumar and Königsforst was also classified, as well as between the Leverkusen and Oberhausen interchanges, as well as a conversion of the motorway junctions Oberhausen, Kaiserberg and Hilden. The north adjacent four-lane section to Dinslaken North is also urgently to be expanded to six lanes.Limburg
In the course of the new construction of the Lahntalbrücke Limburg, the highway route between km 107 and 110 was moved slightly to the east and expanded from six (without side stripes) to eight (plus side stripes) strips with additional noise barriers. This section between the junctions Limburg-Nord and Limburg-Süd takes up a lot of inner-city traffic. The official ground-breaking ceremony took place in June 2013 and the completion of the work in 2017. An eight-lane extension of the subsequent section to the Wiesbadener Kreuz received in the BVWP 2030 a classification in the Further Needs.Frankfurt
In the urgent need, it is an expansion of the Wiesbaden and Offenbacher cross planned. Between the Wiesbadener Kreuz and the Frankfurter Kreuz, as well as from Offenbach to Hanau, an eight-lane extension is planned in priority need. For the section between Mönchhof-triangle and the interchange airport (in the western part of the Frankfurter Kreuz) began in the spring of 2009, the planning approval process. The eight-lane section between Frankfurter Kreuz and Offenbacher Kreuz is to be extended to ten lanes. This expansion was classified as Further Demand with Planning Law.Aschaffenburg to Biebelried
With the status urgent need is provided in the Federal Transport Infrastructure Plan 2003, the highway from Aschaffenburg on the Spessart and Main Franconia to the intersection Biebelried six-lane expand. All sections not yet realized have been included in the investment framework plan for the years 2011 to 2015 of the Federal Ministry of Transport, Building and Urban Development as priority measures. The 19 km long western subsection from the junction Aschaffenburg up to and including Kauppenbrücke was expanded in the years 2001 to 2011 on six lanes. The Autobahndirektion Nordbayern indicated in 2016 that construction costs amounting to 580 million euros. From height Keilberg the route was moved with the Kauppenbrücke for reasons of noise protection from Waldaschaff away to the south. The 30 km long middle subsection, for which the Autobahndirektion Nordbayern in 2016 stated construction costs of 287 million euros, lies between the Kauppenbrücke and the Mainbrücke Bettingen. The 7.7 km long route to the junction Rohrbrunn was expanded since April 2013 and released on 17 November 2015 for traffic. In the direction of Würzburg, an additional fourth lane was built on the slope of the Spessart climb. The approximately five-kilometer-long route between the Rohrbrunn junction and the Haseltalbrücke (including the expansion of the Spessart Süd refueling facility) has been under construction since 2016. The construction period should be around four years and be completed in 2018. Here, the connection point is moved out of the T + R Spessart. Between 2007 and May 2012, the replacement new construction of the Haseltal bridge was erected and, in addition, two 1.2 km-long sections of the adjacent planning sections were extended on both sides of the bridge. For the following approximately -kilometer-long section to the west of Marktheidenfeld, the plan approval decision has been available since July 2008. The expansion started in 2016 and will take four years, to be completed by 2020. The plan approval decision has been in place since October 2008 for the section to the Main; the expansion began in 2014 and was expected to be completed in 2017. The adjoining Mainbrücke Bettingen was previously completed in 2001 after three and a half years of construction. The bridge is passable, but until the 6-lane completion of the adjacent sections, provisionally only four lanes are open. The eastern subsection, for which the Autobahndirektion Nordbayern 2016 construction costs of 574 million euros stated, lies between the Main Bridge Bettingen and the intersection Biebelried. It consisted of seven planned parts. The first included a 6.5 km section of track, which began east of the Main Bridge Bettingen and was in Baden-Württemberg. Construction work began in 2014 after the planning approval decision in 2007 and was completed by the end of 2017. A two kilometers after the border beginning eleven-kilometer section to the interchange Würzburg-West was extended between June 2009 and December 2011. The expansion of the 8.0 km-long section to the junction Würzburg-Heidingsfeld took place from mid-2007 to December 2009. In the direction of travel in Frankfurt, there is a 2.0 km-long lane in the incline area. The most elaborate section lies between the junctions Würzburg-Heidingsfeld and Würzburg / Randersacker and is 5.4 km long. In May 2008, after contradictions by the city of Würzburg, a new plan approval procedure was initiated, which was concluded with the plan approval decision of 17 December 2009. Afterwards, the valley bridge Heidingsfeld should be lowered and the district Heuchelhof underpassed with the Katzenberg tunnel. It is expected to have a construction time of about five and a half years. An action was brought against the decision, which the Federal Administrative Court dismissed by judgment of 3 March 2011. The preparatory work began in September 2012, the construction work in July 2014. By December 2017, the first phase of construction, consisting of the northern directional lane, the future direction Frankfurt, to be completed. Afterwards, the existing bridge will be demolished and the 2nd construction phase started. Completion with the release of both lanes is planned for the end of 2019. The subsequent 2.0 km section with the construction of the Randersacker Main Bridge and the extension of the Randersacker junction was started in 2007 and completed in July 2011. The six-lane traffic release took place together with the eastern adjacent section. In FahrtrichtungBiebelried to Fürth / Erlangen
The six-lane expansion of the route between the Biebelried interchange and the Fürth / Erlangen intersection is classified as an ongoing project in the new BVWP 2030 and is to be implemented via a public-private partnership. Planning took place during the lifetime of the FTIP 2003, with the section west of the AS key field classified as Priority Demand, and east of the AS key field in Additional Demand with planning rights. The route is divided into eleven planning sections: *In the first 2.3 km long section between the motorway junction and the main bridge Dettelbach the third lane in the direction of Würzburg since the end of 2005 under traffic. The Main Bridge was rebuilt in appropriate width and is currently marked four-lane. The plan approval decision was issued in December 2009 for the extension of the directional carriageway Nuremberg. *The subsequent 12.4 km long section to the west of the junction Wiesentheid was from August 2011 in the planning approval process. *The plan approval decision for the next 7.1 km long planning section to Fuchsberg has been available since 15 March 2011. It is expected to have a construction period of three years. *The plan approval decision was issued in December 2009 for the adjacent 5.3 km section between Fuchsberg and the Geiselwind junction. This section has been under construction since spring 2016. *For the further expansion up to the height of Aschbach (5.2 km), the plan approval decision has been available since April 2013. *For the subsequent 10.5 km to the junction Schlüsselfeld since December 18, 2013, the plan approval decision exists. Here, a construction period of three years is assumed. *The plan approval procedure was initiated in September 2014 for the 6.3 km between junction Schlüsselfeld to connection point Höchstadt-Nord and the plan approval decision was issued on 16 October 2015. *The plan approval procedure started in October 2014 for the subsequent 10.8 km between junction Höchstadt-Nord and Klebheim (east of the junction Höchstadt-Ost) *The plan approval procedure was initiated in June 2014 for the 10.0 km section between Klebheim (east of the junction Höchstadt-Ost) and the T + R Aurach. The plan approval decision took place on 18 November 2015. *Finally, a 9.4 km section between the T + R Aurach and the motorway junction Fürth / Erlangen. The Regnitz bridge has already been completed, but is currently only four-lane marked. Building law was available since April 2013. The construction period is a period of three and a half years. In addition, the Rhine-Main-Danube Canal Bridge was renewed and adapted for the six-lane expansion. Construction law was in place since October 2013, the renewal began in April 2014 and was completed on December 11, 2015. *The conversion of the AK Fürth / Erlangen with extension of the main carriageway of the A3 east of the bridge over the Main-Danube Canal was granted the construction approval in 2016.Nuremberg and Regensburg
It is planned to connect the Nuremberg Airport to the motorway with the B 4f ("Nordspange"). This creates a new connection point on the A 3. East of Neumarkt in the Upper Palatinate in December 2012, the new junction "Neumarkt East" was opened to traffic. This now bears the number "92b". However, in March 2008 the Federal Ministry of Transport approved an early start of planning. The plan approval procedure was initiated on 25 August 2014.References
External links
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