Railway route Senden – Weißenhorn

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Senden – Weißenhorn
Route map Senden-Weißenhorn
Route map Senden-Weißenhorn
Route number : 5350
Course book section (DB) : 976
Route length: 9.822 km
Gauge : 1435 mm ( standard gauge )
Maximum slope : 18.8  ‰
Minimum radius : 490 m
Top speed: 100 km / h
Legend
Route - straight ahead
 from Neu-Ulm
Station, station
 0.000 Send 486.2 m
   
 to Kempten (Allgäu)
   
 0.910 Infrastructure border DB Netz / SWU Verkehr
   
 1,370 Wullenstetten 489.3 m
Stop, stop
 2.092 Wullenstetten 400.9 m
Stop, stop
 4.095 Witzighausen 524.7 m
   
 4,500 Witzighausen 524.4 m
   
 7.755 Anst Oetinger KG / RVW GmbH, formerly Scholz AG
Stop, stop
 7.806 Weißenhorn-Eschach 497.8 m
   
 7,893 At Westfalengas AG
   
 8.010 Rst new RVW GmbH, formerly Scholz AG, pl.
   
 9.235 Established Peri GmbH / Baywa AG
Station, station
 9,622 Weissenhorn 496.1 m
   
 9.737 Anst Landhandel GmbH
End of track on open track - end
 9,822
Swell:

The Senden – Weißenhorn railway is a branch line in Bavaria . It was in 1878 as one of 15 Vizinalbahnen built in Bavaria, branches as a branch line in sending to the east of the Iller Valley Railway and leads to Weissenhorn . After the cessation of passenger traffic in 1966, the line was only used for goods traffic to the Weißenhorn industrial area. Local rail passenger transport (SPNV) has been in operation again since 2013 , with trains continuing to and from Ulm every hour . The line has been owned by Stadtwerke Ulm / Neu-Ulm since 2013 .

history

Construction and commissioning as a vicinal railway

The first considerations for a rail link from Weißenhorn were made in 1856, shortly after an association to promote the construction of the Illertalbahn was founded in Memmingen . The Weißenhorn mayor Jann tried in Memmingen to run the route from Heimertingen not in the Illertal , but through the Roth valley , which also flows through Weißenhorn. Corresponding efforts, however, had no consequences, the railway between Neu-Ulm and Memmingen was built along the entire length of the Iller. Further efforts by the Weißenhorn city council were initially unsuccessful. In 1864, a connection with Stellwagen to Vöhringen was established, creating the first connection to the Illertalbahn.

After the Kingdom of Bavaria had passed its first Vizinalbahngesetz on April 29, 1869 , which was intended to promote the addition of branch lines to the Bavarian railway network, the Weißenhorn railway plans were given new impetus. In 1872 the city commissioned the civil engineer Karl Del Bondio to plan two alternative routes from Weißenhorn to Nersingen and Vöhringen. He also examined the expected volume of traffic and recommended the connection to Nersingen, which was longer but much easier to route and would connect more places. Of the forecast costs of around 600,000 guilders (2.1 million marks ) Weißenhorn would have had to bear 100,000 guilders (350,000 marks), the city was planning a long-term loan with a term until 1926. They submitted a corresponding request to include the route the next Vizinalbahngesetz. In contrast, the General Management of the Royal Bavarian State Railways assessed Del Bondio's optimistic forecast with skepticism. She saw the connection to Nersingen as unprofitable and finally refused to include the route in the next Vizinalbahngesetz in 1874. As an alternative, the general management suggested a connection with the Illertalbahn in Senden, and in November 1875 the later general director of the state railways, Karl Schnorr von Carolsfeld , who had been entrusted with the planning, presented his corresponding drafts. The total costs should amount to 1.2 million marks. On July 29, 1876, King Ludwig II signed the next Vizinalbahngesetz, in which the Weißenhorn route was taken into account. In the same year, the contract was signed between the city of Weißenhorn and the state railway to cover part of the construction costs. In accordance with the Vizinalbahngesetz of 1869, Weißenhorn had to bear the costs of the land acquisition and the earthworks, the city's share of the costs amounted to 286,000 marks. Construction work began in the summer of 1877.

For the Vizinalbahnen in accordance with the law of 1869, the Royal Bavarian State Railways did not yet provide any special building regulations; in principle, the route should be analogous to the main lines built so far. Accordingly, the route from Senden to Weißenhorn has a relatively complex route, unlike most of the Bavarian local railways that were built later . This can be seen in the deep cut that was dug for the Witzighausen train station. The reception building of this station with its three floors and the overpass built directly at the station also correspond more to mainline standards.

After the first test run was carried out on September 4, 1878, the route was officially opened on September 15, 1878 as one of 3 vicinal railways in the Swabian district and 15 in Bavaria. Despite the invitation, no representative from the General Management from Munich appeared at the opening. The first timetable provided for four daily train pairs .

Development up to the cessation of passenger traffic

In 1908, the neighboring community of Pfaffenhofen an der Roth, north of Weißenhorn, proposed another rail link. The line should lead from Neu-Ulm via Pfaffenhofen to Weißenhorn and on through the Rothtal to Babenhausen with a connection to the Kellmünz – Babenhausen railway line . Weissenhorn would have become a railway junction. The plans were ultimately buried with the outbreak of the First World War .

The timetable on the route has remained largely constant over the decades, apart from reductions due to the war. Shortly before the start of the Second World War , six pairs of trains were offered on the connection listed as timetable route 406d from Monday to Friday, and seven on the weekends. Towards the end of the war, Weissenhorn train station was badly damaged by an American bombing raid on September 13, 1944.

After the end of the war and with the start of the motorization of private transport, demand gradually fell. This was due to the fact that the Deutsche Bundesbahn had set up a direct rail bus route from Weißenhorn to Ulm as early as July 21, 1952 , which made the previously necessary change in Senden superfluous. The offer on the road was gradually expanded to an hourly rate, but restricted on the rail. Finally, two pairs of trains ran, which had been extended from Senden to Ulm or Neu-Ulm, analogous to the bus. The discontinuation of local rail passenger transport on the route, which was last listed as timetable route 407b, finally took place on September 25, 1966. Since then, the route has only been used for freight traffic, mainly to serve the connections in the Weißenhorn industrial area Eschach and some connections at the Weißenhorn train station. Until the mid-1980s, due to the high volume of goods at the time, two pairs of trains ran daily.

Recommissioning for passenger traffic

Since the 1990s there have been repeated requests to operate the route again for passenger traffic. The railway reform begun in 1994, which transferred responsibility for local rail passenger transport to the federal states, offered new opportunities for this, since since then, local transport has no longer been financed by the federal government, but by the Free State of Bavaria. From the beginning of the 2000s, the Weißenhorn Local Agenda 21 was particularly committed to the route. At least once a year there were special trips with modern diesel multiple units of the DB ZugBus Regionalverkehr Alb-Bodensee (RAB), a subsidiary of DB Regio AG , on the occasion of the day of action without a car - mobile! Takes place in mid-September between Ulm and Weißenhorn. These were organized in the lead by the Donau-Iller-Nahverkehrsverbund (DING) and on site by the working group Mobility / Urban Development of the local Agenda 21. From 2008 local companies also campaigned for the maintenance and expansion of the line.

In summer 2008, DB Netz AG put the route out to tender for economic reasons for a purchase price of 132,600 euros for sale to other railway infrastructure companies (RIU). Track renewals would cost around six million euros over the next five years. Thereupon four interested parties reported, whereby the Stadtwerke Ulm / Neu-Ulm (SWU Verkehr GmbH) remained. The latter leased the line at the beginning of July 2009 and finally bought it in October 2013. Since the lease, SWU Verkehr GmbH has been operating the rail systems as an EIU. Before the line was expanded, it was mainly used for freight traffic.

In 2007, the Danube-Iller regional association determined a potential of 3200 commuters in a report for the rail connection from Weißenhorn via Senden to Ulm. Since then, the local transport plan of the Neu-Ulm district provided for the reactivation of the railway line. A feasibility study suggested expanding the route to 80 km / h, for which a total of around eleven million euros would be required. A new report presented to the traffic committee of the Neu-Ulm district in February 2010 provided for hourly intervals between Weißenhorn and Ulm from six in the morning to midnight, which should be compressed to half an hour after sending. By avoiding rail-parallel bus traffic and realigning it as a rail feeder to the Weißenhorn and Senden train stations, as well as setting up new stops (e.g. Weißenhorn-Eschach) and relocating them closer to the local area, an attractive rail offer should be created together with the 25-minute journey time. In the first discussions about this concept with the Bavarian Ministry of Economic Affairs and the Bavarian Railway Company (BEG) as the responsible regional rail transport authority, it became clear that short-term implementation was not possible due to the necessary planning approval procedure and the tendering of the transport services.

Two class 650 railcars ( Regio-Shuttle ) wait at Weißenhorn train station for departure towards Ulm.

On June 18, 2011, the BEG published in the Official Journal of the European Union the advance notice required by Regulation (EC) No. 1370/2007 for the tendering of regional rail services on the route to Weißenhorn. According to the advance notice, an hourly service from Ulm to Weißenhorn was planned. At the end of 2011, the infrastructure operator SWU Verkehr GmbH applied for planning approval to expand the line. According to the planning approval procedure, 38 daily shuttles between Ulm Hbf and Weißenhorn were planned as preliminary operations to the future Donau-Iller regional S-Bahn , with two additional freight trains running between 3:00 and 5:00. In December 2012, the BEG announced the scheduled hourly operation on the Ulm - Senden - Weißenhorn line to tender. The local transport company Baden-Württemberg (NVBW) was also involved in the award procedure as the responsible authority for the short section between the state border on the Neu-Ulm Danube bridge and Ulm Central Station.

On March 27, 2013, DB ZugBus Regionalverkehr Alb-Bodensee was awarded the contract for local transport services, which were initially ordered from the timetable change in December 2013 for three years until December 2016. The planning approval decision became legally binding in May 2013, so that the SWU could begin to modernize the route at a cost of ten million euros. With a new maximum speed of 100 km / h, attractive travel times are to be guaranteed. Four 55 cm high platforms and an overpass were built and nine level crossings were technically secured.

On December 14, 2013, the resumption of passenger traffic between Senden and Weißenhorn was celebrated with a ceremony at the Weißenhorn train station. Since December 15, 2013, the route under the name "Der Weißenhorner" has been used again in regular passenger traffic. According to the press release of the Donau-Iller regional association, the line is the first reactivation of a rail line for passenger traffic in Bavaria in over four decades. The Hörpolding – Traunreut railway line was reactivated in 2006 and the line to Neustadt (Waldnaab) in 2007.

With 2000 passengers on working days - instead of the forecast 1800 - the Neu-Ulm district administrator certified the railway line had a good start in mid-2014 in a half-year balance sheet. The 7 o'clock train to Ulm is so busy that it has been operated with a three-unit Regio-Shuttle since August 15, 2014. According to other information, around 1,600 person-kilometers per kilometer of operating length are recorded. In December 2015, the BEG extended the contract to DB Regio, which expired at the end of 2016, as a transitional award by three years until 2019. For the period from 2019 onwards, passenger traffic on the Weißenhorn route as part of the Ulm diesel network will be assigned by the Baden-Württemberg local transport company. In this context, the Baden-Württemberg ticket is also valid on the route to Weißenhorn , although it is entirely in Bavaria. The network was originally supposed to be awarded for 2017, but the award has been delayed, so that the direct interim award was necessary.

Route description

course

The line leaves Senden station to the south and turns in a long curve to the east. It runs along the southern edge of the Senden district of Wullenstetten on a slight slope and overcomes the relatively low eastern edge of the Illertal valley . Between Wullenstetten and Witzighausen, the route crosses under federal motorway 7 at kilometer 3.6 and shortly afterwards it reaches the highest point on the route on the northern outskirts of Witzighausen. It leads in a cut northeast around Witzighausen towards the south and crosses a local road on a three-arched concrete bridge on the eastern edge of the place. This bridge is the only major engineering structure on the route, otherwise there are only smaller stream bridges and culverts. South of Witzighausen, the route, which is slightly downhill to the terminus, turns in a wide curve to the east through fields and smaller wooded areas to the Weißenhorn industrial area of ​​Eschach. Shortly before the terminus, the line swings again in a curve to the north. Weissenhorn train station is located to the west just outside the old town. With the exception of some water passages and the arch bridge at Witzighausen, the route has no special engineering structures. The greatest gradient is 1.667%, the smallest arc radius at 490 meters.

Operating points

Send

Senden station, view from the south of the track field

The Senden station was built with the construction of the Illertalbahn in 1862. In 1878, it received additional tracks to integrate the line to Weißenhorn. The station has a total of three platforms , in addition to the main platform, two intermediate platforms that can be reached by means of a level crossing. The signal box of the station is an electromechanical signal box of the standard E43 design. With the renovation for the resumption of passenger traffic, the line to Weißenhorn was set up as a safety-related block of branches, which is operated by the Senden dispatcher .

Wullenstetten

The former Wullenstetten stop was only set up a few years after the line went into operation. It was located southwest of the village at kilometer 1.4 of the route, was mostly only used as a stop when passenger traffic was discontinued in 1966 and was dismantled after passenger traffic was discontinued. Its location is no longer structurally recognizable. With the restart, Wullenstetten received a new stop with a 140-meter-long platform a little further east at 2.1 km. There is a P + R place next to the stop . According to the SWU, the more favorable distance to Senden station and the better possible social control at the new location spoke in favor of the relocation .

Witzighausen

The reception building of the Witzighausen train station

Witzighausen was originally the only intermediate station on the line. The station was laid out in a deep cut at kilometer 4.5, with the station building on the south side above the cut. From here steps led over the embankment to the tracks. In addition to the main line, the station had a siding and a freight track. The only signals available were trapezoidal panels . After the cessation of passenger traffic, the Deutsche Bundesbahn also stopped freight traffic in Witzighausen and dismantled the remaining freight tracks. The station building, built in 1878, is quite large in view of the relatively minor importance of the station. It was built in the style typical of the Bavarian State Railways in the 1870s and has been privately owned for several years. On the ground floor of the reception building which was firehouse of volunteer firefighters Witzighausen set up the two floors above are used for residential purposes. To restart passenger traffic, the SWU built a new stop about 400 meters west of the old location with a 140-meter-long platform accessible at ground level and a P + R area.

Weißenhorn-Eschach

The Weißenhorn-Eschach stop, which is equipped with a 140-meter-long platform, was only set up with the resumption of passenger traffic. It is mainly used for rush hour traffic in the Weißenhorn industrial area there.

Weissenhorn

The station building, built in 1878, as in Witzighausen in the typical style of the Bavarian State Railways, has been privately owned since 2014. The city of Weißenhorn had previously bought it from Deutsche Bahn. It was damaged during a bombing raid on the station in 1944, but was rebuilt after the war. In the meanwhile renovated building there is a café with a beer garden.

In 1878, the station initially had three tracks and a few sidings for goods traffic. The increasing freight traffic in the 1930s led to an expansion to a total of six tracks, two of which had platforms for passenger traffic. With the commissioning of the Vizinalbahn, the Weißenhorn train station received a locomotive station assigned to the Neu-Ulm workshop with a separate locomotive shed designed for two locomotives . This had gates on both sides, so it was passable. In the first few years, at the northern end of the station, there was also a small, hand-operated turntable that was used both to turn the locomotives and to distribute freight cars to two loading ramps set up there . In terms of signaling, the station only had an entry signal , all switches are manual switches. Since the renovation for passenger traffic, Weißenhorn station has only one platform track and one transfer track. In the area of ​​the former goods shed south of the reception building, a small bus station was built to link up with the bus routes to the villages south and east of Weißenhorn.

Connecting tracks

Until the 1930s, freight traffic on the Weißenhorn route consisted exclusively of the volume in the two railway stations in Witzighausen and Weißenhorn, where agricultural goods and building materials were handled. After the so-called seizure onset upgrade the armed forces in the 1930s led to the establishment of fuel depots of the Wehrmacht in Hochwald Eschach, west of White Horn. These were given appropriate sidings and the volume of goods increased significantly.

After the war, the areas used by the Wehrmacht were used for civil industrial operations. Two connecting railways lead into the industrial area Eschach. At km 7.7, in the direction of Weißenhorn, the connection to the local aluminum smelter and scrap trade and to a former Bundeswehr depot branches off to the left ; only the smelter still has a connection. The connection to the tank farm of the Westfalengas company, which branches off to the right and only opened in 1997, is regularly served . In Weißenhorn train station there were connections to the Baywa warehouse there , the Peri plant and a land trade. Plans for a new siding for the companies PERI and Scholz have not yet been implemented.

Vehicle use

During the construction of the line, Weißenhorn station received its own locomotive station for the locomotives to be used, which functioned as a branch of the Neu-Ulm workshop . Initially, two Bavarian D-IV locomotives (DR class 88.71) were stationed. Over the years, these proved to be too weak for the increasing tensile loads. For 1902, the use of class D VI and D VII locomotives (DR class 98.75 and 98.76) is recorded. In the years up until after the Second World War, different series of Bavarian local railroad locomotives were used almost exclusively, especially the Bavarian D XI (DR / DB class 98.4) and the Bavarian GtL 4/4 (DR / DB class 98.8). The standard locomotives of the DR class 86 delivered from 1928 were also used .

From 1956 the Bavarian local railway locomotives disappeared. They were by the newer unit locomotives of the series 64 replaces that up to the attitude of the passenger traffic drove most trains, supported by Uerdingen railbuses the VT 95 series . The last passenger train on September 24, 1966 hauled the locomotive 64 001, the first locomotive of this series, with a smoke chamber door decorated with flowers for the occasion . Steam locomotives were used occasionally until 1975. Most recently it was the 50 series from the Ulm depot . Since the Neu-Ulm depot was closed in 1961, this depot has shared its use on the route with locomotives from the Kempten depot (Allgäu).

The first diesel locomotives of the V 100 series came onto the line from 1961 . These locomotives managed freight traffic even after passenger traffic was discontinued. Since the departure of the V 100 series from Kempten (Allgäu), freight traffic has been handled with class 294 diesel locomotives .

Passenger traffic was served from 2013 to 2016 by diesel multiple units of the 650 series of the DB ZugBus Regionalverkehr Alb-Bodensee (RAB). In December 2016, the operator within the DB Group was transferred from RAB to DB Regio Bayern . Vehicles from the 642 series have been in use since then .

Due to the branch line block, only one train can run at a time; there are insufficient gaps in the timetable for further journeys between journeys of the regular regional rail transport. The freight traffic to Weißenhorn, which had previously been handled during the day, therefore had to be shifted into the night.

Future prospects

In January 2018 , Interior Minister Joachim Herrmann proposed the route to Weißenhorn together with the Illertalbahn as one of seven regional electrification projects as part of the concept of the Bavarian State Government for more electromobility on the rails in Bavaria .

literature

  • Wolfram Alteneder, Clemens Schüssler: The branch lines of the BD Munich. C. Kersting, Bonn 1987, ISBN 3-925250-03-4 .
  • Siegfried Baum: Swabian Railway. The traffic history of the local railways in Central Swabia. Verlag Wolfgang Zimmer, Eppstein im Taunus 1969.
  • Siegfried Baum: Send - Weissenhorn. In: Wolf-Dietger Machel (Ed.): Secondary and narrow-gauge railways in Germany then and now. GeraMond, Munich 1998, ISSN  0949-2143 .
  • Walther Zeitler, Helge Hufschläger: The railway in Swabia. 1840 until today. Motorbuch Verlag Stuttgart 1980, ISBN 3-87943-761-0 .

Web links

Commons : Railway route Senden – Weißenhorn  - collection of pictures, videos and audio files

Individual evidence

  1. ↑ Senden – Weißenhorn. SWU Verkehr, accessed on October 28, 2013
  2. ↑ a b c Site plans and cross-sections of the planned stops. (No longer available online.) In: SWU . Archived from the original on December 7, 2013 ; Retrieved December 13, 2013 .
  3. ↑ DB Netze - Infrastructure Register
  4. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
  5. ↑ a b Alexander Schatz: The Vizinalbahn from Senden to Weißenhorn (ex KBS 407b). In: ulmereisenbahnen.de. Retrieved February 8, 2009 .
  6. ↑ Reiner Schruft: Senden - Weißenhorn (many route pictures ). In: Vergessene-Bahnen.de. Retrieved February 8, 2009 .
  7. ↑ km data according to plan approval explanatory report by SWU Verkehr GmbH from December 15, 2011
  8. ↑ Tree: Swabian Railway. The traffic history of the local railways in Central Swabia. 1969, p. 31
  9. ↑ a b Baum: Swabian Railway. The traffic history of the local railways in Central Swabia. 1969, p. 32
  10. ↑ a b Baum: Swabian Railway. The traffic history of the local railways in Central Swabia. 1969, p. 33
  11. ↑ a b Baum: Swabian Railway. The traffic history of the local railways in Central Swabia. 1969, p. 34
  12. ↑ Tree: Swabian Railway. The traffic history of the local railways in Central Swabia. 1969, p. 117
  13. ^ Deutsches Kursbuch, summer 1938, part 5, p. 23, KBS 406d
  14. ↑ Weißenhorn train station in flames. In: Südwest Presse , March 3, 2012, accessed January 25, 2016
  15. ↑ Tree: Swabian Railway. The traffic history of the local railways in Central Swabia. 1969, p. 126
  16. ^ Zeitler, Hufschläger: Die Eisenbahn in Schwaben , 1980, p. 51
  17. ↑ a b railway line Ulm - Weißenhorn: "For me a dream comes true". In: Südwest Presse , December 14, 2013, accessed on February 9, 2016
  18. ↑ Call for applications ( Memento from December 16, 2013 in the Internet Archive )
  19. ↑ Bahn-Report , Issue 2/2010, p. 70, editor: Interest group rail transport e. V., Rohr, ISSN  0178-4528
  20. ↑ Niko Dirner: Exclusive: Stadtwerke buy railway line. Südwest Presse, October 17, 2013, accessed December 21, 2013 .
  21. ↑ a b "SWU Verkehr operates the Senden - Weißenhorn railway line - the lease has been signed". In: newstix.de. July 9, 2009. Retrieved July 10, 2009 .
  22. ↑ [1] (PDF file)
  23. ↑ Bernd Kramlinger: "New Era in Local Transport"; see sketch with bus route concept. In: Augsburger Allgemeine. February 25, 2010, accessed February 13, 2011 .
  24. ↑ http://www.swp.de/ulm/lokales/kreis_neu_ulm/Bahn-faehrt-erst-im-naechsten-jahr;art4333,836829 (link not available)
  25. ↑ "Dienstleistungsau ... - 191770-2011." June 18, 2011, accessed June 20, 2011 .
  26. ↑ Regionalbahn Ulm - Weißenhorn is getting closer , press release. ( Memento from July 9, 2011 in the Internet Archive ) State Ministry for Economic Affairs, Infrastructure, Transport and Technology (PDF; 21 kB), June 20, 2011, number 310/11
  27. ^ "Railway line Senden - Weißenhorn: planning approval applied for". (PDF; 56 kB) (No longer available online.) SWU Verkehr GmbH, January 5, 2012, archived from the original on December 16, 2013 ; Retrieved January 7, 2012 .
  28. ↑ 2012, tender specifications of the Bavarian Railway Company, Ulm - Senden - Weißenhorn. (PDF; 736 kB) (No longer available online.) In: Bahnland Bayern. Bavarian Railway Company, December 2012, archived from the original on December 16, 2013 ; Retrieved December 12, 2012 .
  29. ^ Zeil: "From the end of 2013 daily hourly": Ministry of Economic Affairs Bavaria. In: langzeitarchivierung.bib-bvb.de. August 14, 2013, accessed October 18, 2018 .
  30. ↑ Plan approval decision. Upgrading of the Senden - Weißenhorn railway line by SWU Verkehr GmbH for regular local public transport, including the construction of new platforms and changes to level crossings. (PDF; 304 kB) Government of Upper Bavaria, February 19, 2013, accessed on June 11, 2013 .
  31. ↑ Modernization of the route Senden-Weißenhorn for the resumption of passenger traffic. SWU Nahverkehr, 2013, accessed on May 27, 2013 .
  32. ^ Anton Fetzer: Status of the construction work on KBS 756 Weißenhorn - Senden (with 280 pictures). June 9, 2013, accessed June 11, 2013 .
  33. ↑ Ulm: Ulm - Weißenhorn railway line opened , Südwest Presse, December 14, 2013, accessed on February 9, 2016
  34. ↑ DB ZugBus Alb-Bodensee: The Weißenhorn. (No longer available online.) Archived from the original on December 24, 2013 ; Retrieved December 24, 2013 .
  35. ↑ http://www.rvdi.de/aktuelles/meldung/2013/06/erster-stufe-zur-regio-s-bahn-spatenstich-am-bahnhof-weissenhorn.html
  36. ↑ "New rail connection to Senden: Demand exceeds expectations". In: Südwestpresse , July 11, 2014, accessed on August 6, 2014.
  37. ↑ Der Weißenhorn: More capacity in school traffic ( Memento from September 12, 2014 in the Internet Archive ) Press release from Deutsche Bahn
  38. ↑ A passenger record for the festival. In: swp.de. December 11, 2018, accessed December 17, 2018 .
  39. ↑ Area of ​​application of the Baden-Württemberg-Ticket at www.bahn.de, accessed on June 14, 2018
  40. ↑ Direct awarding of Send - Weißenhorn to DB Regio. In Eurailpress.de , December 16, 2015, accessed January 25, 2016
  41. ↑ a b Baum: Swabian Railway. The traffic history of the local railways in Central Swabia . 1969, p. 97
  42. ↑ List of German signal boxes, Senden station , stellwerke.de, accessed on February 8, 2016
  43. ↑ a b SWU tender: upgrading of the Senden-Weißenhorn railway line. ( Memento of February 8, 2016 in the Internet Archive ) December 13, 2012, accessed on February 8, 2016
  44. ↑ Stadtwerke Ulm / Neu-Ulm: Wullenstetten site plan ( Memento from February 15, 2016 in the Internet Archive ), accessed on July 31, 2016
  45. ↑ SWU: Questions and answers on the modernization of the Senden-Weißenhorn line for the resumption of passenger traffic. ( February 8, 2016 memento in the Internet Archive ) Retrieved February 8, 2016
  46. ^ Stadtwerke Ulm / Neu-Ulm: Witzighausen site plan. ( Memento of February 15, 2016 in the Internet Archive ) Retrieved July 31, 2016
  47. ^ Stadtwerke Ulm / Neu-Ulm: Site plan Weißenhorn-Eschach. ( Memento of February 15, 2016 in the Internet Archive ) Retrieved July 31, 2016
  48. ↑ Weißenhorn: Distinctive train station newly renovated. In: Südwest-Presse , December 9, 2014, accessed January 25, 2016
  49. ↑ Tree: Swabian Railway. The traffic history of the local railways in Central Swabia . 1969, p. 101
  50. ^ Stadtwerke Ulm / Neu-Ulm: Map of the Weißenhorn railway station. ( Memento of February 15, 2016 in the Internet Archive ) Retrieved July 31, 2016
  51. ↑ Weißenhorn wants to designate the former military area as an industrial area. In: Südwest-Presse , January 28, 2015, accessed on January 25, 2016
  52. ^ Plant connection Westfalengas, Weißenhorn-Eschach. In: habenebahnen.de , accessed on January 25, 2016
  53. ↑ Route customer ex-KBS 407b with information and travel times, etc. In: ulmereisenbahnen.de , accessed on January 25, 2015
  54. ↑ Companies stand for expansion: Clear yes to the Weißenhorn location ( Memento from February 9, 2016 in the Internet Archive ) In: Südwest Presse , March 28, 2009
  55. ↑ Tree: Swabian Railway. The traffic history of the local railways in Central Swabia. 1969, p. 137
  56. ↑ Tree: Swabian Railway. The traffic history of the local railways in Central Swabia. 1969, p. 93
  57. ↑ Alteneder / Schüssler: The branch lines of the BD Munich , 1987, p. 147
  58. ↑ Nico Dirner: Quality ranking: Better grades for the train line "Der Weißenhorner". In: swp.de. Retrieved July 17, 2017 .
  59. ↑ More electromobility on the rails. Bavarian State Ministry of the Interior, for Sport and Integration, January 23, 2018, accessed on June 2, 2019 .
This version was added to the list of articles worth reading on August 1, 2016 .