Munich – Augsburg railway line
| Munich Hbf – Augsburg Hbf | |
|---|---|
 An ICE 1 on the journey from Augsburg to Munich
| |
 Route
| |
| Route number (DB) : | 5503 (Munich – Augsburg) 5540 (Munich – Munich-Pasing) 5543 (Munich-Pasing – Mammendorf) 5581 (Olching – Augsburg) |
| Course book section (DB) : | 981 (Munich – Augsburg) 999.3 (Munich – Mammendorf) |
| Route length: | 61.9 km |
| Gauge : | 1435 mm ( standard gauge ) |
| Route class : | D4 |
| Power system : | 15 kV 16.7 Hz ~ |
| Top speed: | 160/230 km / h |
| Dual track : | Munich Hbf – Augsburg Hbf |
The Munich – Augsburg railway is an electrified 61.9 kilometer main line in Bavaria that connects the cities of Munich and Augsburg . The railway line with local and long-distance traffic as well as goods traffic is part of the Bavarian Maximiliansbahn and the main line for Europe .
It was built and put into operation as the second railway line in Bavaria and is considered the first Bavarian main transport route.
course
The railway line leaves Munich train station heading west, with several branches from other railway lines. From Munich-Pasing , the four-track line (two tracks for S-Bahn , two tracks for long-distance and regional traffic) runs in a north-westerly direction.
Before Olching , the tracks of the freight train north ring join the line. A freight train track coming from the Munich North marshalling yard crosses the two tracks for long-distance and regional traffic on a one-kilometer flyover structure . This is also where the high-speed tracks begin. In the direction of Augsburg, the left pair of tracks is used by the S-Bahn . To the right of it is a so-called NGV track for regional and freight traffic . Even further to the right is the so-called HGV pair of tracks for high-speed traffic . The second NGV track is on the far right so that the HGV tracks are between the two NGV tracks. The turnout connections in Olching can be used in the branching line with up to 130 km / h.
After Olching the railway line crosses the Amper and swings in a westerly direction. After the village of Gernlinden , the right NGV track changes under a flyover to the other side of the two HGV tracks, so that the two HGV tracks are now on the far right in the direction of Augsburg, the NGV tracks in the middle and the S-Bahn on the far left - tracks. The HGV tracks are equipped with line train control.
There are two tracks available for the S-Bahn to Maisach . From Maisach to Mammendorf , the S-Bahn line will only continue on a single track. The S-Bahn tracks end in Mammendorf.
Behind Mammendorf, the four-track line (two tracks for regional and freight traffic, two tracks for long-distance traffic) runs in a north-westerly direction.
At Haspelmoor the route crosses the moor of the same name . At Mering, the Ammerseebahn is added from Weilheim in Upper Bavaria ( Ammersee ) and the Paar is crossed, then the railway runs in a northerly direction parallel to the Lech . At Augsburg-Hochzoll , the line swings west and the tracks of the Paartalbahn from Ingolstadt merge with the HGV tracks on the line. The Lech is crossed shortly before the Augsburg train station.
history
See also: Bavarian Maximiliansbahn
In 1835 trading houses from Munich and Augsburg formed an association with the aim of building a railway between the two cities. The project was approved that same year. The royal district engineer Paul Camille Denis , who had already planned the Ludwig Railway between Nuremberg and Fürth , was commissioned to process it. By 1837 he was able to complete the plans and cost estimates for the first Bavarian main road.
With regard to the construction of this railway, the Bavarian state had formulated binding principles in the "Fundamental provisions for all railway statutes in Bavaria" published on September 28, 1836. For example, the track width was set at 4 feet 8½ inches, and the tracks should be able to “accommodate and move heavy loads of goods and other loads”. Financing should come from private sources only.
On July 23, 1837, the Munich-Augsburger Eisenbahn-Gesellschaft was founded. The expropriation law passed in November 1837 facilitated the necessary land acquisitions. 1838 started from Munich of the construction of the track, on December 7, 1839 was about 31 bridges and culverts across Maisach reached. A few months later, shortly before its completion, 90% of the share capital had been consumed. The royal ministry refused to approve state funds, but approved a loan of 1.8 million marks. On October 4, 1840, the line went into operation along its entire length. That month, 21,000 travelers and a thousand quintals of goods were carried.
The construction of the line proved difficult in several respects. The tracks had to be run over bogs , which made extensive drainage measures necessary. The Lech Bridge near Augsburg with a clear width of 94.85 m was built from wood by carpenters , as large iron parts had to be imported at great expense . All rails with a weight of 24.9 kilograms per meter were bought in England, only the rail chairs could be supplied by Bavarian ironworks .
The locomotives, too, were initially made in England. It is true that the entrepreneur Joseph Anton von Maffei , who was also a member of the board of the Munich-Augsburger Eisenbahn-Gesellschaft, put a suitable locomotive on the tracks in 1841 with the machine " Der Münchner ". The acceptance dispute with the Royal Railway Construction Commission due to the lack of adjustable steam expansion dragged on for six years. It was not until May 14, 1844 that a machine built in Germany, again by Maffei, finally made its way from Munich to Augsburg.
After the nationalization of the Munich-Augsburger Eisenbahn-Gesellschaft - it was sold to the Kingdom of Bavaria for 4.4 million guilders on October 1, 1844 due to its low profitability - a new main train station was built in 1846 at Rosenauberg in Augsburg. In Oberhausen new railway systems were created and connected, the old stations at the Red Gate and in Oberhausen were given up. In Munich, Friedrich Bürklein built the new main train station in 1848 in its current location and replaced the temporary wooden structure in Pasing with the stone building of the old Pasing train station .
On July 2, 1907, the high- speed locomotive S2 / 6 from Maffei reached a record speed for steam locomotives of 154 km / h on the line. This record lasted 29 years. The most famous train at that time was the Orient Express from Paris via Strasbourg , Stuttgart , Munich , Vienna and Belgrade to Constantinople .
On the 42.7 kilometer section between Lochhausen and Augsburg-Hochzoll , scheduled operation began in 1977 with a maximum speed of 200 km / h. For the first time in Germany, this speed was regularly reached with numerous trains in scheduled operation. This scheduled passenger train operation at 200 km / h goes back to an exceptional approval by the Federal Minister of Transport on September 25, 1977.
For the International Transport Exhibition in Munich, two pairs of trains (designated as D 10/11 and D 12/13) drove over the route at 200 km / h between June 26 and October 3, 1965 . For the first time in Germany, regular passenger trains ran at this speed. The trains were formed from four pre- series locomotives of the E 03 series (commissioned in 1963) and TEE wagons. Around half of the 62 km long route (km 8.7 to km 19.2 and km 20.1 to 54.8) could be driven at 200 km / h, between km 19.2 and km 20.1, however, only 120 km / h. The journey time was 26 minutes. The speed could only be increased when there was no train coming towards you. The trains ran in Munich from the high-speed platform of the exhibition center. A pair of high-speed trains was offered Monday to Friday, and there were two on weekends. The fare was three or four D-Marks.
From May 28, 1967, the pair of trains TEE 54/55 "Blauer Enzian" ran on the route at speeds of up to 180 km / h with an exception permit from the Federal Minister of Transport. In order to test a new form of line train control , the pairs of trains “Blauer Enzian” (TEE 54/55) and “Rheinblitz” (F 27/28) reached a scheduled speed of 200 km / h on the same route with a special permit from May 1968. Due to intermittent traffic in the dark, the TEE train pair 11/12 Rembrandt was only allowed to run at 180 km / h. It was the first railway line to receive an early form of the newly developed line train control. The LZB was also used in regular operation from 1967 to 1969. It was not available from 1969 to 1974.
As part of the expansion program for the Deutsche Bundesbahn network in 1970, a 220 km long new line was planned between Stuttgart and Munich via Augsburg under the name of the supplementary line Stuttgart – Ulm – Augsburg – Munich . These plans were later discontinued.
In 1976, separate tracks for the S-Bahn went into operation between Olching and the main train station.
In the course of the Augsburg variant of the new and upgraded Nuremberg – Munich line, it was planned, according to the planning status of 1989, to run express trains from Augsburg in the direction of Munich initially over the Augsburg – Buchloe line to the south of Inningen , and then in a curve south to Königsbrunn and merching past Haspelmoor into the railway line to Munich.
In 2003, 290 trains ran daily on the route. In 2011 there were around 350 trains per day on the route.
expansion
At the end of the 1970s, the Federal Railroad saw the line's performance limit as having been reached and, in 1980, awarded the Munich Federal Railway Directorate the planning order for a third track.
In the planning section of the 1985 Federal Transport Infrastructure Plan, the Augsburg – Munich route was included with investment costs of 65 million DM. In the Federal Transport Infrastructure Plan for 1992 , the project was carried out in excess of the urgent needs at an estimated cost of 910 million DM. A four-track expansion was planned. 1992 belonged to a 54-kilometer section of the route of the five routes that primarily with CIR ELKE - High performance block should be equipped.
The 44-kilometer section between Augsburg and Olching was expanded from two to four tracks. Regional and freight traffic on the one hand and long-distance trains on the other hand each received two separate tracks . Heavy and slower freight trains no longer slow down the high speed of the ICEs. The design speed of the two long-distance tracks is 230 km / h. The two tracks for regional and freight traffic were designed for 160 km / h. The Munich S-Bahn runs between Mammendorf and Munich on two additional tracks of its own (one track between Mammendorf and Maisach).
In May 1991, the six-month spatial planning process for the expansion began, in which two options were considered for the expansion of the line between Augsburg and Olching: In addition to a four-track expansion along the existing line, a line between Augsburg and Haspelmoor was also laid over Inningen and south past Mering checked. This southern bypass of Augsburg with the so-called Meringer Spange was discarded for ecological reasons.
The preliminary planning was started in early 1992 and completed in spring 1993; The advantages and disadvantages of different design speeds of 200 to 250 km / h were weighed up against each other. The total costs were calculated at 1.181 billion D-Marks. The design and approval planning began in mid-1994. In February 1995 the first plan approval procedure for the Kissing area was initiated. The last plan approval procedure in the Haspelmoor and Nannhofen areas was completed in March 2003. Most of the private objections related to noise protection issues. A handful of lawsuits were filed against the project .
On November 10, 1997, the financing agreement between the federal government and Deutsche Bahn was concluded. The symbolic groundbreaking ceremony for the four-track expansion on May 4, 1998 at Kissing station was attended by the then Bavarian Prime Minister Edmund Stoiber and Federal Minister of Finance Theo Waigel . The construction work should be completed in 2003.
The expansion project was divided into six planning phases. The planning approval decisions were issued between August 1996 and May 2004. In the western section between Augsburg and Kissing , work began in February 1998. At the beginning of 2000, the commissioning of the entire project was expected in 2004. The first new tracks can be used there since the beginning of 2003.
On March 9, 2000, construction work began on the new Lech bridge (126 m) in Augsburg. At first a new double-track bridge was built; After the train traffic was relocated, the old bridge was removed and replaced by a new one. Contrary to previous plans, the DB announced at the beginning of 2001 that it would want to expand the line to four tracks throughout. After completion of the Augsburg - Mering expansion (planned for 2004), the section to the Munich Nordring in Olching should follow by 2008. The total investment was put at one billion DM. The start of construction on the Amperbrücke Esting followed in August 2002. It was planned to complete the expansion project by 2006. This started the expansion in the eastern section between Mering and Olching.
The expansion project was stopped twice, in 1999 and 2004, due to a lack of federal funds. At the beginning of 2004, Deutsche Bahn considered temporarily canceling the expansion. According to DB calculations, the estimated demolition costs would have accounted for up to 33 percent of the outstanding completion costs. Those plans were ultimately dropped and continued to be completed through 2008. According to its own information, the Free State of Bavaria had intervened against the planned demolition.
As part of the four-track expansion, around 1.2 million cubic meters of soil and 116 kilometers of track had to be built and laid over the entire length of the expansion sections. So that the train traffic was affected as little as possible by the construction work, the new track systems were initially built parallel to the existing line. Between Olching and Mering, the two additional tracks were generally laid north of the existing route , in the Mering – Augsburg section on the southern and western sides. For this purpose, embankments were piled up and widened and the ballast , rails and sleepers were laid on top. Finally, the overhead contact line and the control and safety technology followed (e.g. signals and systems for train control). The existing lane plan signal box in Augsburg Hbf was expanded and adapted.
In addition, the electronic signal box in Mering was upgraded and connected to the operations center in Munich. In Augsburg-Hochzoll , Kissing and Haspelmoor , the ESTW sub-units were expanded or converted, and the Nannhofen , Maisach and Olching stations were also gradually converted from track plan signal boxes to ESTW and connected to Mering. Only then did the complete modernization of the old infrastructure take place in further steps, with the replacement of the tracks and sleepers up to the underground renovation and the rebuilding of the embankment.
In mid-August 2011, an electronic signal box went into operation in the Munich-Pasing train station, which controls the section between Munich-Lochhausen and -Neuhausen.
As part of the route expansion, the residents along the route received extensive noise protection. In the city of Augsburg alone, noise barriers were built over a length of around 20 kilometers .
facts and figures
- Length: 61 kilometers
- Length of the expansion sections: 44 kilometers
- Line speed: up to 230 km / h in ICE traffic; up to 160 km / h in local and freight traffic
- As part of the expansion:
- 95.3 hectares of land acquired
- 43 kilometers of new embankment,
- 7.5 kilometers of new retaining walls built,
- 116 km of tracks and 104 points laid,
- 52 railway and 19 road bridges renewed or adapted,
- 46 km of soundproof walls were built as well
- nine island platforms and three outside platforms adapted or newly built.
In the investment framework plan for the federal transport infrastructure up to 2010 , investments of 556 million euros are planned for the first expansion stage (price as of 2006). Up to 2005 a total of 303.5 million of these had been spent. Federal funds of 215 million euros are to be invested between 2006 and 2010. Beyond this period there is a financing requirement of 37.6 million euros (federal funds from 2011, own funds DB AG and contributions from third parties from 2006).
In the first stage, when the timetable was changed in December 2007, all four new tracks were put into operation between Augsburg Hbf and Augsburg-Hochzoll, and the two new tracks between Augsburg-Hochzoll and Haspelmoor were also used. The next stage of expansion was the single-track section between Olching and Gernlinden. A temporary Gernlinden junction was set up for this purpose.
On October 21, 2008, the last gap between Mering and Augsburg was closed. With the timetable change on December 14, 2008, this section went into operation together with the new St. Afra stop. The travel time after completion of the construction work should be 28 minutes.
The upgraded line has been in continuous four-track operation since June 6, 2011, but was not yet passable on the two high-speed tracks at 230 km / h.
On December 10, 2011, the expanded line was inaugurated with a special trip. Since then, the high-speed tracks can be driven at up to 230 km / h. A total of around 750 million euros was invested.
With a top speed of 230 km / h (on the long-distance tracks), the travel time between Munich and Augsburg in long-distance traffic should drop to under half an hour. The scheduled travel times between the main train stations in Munich and Augsburg in the 2011/2012 annual timetable are between 26 and 35 minutes, most of them between 31 and 33 minutes.
In the course of the expansion measures, the liner train control was taken out of operation in 2005 and put back into operation on December 11, 2011 with a new LZB headquarters in Mering. The line train control beginning in Augsburg-Hochzoll was withdrawn from Munich-Lochhausen to the Olching area and the high-speed section of the route was shortened by around 7 km compared to the original state.
Further expansion
The route is to be equipped with digital interlockings and ETCS by 2030 as part of the starter package for Digital Rail Germany .
business
The 61 kilometer long railway line between Augsburg and Munich is one of the busiest railway lines in Germany with around 300 trains a day. It is also of great importance as a traffic axis in international traffic and, as part of the east-west artery, connects the major European cities of Budapest and Vienna with Paris. Since ICE traffic from and in the direction of Nuremberg was shifted to the high-speed line Nuremberg – Ingolstadt – Munich in December 2006 , the number of high-speed trains has decreased significantly.
Long-distance, regional and freight trains run in parallel on the Munich-Augsburg route . Long-distance trains only stop at the two main train stations and in the Pasing district of Munich . On the section from Mammendorf to Munich Central Station, the line runs parallel to line S3 of the Munich S-Bahn . The establishment of an S-Bahn line ( S-Bahn Augsburg ) is also planned on the Augsburg – Mammendorf section . The two terminus stations are important transfer stations. The train station in Mering is also important because of the link to the Ammerseebahn to Weilheim in Upper Bavaria .
In long-distance traffic, one to two Intercity-Express and InterCity trains run every hour in each direction on lines from Munich via Ulm to Stuttgart and from there to various other destinations. There is also an ICE line from Munich that runs every two hours, which branches off the route in Augsburg and leads via Nuremberg in the direction of Hamburg , as well as an ICE line that also runs every two hours, which runs in Augsburg towards Hamburg Würzburg branches off.
It run every half-hour clock regional express trains (also regional trains ) between Munich and Augsburg, they are there in most cases winged and run on to Ulm, Dinkelscherben, Donauwörth or Treuchtlingen. Until the timetable change in December 2008, locomotives of the DB class 111 were used almost without exception . After a transitional period, Deutsche Bahn has been using Alstom Coradia Continental trains almost exclusively since December 2009 .
The number of passengers on the so-called Fugger Express, which runs between Munich, Donauwörth and Dinkelscherben, increased by 20 percent between 2009 and the beginning of 2014. In 2013, journeys increased by 3.3 percent to 13.3 million. In 2014, 13.4 million travelers were counted.
Between Augsburg and Mammendorf , the route is assigned to the Augsburger Verkehrsverbund (AVV), and between Althegnenberg and Munich to the Münchner Verkehrsverbund (MVV). The MVV applies to journeys between Althegnenberg and Mammendorf.
literature
- DB ProjektBau GmbH (Ed.): Extension of the Augsburg – Munich line. Building at Deutsche Bahn . DVV Media Group , Hamburg 2011, ISBN 978-3-7771-0434-8 .
Web links
- Route, operating points and permissible speeds on the OpenRailwayMap
Individual evidence
- ↑ DB Netze - Infrastructure Register
- ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
- ↑ a b c Bernhard Ücker: The Bavarian Railway. 1835 to 1920 . Süddeutscher Verlag, Munich 1985, ISBN 3-7991-6255-0 , p. 19 .
- ↑ a b c d e f g h i DB ProjektBau GmbH (ed.): Expansion of the Augsburg – Munich line. Building at Deutsche Bahn . DVV Media Group , Hamburg 2011, ISBN 978-3-7771-0434-8 , pp. 26 f, 29-32, 38, 95.
- ↑ a b Bernhard Ücker, op. Cit. , P. 20.
- ↑ Bernhard Ücker, op. Cit. , P. 21.
- ↑ Bernhard Ücker, op. Cit. , P. 22.
- ↑ Markus Hehl: The steam locomotive era in Swabia. Klartext Verlag, Essen, 2011, ISBN 978-3-8375-0613-6 , page 11.
- ↑ a b c Hans Kratzer: Race track on rails . In: Süddeutsche Zeitung . No. 67 , March 21, 2015, ISSN 0174-4917 , p. 81 .
- ↑ Wolfgang Klee: Bavarian Railway History - Part 1: 1835-1875, Bayern Report 1, Hermann Merker Verlag, Fürstenfeldbruck 1994.
- ^ A b Rüdiger Block: ICE racetrack: the new lines . In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 36-45.
- ↑ Without an author: The further plans of the Neue Bahn . In: Bahn-Special , Die Neue Bahn . No. 1, 1991, Gera-Nova-Verlag, Munich, p. 78 f.
- ^ Deutsche Bundesbahn, Bundesbahndirektion Augsburg: Book timetable. Book 2A. Valid from May 30, 1965 until further notice (…) for all through passenger and express freight trains on the route: Munich – Augsburg – Treuchtlingen (…) , p. 5 f.
- ↑ Heinz Dürr , Knut Reimers (Ed.): High-speed traffic . 1st edition. Hestra-Verlag, 1991, ISBN 3-7771-0234-2 ( Yearbook of Railways , Volume 42), p. 39.
- ↑ Deutsche Bundesbahn (ed.): Reality on rails. The railway show in the outdoor area . Six-page brochure, ca.1965.
- ^ Ernst Kockelkorn: Effects of the new railway building and operating regulations (EBO) on railway operations . In: The Federal Railroad . tape 41 , no. 13/14 , 1967, ISSN 0007-5876 , pp. 445-452 .
- ↑ a b c d e f Ralf Roman Rossberg : Slow rapid train . In: Eisenbahn Magazin . No. 12 , 2010, p. 32-33 .
- ^ Gunther Ellwanger: New lines and express services of the German Federal Railroad. Chronology. In: Knut Reimers, Wilhelm Linkerhägner (Ed.): Paths to the future. New construction and expansion lines of the DB . Hestra Verlag Darmstadt, 1987, ISBN 3-7771-0200-8 , pp. 245-250.
- ^ Walter Schmitz: Line train control (LZB) . In: signal + wire . 61, No. 2, 1969, pp. 17-23.
- ^ Eduard Murr: Functional further development of the line train control (LZB) . In: Deutsche Bahn . tape 68 , no. 7 , 1992, ISSN 0007-5876 , pp. 743-748 .
- ↑ Paul Werner: Expansion and supplementation of the route network of the German Federal Railroad . In: Eisenbahntechnische Rundschau , issue 1/1971, January / February 1971, pp. 16-20.
- ↑ For the ICE, heads are smoking . In: Augsburger Allgemeine , October 6, 1989.
- ↑ Multi-track gravel life . In: Süddeutsche Zeitung , No. 175, 2003, ISSN 0174-4917 , p. 40.
- ↑ a b DB Mobility Logistics AG (Ed.): Inauguration of the high-speed line Munich– Augsburg . Press release from December 12, 2011.
- ^ Wilhelm Linkerhägner: Bundesverkehrswegeplanung '85 . In: The Federal Railroad . tape 66 , no. 10 , 1990, ISSN 0007-5876 , pp. 933-936 .
- ^ Hans Peter Weber, Michael Rebentisch: The Federal Transport Infrastructure Plan 1992 for the rail sector . In: Railway technical review . tape 41 , no. 7/8 , 1992, ISSN 0013-2845 , pp. 448-456 .
- ↑ Peter Debuschewitz: The project CIR ELKE . In: Deutsche Bahn . tape 68 , no. 7 , 1992, ISSN 0007-5876 , pp. 717-722 .
- ^ Cost of three billion marks . In: Süddeutsche Zeitung , No. 123, May 31, 1991, ISSN 0174-4917 , p. 29.
- ↑ a b German Bundestag (ed.): Information from the Federal Government: Transport investment report for the 2013 reporting year . tape 18 , no. 5520 , July 7, 2015, ISSN 0722-8333 , p. 81, 82 ( PDF ; 85 MiB).
- ↑ a b Report Munich - Augsburg will have four tracks . In: Eisenbahn-Revue International , Issue 6, 1998, ISSN 1421-2811 , p. 229.
- ↑ German Bundestag: Implementation of projects for the new construction, expansion and maintenance of federal railways in Bavaria (PDF; 134 KiB). Answer of the Federal Government to the small question of the MPs Dr. Anton Hofreiter, Bettina Herlitzius, Winfried Hermann, other MPs and the Alliance 90 / THE GREENS parliamentary group. Printed matter 16/11730 of January 27, 2009.
- ↑ a b Notification of start of construction on the Lech Bridge . In: Eisenbahn-Revue International , issue 4/2000, ISSN 1421-2811 , p. 149.
- ↑ News update shortly . In: Eisenbahn-Revue International , issue 5/2001, ISSN 1421-2811 , p. 198.
- ↑ Announcement of expansion and further development of Bavarian rail transport projects . In: Eisenbahn-Revue International , issue 10/2004, ISSN 1421-2811 , p. 474.
- ↑ Bavaria is fighting for federal funds for expansion of the rail network . In: Eisenbahn-Revue International , issue 5/2005, ISSN 1421-2811 , p. 242 f.
- ^ Electronic signal box (ESTW) Munich-Pasing . In: DB ProjektBau (ed.): Infrastructure projects 2012: Building at Deutsche Bahn . Eurailpress, Hamburg 2012, ISBN 978-3-7771-0445-4 , pp. 118-121 .
- ↑ Federal Ministry of Transport, Building and Urban Development: Investment master plan up to 2010 for the federal transport infrastructure ( Memento of the original from June 7, 2014 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 511 KiB), April 2007.
- ^ Deutsche Bahn closes the last gap between Augsburg and Mering . In: DB Welt , regional edition south, December 2008, p. 21.
- ↑ Klaus-Dieter Josel: Planning of the Deutsche Bahn in the greater Munich area ( Memento of the original from June 6, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. , Presentation from September 25, 2007, p. 3 (PDF; 1.9 MiB).
- ↑ This year the railway line will be four-lane ( memento of the original from January 12, 2011 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. . In: Augsburger Allgemeine (online edition), January 4, 2011.
- ↑ Bavaria gets the first digital interlocking on a main line in Germany. In: deutschebahn.com. Deutsche Bahn, June 10, 2019, accessed on June 10, 2019 .
- ↑ Digital Rail Germany #####. (PDF) The future of the railroad. In: deutschebahn.com. Deutsche Bahn, September 2019, p. 10 f. , accessed on May 2, 2020 .
- ↑ Stefan Krog: Five Years of the Fugger Express: More passengers, but also more defects . In: Augsburger Allgemeine . February 14, 2013 ( online ).
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