Mering

		from Augsburg
	0.000	Mering	513 m
		to Munich
	1.125	Pair
	2.523	Merching
	6.316	Schmiechen (Schwab) (formerly Bf )	538 m
	8,852	Egling	544 m
	10,080	Pair
	11.400	Wabern (pair) (until 1962)
	14.007	Walleshausen	560 m
	14,167	Pair
	17.220	Kaltenberg (until 1985)
		from Lindau

	21,284	Geltendorf	597 m
		to Munich
	23.068	St. Ottilien	595 m
	26.038	Federal motorway 96
	26.200	Greifenberg (Oberbay) (until 1984)
	27.950	Theresienbad (until 1964)
	28.054	Windach
	29.763	Schondorf (Bay)	557 m
	33.209	Utting	542 m
	37.675	Riederau (formerly Bf)
	39.820	St. Alban (since 2006)
	41,450	These	534 m
	44.824	Red
	45.930	Raisting (formerly Bf)
	49.841	Bunting
	51.214	Wielenbach (until 1983)
		from Munich
	54,581	Weilheim (Oberbay)	561 m
		to Peißenberg
		to Garmisch-Partenkirchen

Swell:

The Mering – Weilheim railway , also known as the Ammerseebahn , is a 55 km single-track main line in Bavaria . It runs from Mering south of Augsburg via Geltendorf to Weilheim .

The line was set up in 1898 as a local railway by the Royal Bavarian State Railways . Due to the high volume of traffic, the Bavarian State Railways operated the route on the main line from 1913 onwards . Until 1991, individual long-distance trains ran on the route. In Geltendorf it crosses the Allgäu Railway from Munich to Lindau . Therefore , the German Federal Railroad electrified it in its northern part in 1970 so that it could be used as part of a diversion route for the Munich – Augsburg line .

Between Mering and Kaltenberg the Ammerseebahn runs about 17 km along the Paar , between Schondorf and Dießen about 15 km on the west bank of the Ammersee . It is mostly located in the Upper Bavarian administrative region , only about 7 km from Mering are in the Swabian administrative region .

history

Project planning and route variants

The first plans for a railway line from Augsburg to the Ammersee and further in the direction of the Alps were made as early as the 1870s. In 1872 a railway construction committee was founded in Dießen am Ammersee , which campaigned for a railway connection from Weilheim in Upper Bavaria to Dießen in 1873 with a possible extension to Augsburg. A petition to the Bavarian King Ludwig II was initially unsuccessful. In 1881, Augsburg merchants again founded a railway construction committee so that the freight trains from the coal mine in Peißenberg no longer had to take the detour via Munich after the new line was built . The communities on the Paar and Ammersee also spoke out in favor of a direct rail connection to Augsburg in order to be able to transport machines, building materials, wood and agricultural products. In addition, the route should serve the excursion traffic from Augsburg and Munich to the west bank of the Ammersee and as a bypass route from Munich for the connection from Augsburg to Garmisch . Both the affected communities and the Royal Bavarian State Railways assessed a local railway from Augsburg to Lake Ammersee as useful and profitable.

For a long time there was disagreement about the route of the Ammerseebahn. In 1882, for example, merchants from Augsburg drew up a plan for a route from Augsburg through the Paartal via Mering and Dießen to Weilheim, while other plans included a route from Althegnenberg or Haspelmoor on the Munich – Augsburg railway via Moorenweis to Eching am Ammersee . In 1883 the Augsburg Railway Construction Committee decided on the first variant, with the line from Weilheim continuing to Innsbruck via Garmisch . In 1884, this committee received a permit from the Austro-Hungarian Ministry of Commerce for technical preparatory work on the Austrian side. On March 24, 1886, the Bavarian State Ministry of the Royal House and Foreign Affairs approved the planning of the section from Mering to Dießen.

The route should mainly lead through the district office Landsberg am Lech . However, the city of Landsberg was against the construction of the Ammerseebahn, as it was only supposed to run along the edge of the district office and not serve the central cities. Landsberg therefore proposed the construction of a railway line from Kaufering via Emming and Dießen to Weilheim in 1891 , which should have a connection in Kaufering to the railway line from Augsburg via Kaufering to Landsberg , which was built between 1872 and 1877 . In the opinion of the city of Landsberg, the intermediate route from Mering to Emming should be abandoned. However, the Augsburg Railway Construction Committee stuck to the route via Mering. The Landsberg district office therefore refused to subsidize the construction of the railway. In 1890 the detailed planning for the route began, the cost of the route was estimated at 2,963,300 marks .

Originally it was planned to cross the Bavarian Allgäubahn from Munich to Lindau in Türkenfeld , so when the Allgäubahn was built in 1873 , the Türkenfeld station received a correspondingly large reception building . This line would have been topographically favorable, but there were greater difficulties in acquiring land. The Turksfeld farmers, who had already lost land due to the construction of the Allgäu Railway, did not want another railway line. The monastery of Sankt Ottilien took advantage of this opportunity and persuaded the Augsburg Railway Directorate and the municipalities to take a tour of the route via Sankt Ottilien, for which the monastery ceded the necessary land. In 1895 the Augsburg Railway Construction Committee decided on this route. The Allgäu Railway was to be crossed west of Türkenfeld near Geltendorf , which previously had no train station on the Allgäu Railway. At the crossroads , the new crossing station was to be built in Geltendorf .

In the planning of the years 1896 and 1897, a stopping point in Pflaumdorf was planned between Geltendorf and Greifenberg , which was then called the "Halteplatz". However, the Sankt Ottilien monastery demanded that a stop be set up further north in Sankt Ottilien. Since the monastery was prepared to pay the additional costs of this stop, the Pflaumdorf stop was not implemented in favor of the St. Ottilien stop .

Track construction and commissioning

On June 17, 1896, the Bavarian Prince Regent Luitpold passed the law to build the local railway from Mering to Weilheim. In the summer of 1896, detailed planning and surveying of the route began, and construction of the route began in autumn 1896. Larger earth movements were necessary as the route had to be led over long distances on dams . The construction work in the Raistinger Moos caused major difficulties due to the lowering of the dam. The costs totaled 5,294,000 marks, 90 percent of which were borne by the state. The communities had to spend 204,519 marks on the purchase of the land. On June 30, 1898, the sections Mering - Geltendorf - Schondorf (29.77 kilometers) in the Augsburg Railway Directorate and Dießen – Weilheim (13.07 kilometers) in the Munich Directorate were opened. Alternatively, ships ran between Schondorf and Dießen across the Ammersee, the journey taking an hour. On December 23, 1898, the 11.75-kilometer gap was closed with the opening of the line from Schondorf to Dießen. To mark the opening of the route, an opening train with 320 guests of honor ran from Augsburg to Weilheim.

At Weilheim (Oberbay) station there was already a connection to the railway line to Garmisch, which was opened from 1879 to 1889 as the Vizinalbahn or local line. The extension from Garmisch to Innsbruck planned together with the Ammerseebahn was not built for political reasons. It was not until July 1, 1912, that the extension was opened as the Mittenwald Railway, thus enabling a continuous railway connection from Augsburg via Weilheim to Innsbruck.

The first years of operation

Course of the Ammerseebahn in 1904

St. Ottilien stop with the corrugated iron hut serving as the station building in 1900

After the official opening on December 23, 1898, the Royal Bavarian State Railways began regular operations on the Ammerseebahn on December 24, 1898. Since traffic was expected to be rather low, most train stations had simple corrugated iron huts as reception buildings . Only the larger train stations were equipped with wooden buildings from the start.

Walleshausen station in 1910 with a building in the local railway style

Traffic was already developing very positively before the turn of the century. One reason for this was the newly introduced paddle steamers on the Ammersee. Therefore, in the years 1901 and 1902, the tracks of many train stations were enlarged. In addition, the Bavarian State Railways replaced the corrugated iron huts at most train stations with single-storey wooden buildings or masonry buildings with wooden paneling, which were often kept in the local railway style.

Due to the increasing volume of traffic on both the Ammerseebahn and the Allgäubahn, an elevation-free crossing was set up in 1907 west of the Geltendorf train station , where the Ammerseebahn coming from the north crosses under the Allgäubahn and then runs south of the Allgäubahn into the Geltendorf train station. The old route has been preserved to this day, and there was still a track there until 1947.

In 1908 the Ammerseebahn was the most economical local railway in Bavaria. In 1912 the Royal Bavarian State Railways exchanged the previous local railroad tracks for mainline tracks and elevated the Ammerseebahn to the mainline-operated branch line in the winter timetable of 1912/13 . Since then reversed next passenger trains and express trains on the track. In 1914, the journey with the passenger train from Augsburg to Dießen took two hours and six minutes, with the train reaching an average speed of 27 km / h. The fare for this route in third class was 1.76 marks.

and display information about the image

Freight train hauled by a steam locomotive near Oberschondorf in 1914

Between the world wars

On April 1, 1920, the Royal Bavarian State Railways and the other German state railways became the Deutsche Reichseisenbahnen , which then became part of the Deutsche Reichsbahn-Gesellschaft in 1924 . The volume of traffic, which fell sharply in the First World War and the 1920s, rose again in the 1930s.

From 1915 there were proposals to connect the Pasing – Herrsching railway with the Ammerseebahn. The planned route was to lead from Herrsching on the east bank of the Ammersee and along the Ammer to Wielenbach , where it was to join the Ammerseebahn. At the station Wielenbach a 700 meter long siding should it be built. On November 24, 1926, an interest group decided to start planning. The Deutsche Reichsbahn then bought the property for the second track at Wielenbach station, which is still owned by the railway today. However, the planning was postponed due to inefficiency and the project was not implemented.

In the 1930s, the Deutsche Reichsbahn downsized the track systems at most of the Ammerseebahn stations. The previous interlockings were replaced by mechanical interlockings of the standard design. The wooden station buildings of the stations were mostly replaced by larger, brick-built buildings in the local style , some wooden buildings remained.

During the Second World War , there was a shortage of personnel and material for the line maintenance on the Ammerseebahn, as the line was not classified as essential to the war effort. The route was now mainly used by freight traffic to bypass Munich. In addition to trains from the direction of Garmisch-Partenkirchen, with the increasing destruction of Munich , two to three freight trains a day were diverted from the ammunition depot in Geretsried via the Isar Valley Railway , the Kochelseebahn , the Munich – Garmisch-Partenkirchen and the Ammerseebahn. From 1943 to 1945 the Deutsche Reichsbahn also diverted numerous hospital trains from Italy via the Ammerseebahn. In 1944 there were several air raids on trains and signal boxes on the line, with no major damage being caused. The Reichsbahn reactivated the old route at the Geltendorf station, which had been closed in 1907, and hid ammunition transports on it. On April 19, 1945, shortly before the American and French troops marched in on April 28 and 29, the tracks at Weilheim (Oberbay) station were badly damaged in an Allied air raid and the station building was destroyed.

Post-war years and the Federal Railways

On May 22, 1945 - two weeks after the Wehrmacht surrendered - regular operations on the Ammerseebahn were resumed. When the Deutsche Bundesbahn was founded as the successor to the Deutsche Reichsbahn for the territory of the Federal Republic of Germany on September 7, 1949, it took over the operation of the Ammerseebahn. From 1954 to 1958, the platform barriers were lifted at all stations. On June 3, 1956, 3rd class was abolished on the DB and thus on the Ammerseebahn trains. In 1962, the DB moved the track south of Dießen station over a length of 550 meters by up to 20 meters to the east in order to defuse the curve in the southern area of the station. In 1964 the track between Wielenbach and the Weilheim district of Unterhausen was swiveled about 15 meters to the west. The old route has been preserved to this day.

In the 1960s, the Deutsche Bundesbahn rationalized the signal systems, with 20 main signals being removed, 20 buildings no longer required being demolished or sold and the track systems at the stations reduced. All stations and signals in the northern section from Mering to Geltendorf received electrical lighting. Due to the increase in individual traffic, the volume of traffic on the Ammerseebahn fell, and freight traffic in particular shifted to the road. Nevertheless, the Ammerseebahn remained important as a secondary line.

By September 7, 1970, the line in the northern section between Mering and Geltendorf received electrical overhead lines with 15 kV and 16 ² ⁄ ₃ Hz alternating current , in order to create a diversion line for the tight, together with the section from Geltendorf to Munich-Pasing of the Allgäu Railway, which had already been electrified two years earlier to set up the Augsburg – Munich mainline. The platforms and telecommunications systems of the section were rebuilt. An electrification gap remained on the southern section between Geltendorf and Weilheim, which is still an obstacle to continuous electrical operation today. In 1974 there were plans to electrify the southern section, but these were abandoned. From the beginning of the 1970s, the Deutsche Bundesbahn replaced all lashed tracks and the wooden sleepers that were often still in place from the early days of the railway for larger, welded rail profiles and concrete or steel sleepers . In many places, for example between Geltendorf and Utting, there are still steel sleepers from Krupp and the Maxhütte in Haidhof , which date from the pre-war renovation in 1936/37.

On September 27, 1972, the Deutsche Bundesbahn shut down the Sachsenrieder Bähnle from Kaufbeuren to Schongau . As a result, the closure of the Ammerseebahn and the subsequent railway lines Weilheim – Peißenberg and Schongau – Peißenberg were considered. On January 22nd, 1976 the DB published its economically optimal network , in which it provided for the closure of the Mering – Weilheim line. However, new calculations in 1977, which also took into account the larger catchment areas of the Ammerseebahnhöfe, showed that operation on the Ammerseebahn would still be economical. The line was then included in the economically optimal network and the decommissioning plans dropped.

In 1991, the German Federal Railways with the last FD-train the long-distance one on the Ammersee Railway.

Railway privatization and change of operator

On January 1, 1994, Deutsche Bahn AG (DB AG) took over the Ammerseebahn as the successor to the Deutsche Bundesbahn and the Deutsche Reichsbahn . In the autumn of 1995, she began modernizing the stations in the southern section from Geltendorf to Weilheim (Oberbay). In 1999 the Ammerseebahn served as a test track for signals with solar-powered lamps. At the stations in the southern section, Deutsche Bahn replaced the gas lamps on the wing signals with electric lamps powered by solar energy . Parts of the route were damaged by the Whitsun floods in 1999 , but could be repaired again by June 1999.

On August 12, 2004, a class 628 railcar derailed at Riederau station because of a tree that fell on the tracks after a storm. The route remained closed until August 14, 2004. On September 29, 2006, the DB opened the new St. Alban stop between Riederau and Dießen. From the end of March to mid-April 2007, Deutsche Bahn renewed the 3.6 km route between Merching and Egling. The tracks were replaced, some level crossings were renovated and the curve radii were slightly reduced in order to reduce the gradient on the route. From April 26 to June 16, 2007, DB renewed the track between Dießen and Raisting on a 3.3 km stretch. It also renovated two level crossings each in Dießen and Utting. The route had to be completely closed for a few weeks.

LINT 41 of the Bayerische Regiobahn in Augsburg Central Station

On December 14, 2008, the Bavarian Railway Company (BEG) awarded the operation of local rail passenger transport on the Ammerseebahn as part of the Augsburg II diesel network to Bayerische Regiobahn GmbH (BRB). BRB is a sister company of Bayerische Oberlandbahn GmbH (BOB) and belongs to the Transdev group . In addition to the Ammerseebahn, the BRB operates the Weilheim – Peißenberg and Schongau – Peißenberg routes and, since the 2009 timetable change, the Augsburg – Aichach – Ingolstadt and ( Ingolstadt– ) Eichstätt Bahnhof – Eichstätt Stadt lines . The transport contract ran until December 2019.

In August 2009, Deutsche Bahn renewed the tracks on the section between Mering and Egling and renovated the remaining level crossings that had not yet been renovated in 2007. In October and November 2009, DB renewed the tracks and platforms at Dießen station. A new electronic signal box (ESTW) was put into operation in Utting, from which the Dießen train station is remote-controlled. The mechanical interlocking in Utting will continue to be used for on-site operations.

In October and November 2014, the crossing structure near Geltendorf, built in 1907, on which the Allgäu Railway crosses the Ammerseebahn, was replaced by a new building.

In a transitional agreement, the BEG awarded the Augsburg II diesel network and thus the operation on the Ammerseebahn to the Bayerische Regiobahn for the period from December 2019 to December 2021. In 2018, the BEG again awarded the contract to Bayerische Regiobahn for operation from December 2022 to December 2031 as part of Lot 2 of the Augsburger Netze .

Route description

course

Curve north of Egling train station

Old crossing structure near Geltendorf until 2014 (Ammerseebahn track below)

The Ammerseebahn begins at Mering station , where it branches off from the Munich – Augsburg line. In a strong right-hand bend, it leaves the main route and turns south. Still in Meringer city they crossed the first pair . After a left curve, the route accompanies the western outskirts of Merching and reaches the Merching stop . In the further course it follows the pair in many curves and steadily increasing south to the stop Schmiechen . After a right-hand bend, the Ammerseebahn then runs largely in a straight line on a slope towards the south to the outskirts of Egling an der Paar , where it turns south-west into the Egling train station . From 1900 there was a siding to a gravel pit southwest of Egling station at km 9.2 , which was used until the 1930s. To the west of Egling, the route bends in a strong curve to the southwest and crosses the Paar once more. At the Wabern stop, which was closed in 1962 , it swings back south in a long curve. The route to Walleshausen runs along the east bank of the Paar . While still in Walleshausen, she crossed the couple a third time. Behind Walleshausen it leads in slight curves to the southeast. In Kaltenberg , the route reaches the origin of the couple and continues along the pond that opens into the couple. About one kilometer before Geltendorf it turns south and crosses the Allgäu Railway at no elevation . After a left curve, turn into the Geltendorf train station , where the electrified section of the route ends. Until 1907, instead of the curve to the south, the line led further to the southeast and, coming from the north, led directly into the Geltendorf train station. The old route still exists today.

To the east of the Geltendorf train station, the Ammerseebahn leaves the Allgäu Railway and turns directly south in a sharp bend. Behind Sankt Ottilien , after a slight westward swing , it leads back to the southeast and crosses under the federal motorway 96 . At Neugreifenberg it reaches the Windach and turns west towards Greifenberg . At Greifenberg behind the former Theresienbad stop , it crosses the Windach and turns south again. After about two kilometers, the line reaches Schondorf am Ammersee train station . From Schondorf via Utting to Dießen , it runs for around 11 kilometers along the Ammersee , and is sometimes only around 50 meters from the lake. The Ammerseebahn runs straight through the Seeholz nature reserve between the Holzhausen district of Uttingen , which has no station on the route, and the stop in the Riederau district of Dießen . Between Sankt Alban and Dießen it describes two strong bends, first a right and then a left bend. Behind the Dießen train station, the route leaves the Ammersee bank with a strong curve to the west and continues in gentle curves through the moorland of the Ammer . Shortly before Raisting , it turns slightly to the southeast and crosses the Rott , a tributary of the Ammersee. Heading further south-east, the Ammerseebahn crosses the Ammer, bends south again at the former Wielenbach stop and leads next to the Ammer in a partly winding course past Unterhausen to Weilheim . About one kilometer before the Weilheim (Oberbay) train station , it meets the Munich – Garmisch-Partenkirchen railway, which is also single-track, and runs parallel to it to its terminus.

Gated level crossing between Mering and Merching (Münchener Straße, Mering)

There are numerous level crossings along the route, some of which are still operated mechanically with barrier winches and rope hoists.

Signal boxes and signal systems

Form signals at the Egling station exit

On the Ammerseebahn, form signals are still mainly used, which are provided by mechanical interlockings . Some of the signal systems are from the time of the regional railway. There are only light signals in the Mering, Geltendorf, Dießen and Weilheim (Oberbay) stations .

From 1928 the Deutsche Reichsbahn replaced the previous signal boxes of various types on the Ammerseebahn with mechanical signal boxes of the standard design, most of which are still in operation today. In the 1960s, the Deutsche Bundesbahn rationalized the signal systems on the line. 22 main shape signals were reduced. In the northern section, the shape signals received electrical lighting. In Geltendorf there have been light signals since July 30, 1968, which were set by a track plan push button interlocking . In 1999, Deutsche Bahn experimentally exchanged some of the form signals gas lamps in the southern section for solar-powered electric lamps. With the modernization of the Dießen station on November 28, 2009, the DB shut down the mechanical standard signal box there. As a replacement, an electronic signal box of the Scheidt & Bachmann type was built , which is remote-controlled from Utting. The shape signals in the Dießen train station were replaced by Ks signals . The mechanical signal boxes are still in operation in the Egling, Walleshausen, Schondorf and Utting train stations and in the Riederau cover point .

On November 23, 2015, Deutsche Bahn replaced the pushbutton interlocking in Geltendorf with an electronic interlocking that is remotely controlled by the Munich operations center . The ESTW is responsible for the position of the Ammerseebahn between the southern exit of Walleshausen and the St. Ottilien stop. The H / V signals in this section have been replaced by Ks signals.

The mechanical interlocking in Utting was equipped with the technical monitoring of the route at the beginning of 2019 as one of two pilot interlockings .

Operating points

Mering station building from the street side

The Ammerseebahn branches off the Munich – Augsburg railway line at Mering ( Lage ) station . The station was opened on October 4, 1840 together with the Munich-Augsburg railway line by the Munich-Augsburg Railway Company . In 1898, with the opening of the Ammerseebahn, it became a separation station . The original three-storey building of the Royal Bavarian State Railways was replaced by today's flat building in the 1910s, but was retained as a residential building. The station originally had quite extensive track systems with five platform tracks as well as goods and stabling tracks. In autumn 2003, the station was modernized and received new platforms. In 2006, when the main line was expanded to four tracks, the former reception building, which was still used as a residential building, was demolished. Today the station has four platform tracks on two central platforms and is only served by regional trains.

Merching

The western edge of the municipality Merching located breakpoint Merching ( Location ) was originally located far away from the site. It was not until the 1980s and 1990s that the community grew up to the breakpoint, which made it more important. At the level crossing south of the stop was a wooden gatekeeper's house that was also used for ticket sales. In July 1984 the barrier post was lifted and the gatekeeper's house torn down. Since then, the station has been unoccupied and consists only of a side platform with a shelter.

Schmiechen (Schwab)

Schmiechen railway station

The Schmiechen (Schwab) ( Lage ) train station is now just a stopping point. It is located in the middle between the places Schmiechen and Steindorf . The reception building was a two-story, square brick building in the Maximilian style with a tent roof and consisted of a waiting room and counter. In the 1930s, the reception building was rebuilt according to the specifications of the home style. It was lengthened by four meters, provided with a gable roof and a signal box extension was added on the track side. The wooden goods shed to the north of the station building was replaced by a brick shed. At the station, in addition to the continuous main track, there was a 157-meter-long loading track in the southern area of the station, which was only rarely used for loading goods. In April 1986 the loading platform and the signal systems were dismantled, the outbuildings demolished and the reception building subsequently sold. The station thus became an unoccupied stop. The Augsburger Verkehrsverbund has ended in Schmiechen since September 29, 1985 . After the station had been in the administrative district of Swabia since 1944, Deutsche Bahn changed the name from Schmiechen (Oberbay) to Schmiechen (Schwab) in December 2010 .

Egling

Egling station 2013 with track 1 and transition to siding 2

Egling ( Lage ) station, located in the north-west of the municipality of Egling an der Paar , is today the only station between Mering and Geltendorf, along with Walleshausen station, where train crossings are still possible. When the station was built, the station building was erected one meter too close to the track, so it had to be demolished and rebuilt again. The one-story brick building with wooden paneling, which was built in the local railway style, was rebuilt and enlarged in 1940, with the wooden paneling removed. It was equipped with a mechanical standard interlocking of the 1937 type. In the building there is also a loading hall that is no longer used today. The station has had electric lighting since 1960. In addition to the main track and the siding , the station has a loading track connected to the siding with two switches, on which a loading facility for the transport of sugar beet existed until 1987 . Until 1993, the station was still regularly served by freight traffic, in 1995 the Deutsche Bahn finally stopped loading goods and in 1996 closed the loading track by expanding the switches. The siding on the house platform is 609 meters long so that ICE trains can be rerouted along the route; the main track is on an intermediate platform . In the 1980s, occasional express trains also stopped in Egling , most recently the D 2716 from Mittenwald to Dortmund until 1988.

Wabern (pair)

The Wabern (Paar) ( location ) stop was about one kilometer from the Wabern an der Paar district of Geltendorf . He also linked the town of Dünzelbach and the southern part of Egling to the Ammerseebahn. Initially, a corrugated iron hut served as the service building , which was later supplemented by a car body serving as a waiting room . In 1922, the Bavarian Group Administration of the Deutsche Reichsbahn built a brick-walled railway keeper's house. At the end of the 1930s, the corrugated iron hut and the car body were replaced by a single-storey wooden building with a flat roof. Until 1960, the stop was used for loading animals, for which a mobile wooden ramp was used as there was no loading platform. For the summer timetable of 1962, the Deutsche Bundesbahn gave up the stop due to insufficient passenger numbers and dismantled the side platform. The wooden service building was dismantled a few years later, and the station keeper's house demolished in the mid-1980s. Today there are no more relics of the breakpoint.

Walleshausen

Walleshausen station 2013

Walleshausen station ( Lage ) is the second train crossing station in the northern section of the Ammerseebahn , next to Egling station . With its 760 meter long tracks, it is particularly important for train crossings when diverting over the Ammerseebahn. Opposite the station building is a loading track for loading agricultural goods, which was closed in 1994 when the switch was removed. The single-storey station building was built in the local railway style as a brick building with wooden paneling. In 1938 the Deutsche Reichsbahn fundamentally rebuilt the building, adding a gable roof and a covered loading ramp and removing the wooden paneling. Since then it has been kept in the Heimat style. Wooden beams from the time of the local railway are still preserved in the building today. It contains service rooms, a waiting room and a loading hall that is no longer used today. In addition, a mechanical signal box from 1938 is housed in the building. In 1959, the station was equipped with two-wing uncoupled form signals that are still present today. The station has had electric lighting since 1960. The gatekeeper house was demolished in the 1970s. After a road bridge had spanned the station area since the early 1980s, the level crossing in the center of the station could be omitted. On November 25, 2011, the ticket office was closed. The station building has been privately owned since December 2012, although part of it is still rented to Deutsche Bahn. In 2015 the intermediate platform on the continuous main track was renovated by adding textile concrete elements.

Kaltenberg

Former Kaltenberg train station

The former Kaltenberg train station ( Lage ) is located in the southeast of the Kaltenberg district of Geltendorf . In addition to the continuous main track on which the house platform was located, it had a loading track connected in both directions to the main track , which was served by goods traffic from the direction of Geltendorf. In addition, from 1961 a siding to a sawmill branched off the line from the direction of Geltendorf , which was used until the 1980s. During the construction of the station, a single-storey brick entrance building in the local railway style was erected east of the route, which was provided with wooden paneling and included a loading hall. The loading ramp at right angles to the station building was located directly on the main track. In 1938, the Deutsche Reichsbahn rebuilt and enlarged the building, removing the wooden cladding and the roofing of the loading ramp. At the same time the loading track was built. On September 28, 1985, the Deutsche Bundesbahn shut down the station, but the station building remained occupied for some time. In 1987 and 1988, and again from 2005 to 2008, special trains to the Knight Festival in Kaltenberg Castle stopped at the train station. The privately owned station building and the house platform are still preserved, the loading siding and the siding have been dismantled.

Geltendorf

Reception building of the Geltendorf train station

In crossing station in Geltendorf ( location ) , the Ammersee Railway and the cross of Munich to Lindau leading Allgäu Railway . An elevation-free intersection has existed west of the station since 1907. When the Allgäu Railway was built in 1873, no train station was set up in Geltendorf , as the place was two kilometers north of the line. Only with the construction of the Ammerseebahn, Geltendorf received a train station. Originally the station had a wooden one-story station building, which was replaced by a single-story brick building in the 1930s. The station has five platform tracks on a house platform and two central platforms , to the south of which there are further sidings . Between 1968 and 1970 the Allgäu Railway between Munich and Geltendorf and the Ammerseebahn between Mering and Geltendorf were electrified. Since 1972, Geltendorf has been the terminus of the Munich S-Bahn , today the S4 line goes to Geltendorf.

St. Ottilien

St. Ottilien stop

The St. Ottilien stop ( Lage ) was only built for the St. Ottilien monastery belonging to the municipality of Eresing . It consisted of a bulk platform on the continuous main track and a loading track . The first station building was a corrugated iron hut . At the time of the First World War , the station received a wooden station building with a hipped roof , a fortified platform and a temporary goods shed in 1914 . In 1939 the Deutsche Reichsbahn demolished the wooden building and replaced it with a brick-built, single-storey station building with a gable roof and turret in the Heimat style, into which a freight hall was integrated in addition to the waiting room and service rooms. In 1967 the German Federal Railroad stopped freight traffic and then dismantled the loading track so that the stop became a stop. At the end of 2002 the station building was closed. Today, the breakpoint is mainly frequented on weekdays by school traffic from the area.

Greifenberg (Oberbay)

Former Greifenberg train station

The former train station Greifenberg (Oberbay) ( Lage ) is located in the Greifenberg district of Neugreifenberg on the banks of the Windach . Because of its proximity to the municipality of Windach , the station was planned as the Windach stop in the preliminary planning in 1896 and 1897 . The two-storey reception building was erected as a square, unplastered clinker building in the Maximilian style with a tent roof . In 1936 it was considerably rebuilt according to the specifications of the Heimatstil and extended to the south, with a gable roof and a new canopy supported by tuff stone columns. After the signal box was initially located in an extension on the track side of the building, after the renovation it was housed on the ground floor. To the north of the station building is a goods shed in a plastered wood construction. The track system of the station consisted of the continuous main track on the house platform and a loading track , which consisted of a ramp and an extension section. It was connected on both sides until the 1960s and was used to load agricultural products and equipment until the station was closed. To the north there is a single-storey, elongated, plastered half-timbered building from the early days of the railway, which for a long time housed the station toilets and various stores.

Due to too few travelers and too high personnel costs in operations and traffic service, the traffic stop was canceled in 1984, the loading track and the last two switches were dismantled. Until the summer timetable in 1985, the station continued to exist as the Greifenberg depot, with manned ticket issuance and dispatchers, until 1985 the signal systems were dismantled. In December 1996, the house platform was dismantled and the eastern wooden canopy was sawn off, as there was a bottleneck there for oversized loads that could be driven at a maximum of 5 km / h. With brief exceptions, the main building was empty from around 1986 to 2004. After negotiations, the community of Greifenberg acquired the entire station area from Deutsche Bahn in summer 2009. The community of Greifenberg tried several times unsuccessfully to reactivate the station.

Theresienbad

Former Theresienbad stop

The Theresienbad stop ( Lage ) was about 400 meters south of the community of Greifenberg . It consisted of a wooden single-storey service building with a hipped roof and a house platform on the main track. The main purpose of the stop was to connect the Greifenberger Theresien-Heilbad, which opened in 1836 . Later, a two-storey residential building for the railway staff was built opposite the station building, which has been preserved to this day. In 1939 the Deutsche Reichsbahn renovated the company building. Because of the low number of passengers, most trains ran through Theresienbad from October 1, 1961. In 1964 the breakpoint was closed. The reception building is now privately owned and is empty.

Schondorf (Bay)

Schondorf station

The station Schondorf (Bay) ( location ) is the northernmost station on Ammersee removed and about 800 meters from the Ammersee. It is located between the two districts of Oberschondorf and Unterschondorf in the municipality of Schondorf am Ammersee . When it opened on June 30, 1898, the station was the southern end of the line, and when the gap between Schondorf and Dießen was closed on December 23, 1898, it became a through station. The station has a brick three-storey reception building and an auxiliary building, which are connected by a semi-open waiting hall. In 1934, the Deutsche Reichsbahn rebuilt the building in the Heimat style . The track systems of the train crossing station consisted of three main tracks, a loading track and a siding . Today only the continuous main track and a siding are in operation. The station building with the waiting hall and the goods shed built in 1898 are listed as historical monuments .

Utting

Utting train station

Utting train station ( Lage ) is located in the east of the municipality of Utting am Ammersee and is about 200 meters from the banks of the Ammersee. It is a train crossing station .

Utting station is still manned. An electronic signal box was installed on the ground floor from 2009, from which the neighboring station in Dießen and since February 2011 the station Lagerlechfeld and the connecting switch in Oberottmarshausen, both of which are located on the Lechfeldbahn from Bobingen to Kaufering , have been remotely controlled. The ticket office including the waiting hall has been closed permanently since 2008 (ESTW conversion). The mechanical standard interlocking and the mechanical wire-pull barrier at the height of the town hall are still in operation.

Riederau

Riederau train station

The Riederau train station ( Lage ) in the Riederau district of the community of Dießen am Ammersee is only an occupied stop, operationally a cover point . The stop, which was not originally planned in the preliminary planning, was mainly set up for loading wood. Initially, the station only had a corrugated iron hut as a reception building. In 1903 it was replaced by a wooden barrack. In 1937 a brick entrance building with a gable roof , an open waiting hall and a goods shed extension was built, on the roof of which there is a clock tower covered with wooden shingles. The track systems of the station consisted of the continuous main track on the house platform and a loading track connected on both sides. The freight track was dismantled around 1983, and since 1976 the station has been operationally just a stop with a block . The reception building is still occupied as the barrier to the lake access is operated mechanically by means of a crank. The no longer used goods shed annex is still preserved, the reception building is a listed building.

St. Alban

The St. Alban ( Lage ) stop was reopened on September 29, 2006, construction began on April 24, 2006. It is located in the north of the St. Alban district of the community of Dießen am Ammersee and serves to connect the Ammersee grammar school, which opened in 2006 . The stop consists of a 120 meter long side platform with a bus shelter and ticket machine on the main track. Initially, the stop was only served by individual trains, since the timetable change in December 2006, all trains have stopped in St. Alban. From April to September 2009, a pedestrian underpass was also built under the railroad track at the stop , which was opened on September 22, 2009. The construction costs for the station and underpass were around 1,150,000 euros .

These

Dießen station 2013

Dießen train station ( location ) in the northwest of the center of the market town of Dießen am Ammersee is located directly on the banks of the Ammersee . The train crossing station was from June 30, 1898 to December 23, 1898 the northern end point of the line coming from Weilheim (Oberbay); when the gap between Schondorf and Dießen was closed, it became a through station . Initially, the station had a makeshift wooden station barracks. Due to the great importance of the station, a brick building was erected in 1901. It consists of a two-storey and a three-storey section with gable roofs , which are connected by a half-open waiting hall. The station originally had three platform tracks, two of which are still in use. Further loading and stabling tracks have since been dismantled. In 2009 the tracks and platforms of the station were completely renewed. The station building is a listed building .

Raising

The Raisting train station ( Lage ) between the two now coalesced Raistinger districts of Raisting in the west and Sölb in the east is just one stopping point . The station building was a one-story wooden building in the local railway style with a gable roof. It consisted of a counter and service room as well as an adjoining goods shed with a covered loading ramp. At the end of the 1930s, the Deutsche Reichsbahn rebuilt and enlarged the building, removing the wooden paneling. To the north of the building, a railway keeper's house was built in 1922, which still exists today. The track system consisted of a continuous main track on a central platform, a siding on the house platform and a loading track on both sides of the goods shed, on which mainly agricultural products were loaded. In 1987 the station building and the goods shed were demolished and the siding and loading siding dismantled. The station became a stopping point; With a length of 12 kilometers, the largest crossing distance of the Ammerseebahn was created between Dießen and Weilheim (Oberbay). The stop now only consists of a side platform with a shelter on the main track.

Wielenbach

Former Wielenbach train station

The former Wielenbach train station ( Lage ) is located west of the municipality of Wielenbach . The station building erected in 1898 was originally a one-story brick building in the local railway style, which was clad with wood. It contained a counter and service room as well as a goods hall with an attached covered loading ramp. In 1938 the Deutsche Reichsbahn rebuilt the building slightly and removed the wooden paneling. In addition to the continuous main track on the house platform, the station had a loading track branching off from the direction of Raisting to the east, on which mainly agricultural goods and small animals were loaded. Three barriers were operated from the station. In 1970 the Deutsche Bundesbahn stopped handling general cargo in Wielenbach. Most recently, most of the trains passed through Wielenbach station without stopping or only served it as a stop on demand . In 1983 the station was shut down and only operated as a block post. The DB dismantled the loading track and sold the station building in 1988. The building has been preserved in a considerably rebuilt form, as is the house platform that is no longer in use.

Weilheim (Oberbay)

Reception building of Weilheim train station (Oberbay)

The Weilheim (Oberbay) ( Lage ) station was opened on February 1, 1866, together with the railway line from Munich via Weilheim to Unterpeißenberg . With the opening of the Vizinalbahn from Weilheim to Murnau on May 15, 1879, which was extended as a local line to Garmisch-Partenkirchen in 1889 , the Weilheim station became a separation station , and with the opening of the Ammerseebahn on June 30, 1898, it became a crossing station . Today the railway line from Munich via Weilheim to Garmisch-Partenkirchen , the Pfaffenwinkel railway from Weilheim via Peißenberg to Schongau and the Ammerseebahn meet in Weilheim . The three-storey classical station building from the Länderbahn era was largely destroyed in an air raid during World War II. It was replaced by an elongated two-story building with a gable roof that still exists today. The station once had large track systems, so in 1977 it still had 23 tracks. As a locomotive station, Weilheim (Oberbay) train station also had a turntable and a three-tier locomotive shed . Today, in addition to the five platform tracks, there are also two platformless tracks and three sidings as well as a diesel filling station. From 2016 to 2017, the station was made barrier-free and equipped with an electronic signal box.

vehicles

Bavarian State Railroad and German State Railroad

D VIII 1909 as delivered in 1898 by Krauss & Comp.

For operation on the Ammerseebahn, the Royal Bavarian State Railways ordered from the Munich locomotive factory Krauss & Comp. four wet steam locomotives of type D VIII . These were tank locomotives with two cylinders and a top speed of 45 km / h. The locomotives were delivered in March and April 1898 and classified under the numbers D VIII 1906–1909. They were based in the Augsburg depot and formed the basis for passenger and freight traffic on the Ammerseebahn. The Deutsche Reichsbahn classified them as 98 671-674 in their series scheme . The four locomotives were in service until the 1930s when they were retired or sold.

Locomotives of type D VIII on the Ammerseebahn
K.Bay.Sts.B. number	DRG number	delivery
D VIII 1906	98 671	March 22, 1898
D VIII 1907	98 672	April 1, 1898
D VIII 1908	98 673	April 8, 1898
D VIII 1909	98 674	April 18, 1898

In addition to the four regular locomotives of type D VIII, the Bavarian State Railways used steam locomotives of types B XI , D II , D VII and C IV on the Ammerseebahn. The types S 3/5 , P 3/5 H and G 3/4 were also used later .

The passenger trains mostly consisted of two-axle compartment coaches and three-axle through coaches of Bavarian designs.

The previous locomotive series remained in use at the Deutsche Reichsbahn. In addition, the Deutsche Reichsbahn used class 39 and 18 ^4–5 locomotives (Bavarian S 3/6). The express train to Berlin , which runs daily with a pair of trains , was switched from regional railway wagons to riveted all-steel wagons of the 1928 to 1936 types in the 1920s . In some cases, the Deutsche Reichsbahn replaced the national railway wagons on passenger trains with platform wagons of the DR design. However, many passenger cars of the Bavarian State Railways remained in use.

German Federal Railroad

Locomotives

In the post-war period, the Deutsche Bundesbahn renewed the Ammerseebahn vehicle fleet. The locomotives from the provincial railroad period she replaced largely by einheitsdampflokomotive of series 50 and 64 . Of the former Länderbahn locomotives, only the Bavarian S 3/6 and the Prussian P 8 remained on the Ammerseebahn after 1955 , which were located in the Augsburg depot.

On February 15, 1965, the Deutsche Bundesbahn switched all traffic to diesel locomotives of the V 100 series , which were stationed in the Augsburg and Kempten depots. After just a few weeks, however, the DB had to use class 01 steam locomotives for express trains and Prussian P 8 (class 38 ¹⁰ ) for passenger trains . Freight traffic was again taken over by class 50 locomotives, which ran in double traction in front of the ballast trains from Eschenlohe . It was not until 1970 that the DB was able to completely convert passenger transport to diesel traction. In addition to the V 100, which the DB has now called the 211 and 212 series, large class 216 diesel locomotives were used. In the 1970s, diesel locomotives of the 218 series of the Kempten depot took over the traffic.

After the electrification of the northern section between Mering and Geltendorf on September 7, 1970, electric locomotives came to the Ammerseebahn as planned. Up until 1991 some express trains between Augsburg and Garmisch-Partenkirchen were pulled by class 111 locomotives. On the non-electrified section from Geltendorf to Weilheim, the DB pulled a class 218 diesel locomotive in front of the train, while the electric locomotive ran with the pantograph lowered. Freight trains from Augsburg via Mering and Geltendorf in the direction of Munich were still hauled with pre-war electric locomotives until the 1980s. The 118 series was used in this area until 1976, the 117 series until 1979 and the 194 series until 1985 . After that, the DB used class 140 , 150 and 151 electric locomotives in front of freight trains . The express and passenger trains continued to be hauled by diesel locomotives of the 218 series in order to avoid long idle times for reloading in Geltendorf. Starting in 1991, locomotives of the 141 series from the Nuremberg 1 depot were used on the northern section before individual push-pull services.

Until 1989, the DB used Köf shunting locomotives of the 333 series on the Ammerseebahn in front of smaller freight trains and in the shunting service . Class 212 locomotives then took over these tasks.

Railcar

The 628 series was regularly in use on the Ammerseebahn in the 1980s and 1990s.

A special feature was the Alpen-See-Express with the class 601 on the Ammerseebahn.

Until 1970, only a few diesel multiple units were used on the Ammerseebahn . After the retirement of steam locomotives were 1970-1988 Akkumulatortriebwagen the series 515 used. From the 1970s and 1980s, new class 627 , 628.0 and 628.1 diesel multiple units ran on the route. From 1987 the DB also used the 628.2 series . The Ammerseebahn was one of the few routes on which all of the main variants of the 628 series ran. The special trains to the Kaltenberg Knights Festival in 1988 were of Uerdinger railcars of series 798 down. After the battery multiple units were retired in 1988, the rail buses were used on individual scheduled trains until 1993.

From 1980 to 1990 the former TEE class 601 railcars ran regularly on the Ammerseebahn as the Alpen-See-Express .

Passenger cars

On June 3, 1956, the Deutsche Bundesbahn abolished the 3rd carriage class in passenger trains, whereupon the fleet of cars was renewed. Until the end of the 1950s, “ Donnerbüchsen ” were still running on passenger trains and until the end of the 1960s ye wagons were running on express trains. As a replacement for the decommissioned pre-war wagons, yl wagons and three or four-axle conversion wagons were used from 1956 . From around 1975, the DB started using n-cars , with which the push-pull train service was introduced on the Ammerseebahn.

The express trains to Garmisch-Partenkirchen, which ran on the Ammerseebahn until 1991, consisted of 26-meter long compartment cars , so-called m-cars , from the 1960s . In the FD Ammersee from 1988 to 1991 TEE dining cars of the type WRmz ¹³⁵ and Quick-Pick dining cars of the type WRbumz ¹³⁹ were also used.

Deutsche Bahn and BRB

BRB railcars on the Ammerseebahn south of Dießen

Deutsche Bahn kept the previous vehicles in use. Diesel locomotives of the 218 series with n-wagons or diesel railcars of the 628 series ran as planned for passenger transport. From 2000, DB Siemens Desiro Classic of the 642 series was used as regional trains on the Ammerseebahn, which were mixed with the older class 628 railcars and the n- Push-car trains ran. The vehicles of the series 628.0 and 628.1 were withdrawn from the Ammerseebahn in 2001 and replaced by railcars of the series 628.2 and 642. Individual regional trains between Geltendorf and Augsburg were pulled by class 111 electric locomotives until December 2008 .

There have hardly been any scheduled use of electric locomotives on the Ammerseebahn since continuous freight traffic was discontinued in the 1980s. Electric locomotives are only used in front of diverted trains on the Munich – Augsburg line on the electrified northern section. At the end of the 1990s, when the last handover runs from Geltendorf were discontinued, the use of class 212 and 290 diesel locomotives ended .

On December 14, 2008, the Bayerische Regiobahn (BRB) took over local rail passenger transport on the Ammerseebahn. It uses two-part LINT 41 diesel multiple units . Today these are the only vehicles that are scheduled to be used on the route.

traffic

passenger traffic

Regional and express train services

After the opening of the two sections of the Ammerseebahn on June 30, 1898, three pairs of trains ran daily between Augsburg and Schondorf and four pairs of trains between Dießen and Weilheim (Oberbay). An additional pair of trains was used on both sections on Sundays and public holidays. The Royal Bavarian State Railways started regular traffic on the entire route on December 24, 1898. From then on, through trains from Augsburg or Mering to Weilheim were used. Since the line was classified as a local train , initially only passenger trains ran that stopped at all stations.

After the appointment to the main line, the first express trains ran from the winter timetable 1912/13 with a maximum speed of 65 km / h, most of them from Augsburg to Garmisch-Partenkirchen . The express trains mostly only stopped in Augsburg, Schondorf, Dießen and Weilheim, and sometimes in Geltendorf. In 1914, five passenger trains ran daily on the Ammerseebahn from Monday to Friday between Augsburg and Weilheim, one passenger train between Geltendorf and Weilheim and a pair of express trains from Augsburg to Garmisch-Partenkirchen. As the volume of traffic rose sharply in the 1930s, the Deutsche Reichsbahn increased the number of trains. In 1934, eight continuous regional trains ran on the route, five of which were passenger trains and three express trains. While the average travel time of passenger trains between Mering and Weilheim in 1934 was 105 minutes, an express train for the Augsburg – Weilheim route took 90 minutes. In the Second World War, the Deutsche Reichsbahn gave up the express trains in 1943. In 1944, the Ammerseebahn train service consisted of six passenger trains between Augsburg and Weilheim and one train from Weilheim to Geltendorf.

After the resumption of regular train services on May 22, 1945, the volume of traffic and thus also the train service remained lower than before the war. The traffic volume increased for a short time only through “ hamster rides ”. In 1950 five continuous passenger trains ran on the Ammerseebahn. In the 1950s the number of passengers rose again, so that the DB doubled the number of trains by 1955. In 1955 nine passenger trains ran again between Mering and Weilheim and one train from Geltendorf to Weilheim. The DB supplemented the passenger trains with two express trains from Augsburg via Weilheim in the direction of Garmisch-Partenkirchen. The supply remained largely constant over the next few years. In the 1960s, individual passenger trains were converted into express trains with fewer stations, while the total number of passenger trains hardly changed. In 1965 there were eight passenger trains and four express trains, all of which ran the entire route. Travel times were reduced significantly in the 1960s. In 1965 a passenger train took 78 minutes for the Mering – Weilheim route and an express train from Augsburg to Weilheim took 72 minutes. In 1975 four express trains and seven local trains , the successors to the passenger trains , ran on the route. At the end of the 1980s, the Deutsche Bundesbahn replaced a large part of the local trains with express trains as part of rationalization measures. In 1990, only four through local trains and one more local train ran from Augsburg to Geltendorf. The number of express trains has meanwhile been increased to eight. The total number of through trains remained largely constant between 1955 and 1990 and fluctuated between eleven and 13.

In the 1990s, the number of through trains decreased. The local trains, from 1995 regional trains , mostly only ran on sections of the route. In 1995, in addition to the eight through express trains that were converted into Regional Express trains in 1995 , only two through regional trains ran. At the same time, seven regional trains ran on the Augsburg – Geltendorf section, four from Geltendorf to Weilheim and individual trains from Dießen via Weilheim to Schongau . The average travel time for Regional Express trains from Augsburg to Weilheim was 79 minutes, while the regional trains for the section from Mering to Geltendorf took 25 minutes and from Geltendorf to Weilheim 38 minutes.

For the 1995 summer timetable, Deutsche Bahn introduced the Werdenfels cycle on the Ammerseebahn , which had existed since 1994 on the Munich – Garmisch-Partenkirchen railway and the Pfaffenwinkelbahn from Weilheim to Schongau. An hourly service was introduced on the route with 13 continuous pairs of trains . This was further supplemented by reinforcement trains that only traveled part of the route. On Sundays there was also an hourly service between 10 a.m. and 9 p.m.

LINT 41 of the BRB south of Utting

Since December 14, 2008, the Bayerische Regiobahn (BRB) has been serving local rail passenger transport on the Ammerseebahn and the Pfaffenwinkelbahn in Weilheim. Since then, diesel multiple units have been running every hour from Augsburg-Oberhausen via Weilheim (Oberbay) to Schongau . During rush hour, amplifier trains run every hour from Geltendorf to Weilheim and on to Peißenberg , which run every half hour on this section. In addition, individual amplifier trains run from Augsburg Hauptbahnhof to Geltendorf during rush hour .

Due to sometimes long stays at the crossing stations and an alternating cycle, the Ammersee-Bahn was not very attractive in the past. This changed as of December 14, 2008 with a new, tighter timetable concept. Since then, the alternating cycle has been limited to the Dießen – Weilheim section, but has such an effect that in Weilheim the connection to or from Garmisch is only reached every two hours. The reason is the lack of a possibility to cross in Raisting after the sideline was dismantled: if the connection from Garmisch is taken in Weilheim, the return train in Dießen has to wait several minutes for the crossing and therefore no longer reaches the connection to Garmisch in Weilheim. On the rest of the route, as on the connections to Schongau and Augsburg-Oberhausen, an exact hourly service is offered.

Long-distance transport

Between 1918 and 1991, scheduled long-distance trains ran from northern Germany to the Alps on the Ammerseebahn with individual interruptions . On their way to Garmisch-Partenkirchen or Innsbruck, these did not take the “detour” via Munich, but instead drove directly from Augsburg via the Ammerseebahn to Weilheim. The most important long-distance train on the route was the FD-Zug Ammersee , which ran between Dortmund and Mittenwald from 1988 to 1991 .

From around 1918 a pair of express trains ran daily from Berlin Anhalter Bahnhof via Halle (Saale) , Nuremberg and Augsburg to Innsbruck . On the Ammerseebahn, the pair of trains only stopped in Dießen and Weilheim (Oberbay). In 1934, the pair of express trains needed 78 minutes to travel from Augsburg to Weilheim. During the Second World War, the Deutsche Reichsbahn stopped the train in 1943.

From the late 1940s, an express train ran briefly on the Ammerseebahn, which was discontinued before 1955. At 77 minutes, its travel time between Augsburg and Weilheim corresponded to the express train travel times of the Reichsbahn time. From around 1960, the Deutsche Bundesbahn used an express train from Cologne via Heidelberg , Stuttgart and Augsburg to Garmisch-Partenkirchen, which took the shortcut via the Ammerseebahn. From the end of the 1960s to the end of the 1970s, a through car connection ran as an express train from Hagen in Westphalia to Mittenwald, which only stopped on the Ammerseebahn in Dießen and Weilheim (Oberbay). The electrification of the northern section and the replacement of steam locomotives with diesel locomotives reduced the travel time of the express trains significantly from 1970 and averaged 59 minutes.

Up until around 1985 there was an international pair of express trains as through coaches on the Ammerseebahn, connecting The Hague in the Netherlands with Seefeld in Tyrol on the Mittenwaldbahn . In the 1980s there was also an express train between Augsburg and Mittenwald, which was carried from Augsburg to Dortmund as a through car in the Tegernsee FD . The train stopped on the Ammerseebahn in Mering, Geltendorf, Schondorf, Utting, Dießen and Weilheim (Oberbay) as well as in Egling in the direction of Augsburg. In 1988 the DB upgraded this through car connection to the FD 1918/1919 Ammersee , which only stopped in Geltendorf, Schondorf, Dießen and Weilheim (Oberbay). Furthermore, until 1991 individual seasonal long-distance trains ran over the Ammerseebahn to Garmisch-Partenkirchen, Mittenwald or Innsbruck, most recently on Saturdays in winter an express train from Dortmund to Innsbruck. In 1991, the DB discontinued the FD Ammersee, the last express train running on the Ammerseebahn, which meant that long-distance traffic disappeared from the route. Since then, the route has only been of importance for regional traffic.

Swimming trains and special trips

Even in its early days, the Ammerseebahn was of great importance in excursion traffic from Augsburg and Munich to the Ammersee. From the Schondorf, Utting, Riederau and Dießen train stations on the Ammersee, you can transfer to the Ammerseeschiffahrt paddle steamers. That is why there were additional bathing trains from Augsburg to Utting and Dießen on weekends in the summer of the 1900s , which took the large number of passengers. These bathing trains sometimes carried more than 1000 passengers to the Ammersee and became known nationwide as a special feature of the Ammerseebahn. Numerous artists such as Thomas Mann and Bertolt Brecht also used the bathing trains to the Ammersee.

For the 1936 Winter Olympics in Garmisch-Partenkirchen, a large number of the special trains ran over the Ammerseebahn. In the 1950s a bathing train was used again from Augsburg to Dießen, which was discontinued with the decreasing importance of the Ammerseebahn. From 1980 to 1990 the trains of the Alpen-See-Express ran regularly with class 601 railcars on the Ammerseebahn and served the railway stations in Geltendorf and Weilheim (Oberbay). To connect the Kaltenberg Knights Festival in Kaltenberg Castle perverse 1987 Akkumulatortriebwagen the series 515 and 1988 uerdingen railbus of class 798 as a special train between Geltendorf and since 1985 decommissioned Cold Mountain Station . From 2005 to 2007, special trips to Kaltenberg took place again, using a class 420 S-Bahn multiple unit . Since 2012, Bahnpark Augsburg has been running steam-hauled special trips between Augsburg and Utting every summer on a few weekends.

Freight transport

The Ammerseebahn was originally more important for freight traffic. In addition to local freight transport , it was used at times for continuous long-distance freight transport from the direction of northern Germany or Augsburg to Munich and partly on to Austria and Italy , which bypassed the busy Munich – Augsburg line via the Ammerseebahn.

Timber transport on the Ammerseebahn was already of great importance in the early years. A separate stop was built in Riederau for loading the wood from the Dettenhofer Forest . The timber transport contributed to the fact that the Ammerseebahn was elevated to the main line in 1913.

Until the 1960s, a “collector” usually traveled the route in local freight transport, who delivered and picked up wagons at all stations. Most of the time, the locomotive also took on the shunting tasks, with small locomotives being stationed in larger stations. Mainly agricultural products, cattle, wood and various general cargo were loaded on the Ammerseebahn . The trains also delivered peat and coal to supply the residents.

In the 1960s and 1970s, with the rationalization of the local loading traffic was increasingly restricted. In the smaller stations, the loading of goods was stopped and the loading tracks were closed and dismantled. Freight traffic shifted to block trains that ran to the numerous sidings on the line. In 1973 cattle loading on the Ammerseebahn was stopped.

In the northern part between Mering and Geltendorf, the transport of sugar beet was important. The freight cars were loaded in Kaltenberg, Walleshausen, Egling and Schmiechen and brought to Mering with a small diesel locomotive. There was a separate sugar beet loading platform on which the wagons were put together to form block trains. In the early 1990s, sugar beet transport shifted entirely to the road.

From electrification in 1970 to 1984, numerous long-distance freight trains from northern Germany to Munich ran on the northern section from Mering to Geltendorf, using the Ammerseebahn as an alternative to the Munich – Augsburg mainline. In the 1970/71 winter timetable, for example, the cross-border TEEM trains 5042 from Cologne Eifeltor to Salzburg and 5045 from Bologna to Zeebrugge in the Netherlands ran over the Ammerseebahn. National long-distance freight trains ran from Hamburg-Eidelstedt , Hanover-Linden , Bochum-Langendreer , Stuttgart-Untertürkheim and Augsburg Rbf to the stations München Ost Rbf , München-Laim Rbf and München Süd . In 1984 the Deutsche Bundesbahn stopped the through freight traffic on the northern section of the line. Until the end of the 1980s, the Dg 46833 cattle transport train ran from Buchloe via Geltendorf, Weilheim, Garmisch-Partenkirchen and Innsbruck to Fortezza, Italy, on the southern section of the Ammerseebahn.

With the discontinuation of through freight traffic, some handover trips and traffic to the sidings remained. In 1985, the DB transported 81 wagons per month to Egling, 13 to Walleshausen, five to Schondorf, 17 to Utting and 14 to Dießen. The section between Mering and Kaltenberg was served from Augsburg until around 1990. In the 1990s, individual handovers to Walleshausen and Utting were carried out from Geltendorf . The station in Dießen was approached from Weilheim. At the end of the 1990s, when they were discontinued, freight traffic on the Ammerseebahn finally ended. There has been no freight traffic at Geltendorf station since 2005.

Diversion traffic

View of the Egling junction (siding)

The Ammerseebahn is often used as a diversion route for surrounding routes. When the busy Munich – Augsburg railway is blocked, trains are diverted over the northern section from Mering to Geltendorf and on to Munich via the Allgäu Railway. In 1970, the DB electrified this section for these diversions. The sidings at the Egling and Walleshausen train crossing stations are long enough to accommodate diverted ICE trains. Often the trains are only run in one direction over the Ammerseebahn due to the single track.

The Ammerseebahn also served as a diversion route in the event of disruptions or construction work on the railway line from Munich to Garmisch-Partenkirchen . Most of the long-distance and freight trains already turned onto the Ammerseebahn in Mering and thus traveled the entire route. Meanwhile, regional traffic was routed from Munich via the Allgäu Railway to Geltendorf, where, after a change of direction, it would drive via the southern section of the Ammerseebahn to Weilheim. When the line between Tutzing and Weilheim was closed on seven weekends in October and November 1995, a large part of the traffic on the Munich – Garmisch-Partenkirchen railway was diverted to the Ammerseebahn.

Even in the event of disruption to the Ausserfernbahn from Garmisch-Partenkirchen via Reutte in Tyrol to Kempten (Allgäu) , freight traffic can be diverted via the southern section of the Ammerseebahn.

Course book series

In the course of time, the Ammerseebahn held different course book route numbers. From 1972 to 1991, the Deutsche Bundesbahn ran the Ammerseebahn in the course book under number 960 as a branch of the Munich – Garmisch-Partenkirchen railway line , while before and after it was its own course book line. It has had KBS number 985 since 1992. Since 1994, Deutsche Bahn has named the route in the Ammersee-Bahn course book . The Bayerische Regiobahn meanwhile writes it in the historically correct spelling Ammerseebahn without a hyphen.

Period	number	route
1905	299c	Mering - Weilheim
1914-1939	301b	Augsburg - Mering - Weilheim
1935-1972	404	Augsburg - Mering - Ammersee - Weilheim
1972-1991	960	Munich / Augsburg - Weilheim - Garmisch-Partenkirchen - Mittenwald - Innsbruck
1991-1992	905	Augsburg - Weilheim
since 1992	985	Augsburg - Weilheim

literature

Andreas Janikowski: The Ammerseebahn. Traffic development in western Upper Bavaria . Transpress, Stuttgart 1996, ISBN 3-344-71033-8 .
Peter Rasch: The branch lines between Ammersee, Lech and Wertach. With the Ammerseebahn, Pfaffenwinkelbahn & Co around the Bavarian Rigi . EOS Verlag, St. Ottilien 2011, ISBN 978-3-8306-7455-9 , pp. 90-155 .
Reinhold Breubeck: Railway junction Augsburg. The railway in Central Swabia and Upper Bavaria between the Iller and the Isar . Eisenbahn-Fachbuch-Verlag, Neustadt / Coburg 2007, ISBN 978-3-9810681-1-5 , p. 165-185 .
Ludwig Degele: The railway in the Weilheim-Schongau district . Self-published, Weilheim 1981, p. 76-82 .

Web links

Commons : Ammerseebahn - collection of images, videos and audio files

Alwin Reiter: The Ammerseebahn . Private homepage about the Ammerseebahn
Utting am Ammersee station - idyll at the lake . Video on YouTube , August 15, 2012 (8:44 minutes)
Georg Sattler: Photo documentation of the Ammerseebahn on doku-des-alltags.de

Individual evidence

^ DB Netz AG: Infrastructure Register. In: geovdbn.deutschebahn.com , accessed on August 6, 2020.
↑ Janikowski: The Ammerseebahn. Pp. 15-16, 56, 64.
↑ Map of the Federal Railway Directorate Munich 1985. In: blocksignal.de , accessed on August 6, 2020.

↑ ^a ^b Breubeck: railroad Augsburg . 2007, p. 165 .

↑ Janikowski: The Ammerseebahn. P. 12.

^ Degele: The railway in the district of Weilheim-Schongau . 1981, p. 76-77 .

^ Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 96-97.

↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ Alwin Reiter: Ammerseebahn - from planning to today ( memento of March 15, 2015 in the Internet Archive ) on Ammerseebahn.de, accessed on June 8, 2016.

^ Alwin Reiter: Pflaumdorf . Ammerseebahn.de, accessed on July 10, 2013.

^ Degele: The railway in the district of Weilheim-Schongau . 1981, p. 78-80 .

^ Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 97-99.

↑ Janikowski: The Ammerseebahn. Pp. 13-14.

^ Degele: The railway in the district of Weilheim-Schongau . 1981, p. 80 .

↑ Janikowski: The Ammerseebahn. 1996, pp. 72-75.
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 99-101.

^ ^A ^b Alwin Reiter: Wielenbach . Ammerseebahn.de, accessed on July 10, 2013.
Janikowski: Die Ammerseebahn. Pp. 63-64.
Rasch: The branch lines between Ammersee, Lech and Wertach. P. 135.

^ Rasch: The branch lines between Ammersee, Lech and Wertach. P. 146.

↑ Joachim Braun: The Nazi period in Wolfratshausen: Bombs in the forest. braun-in-wolfratshausen.de, accessed on May 8, 2020 .

^ Degele: The railway in the district of Weilheim-Schongau . 1981, p. 80-81 .

↑ Janikowski: The Ammerseebahn. Pp. 76-79.
Rasch: The branch lines between Ammersee, Lech and Wertach. P. 101.

^ ^A ^b ^c Janikowski: The Ammerseebahn. Pp. 80-82

↑ ^a ^b Alwin Reiter: Time Lapse . Ammerseebahn.de, accessed on July 10, 2013.

↑ Janikowski: The Ammerseebahn. Pp. 83-86.

^ Degele: The railway in the district of Weilheim-Schongau . 1981, p. 119 .

↑ ^a ^b Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 101-103.

↑ Janikowski: The Ammerseebahn. P. 92.

^ Wiegner: Ammerseebahn: Whitsun flood 1999 . Pro Bahn passenger association , June 3, 1999 / November 28, 2015, accessed on June 8, 2016.

↑ ^a ^b Bavarian Railway Company: Completed procurement procedures in Bavaria (PDF). In: beg.bahnland-bayern.de , October 2019, accessed on December 25, 2019.

^ Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 102-104.

↑ Bayerische Eisenbahngesellschaft: Bayerische Regiobahn is to receive a contract for the Augsburg II crossing diesel network. In: beg.bahnland-bayern.de , press release from July 5, 2017, accessed on December 25, 2019.

↑ Bavarian Railway Company: Decision in the award procedure Augsburger Netze made. In: beg.bahnland-bayern.de , press release from December 7, 2018, accessed on December 25, 2019.

^ Rasch: The branch lines between Ammersee, Lech and Wertach. P. 116.

↑ List of German signal boxes . In: stellwerke.de. Retrieved September 19, 2013.

↑ Restrictions in train traffic around the Geltendorf railway junction at the weekend . ( Memento of May 27, 2016 in the Internet Archive ) Press release of the Deutsche Bahn from November 16, 2015. Stephanie Millonig: Leaseholder wanted for kiosk . Augsburger Allgemeine , January 8, 2016, accessed May 27, 2016.

↑ Technical monitoring of the track (TüFa), a support for signal boxes without track vacancy detection. (PDF, 2.8MiB) In: BahnPraxisB, July / August 2019. Retrieved on May 3, 2020 .

↑ Janikowski: The Ammerseebahn. Pp. 37–38
Alwin Reiter: Mering . Ammerseebahn.de, accessed on July 10, 2013.

↑ Janikowski: The Ammerseebahn. P. 38

^ Rasch: The branch lines between Ammersee, Lech and Wertach. P. 112.

^ Alwin Reiter: Mering . Ammerseebahn.de, accessed on July 10, 2013.

↑ Janikowski: The Ammerseebahn. P. 39.
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 113-115.

↑ Alwin Reiter: Schmiechen . ( Memento from January 2, 2016 in the Internet Archive ) Ammerseebahn.de, accessed on July 10, 2013.

↑ Janikowski: The Ammerseebahn. P. 40
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 115-116.
Alwin Reiter: Egling . Ammerseebahn.de, accessed on July 10, 2013.

↑ Janikowski: The Ammerseebahn. P. 41
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 117-118.
Alwin Reiter: Wabern . ( Memento from January 2, 2016 in the Internet Archive ) Ammerseebahn.de, accessed on July 10, 2013.

↑ Janikowski: The Ammerseebahn. Pp. 41-42.
Alwin Reiter: Walleshausen . Ammerseebahn.de, accessed on July 10, 2013.

^ Rasch: branch lines between Ammersee, Lech and Wertach. Pp. 118-120.

↑ Platform renovation : construction company relies on textile-reinforced concrete elements . Allgemeine Bauzeitung , October 10, 2015, accessed on May 27, 2016.

^ ^A ^b Janikowski: The Ammerseebahn. Pp. 43-44.

^ Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 120-122.
Description of the Kaltenberg train station on Ammerseebahn.de, accessed on July 10, 2013

↑ Janikowski: The Ammerseebahn. Pp. 44-50.
Alwin Reiter: Geltendorf . Ammerseebahn.de, accessed on July 10, 2013.

↑ Janikowski: The Ammerseebahn. Pp. 51-55.
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 122-125.
Alwin Reiter: St. Ottilien . Ammerseebahn.de, accessed on July 10, 2013.

↑ Janikowski: The Ammerseebahn. Pp. 55-56.
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 126-128.
Alwin Reiter: Greifenberg . Ammerseebahn.de, accessed on July 10, 2013.

↑ Breubeck: railway junction Augsburg . 2007, p. 177 .

↑ Janikowski: The Ammerseebahn. Pp. 56-57.
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 128-129.
Alwin Reiter: Theresienbad . Ammerseebahn.de, accessed on July 10, 2013.

↑ Janikowski: The Ammerseebahn. Pp. 57-58.
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 129-132.
Alwin Reiter: Schondorf . Ammerseebahn.de, accessed on July 10, 2013.

↑ Janikowski: The Ammerseebahn. Pp. 58-59.
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 132-135.
Alwin Reiter: Utting . Ammerseebahn.de, accessed on July 10, 2013.

↑ Janikowski: The Ammerseebahn. Pp. 59-60.
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 135-137.
Alwin Reiter: Riederau . Ammerseebahn.de, accessed on July 10, 2013.

^ Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 137-138.
Alwin Reiter: St. Alban . Ammerseebahn.de, accessed on July 10, 2013.

↑ Janikowski: The Ammerseebahn. Pp. 60-62

↑ Alwin Reiter: Dießen . Ammerseebahn.de, accessed on July 10, 2013.

↑ Dießen a.Ammersee: Architectural monuments . Bavarian State Office for Monument Preservation, accessed on July 10, 2013 (PDF; 160 kB).
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 138-143.

↑ Janikowski: The Ammerseebahn. Pp. 62-63.
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 133-144.
Alwin Reiter: Raisting . Ammerseebahn.de, accessed on July 10, 2013.

^ Degele: The railway in the district of Weilheim-Schongau . 1981, p. 121 .

↑ Janikowski: The Ammerseebahn. Pp. 64-66.
Alwin Reiter: Weilheim . Ammerseebahn.de, accessed on July 10, 2013.

↑ Münchner Merkur: Step by step towards accessibility on merkur.de, June 9, 2017, accessed on September 6, 2017.

^ ^A ^b Janikowski: The Ammerseebahn. P. 73.

↑ Janikowski: The Ammerseebahn. P. 76.

↑ Janikowski: The Ammerseebahn. P. 84.

^ ^A ^b Janikowski: The Ammerseebahn. P. 99.

↑ Janikowski: The Ammerseebahn. Pp. 123-127.

↑ Janikowski: The Ammerseebahn. P. 118.

↑ Janikowski: The Ammerseebahn. P. 127.

↑ Janikowski: The Ammerseebahn. Pp. 119-123.

^ ^A ^b Janikowski: The Ammerseebahn. Pp. 118-119.

↑ Janikowski: The Ammerseebahn. P. 129

^ Degele: The railway in the district of Weilheim-Schongau . 1981, p. 79 .

↑ ^a ^b Course book table 404 in the course book from 1939 on deutsches-kursbuch.de, accessed on July 10, 2013

↑ ^a ^b Course book table 404 in the course book from 1943 on deutsches-kursbuch.de, accessed on July 10, 2013

↑ Course book table 404 in the course book from 1944 on pkjs.de, accessed on July 10, 2013

↑ ^a ^b ^c ^d Janikowski: The Ammerseebahn. P. 94.

↑ Janikowski: The Ammerseebahn. P. 93.

^ Rasch: The branch lines between Ammersee, Lech and Wertach. P. 363.

↑ Timetable of the D 2716. In: grahnert.de. Retrieved March 3, 2014 .

↑ Timetable of the FD 1918 Ammersee . In: grahnert.de. Retrieved March 3, 2014 .

↑ Bathing trains then: History and stories of the Ammerseebahn . Website of the Ammersee steam train, accessed on June 8, 2016.
Stephanie Millonig: Ammerseebahn: The summer visitors came by train . Augsburger Allgemeine , July 20, 2012, accessed June 8, 2016.

↑ Janikowski: The Ammerseebahn. P. 123.

↑ Holger Riedel, Thomas Ludl: Steam on the Ammerseebahn . Website of the regional group South Bavaria of FREMO - Freundeskreis Europäische Modellbahner eV, November 12, 2013, accessed on March 1, 2016.

↑ From Augsburg to Utting am Ammersee: A day in the summer . Ammersee Steam Railway website, accessed on May 8, 2020.

^ ^A ^b Janikowski: The Ammerseebahn. Pp. 97-100.

^ Rasch: The branch lines between Ammersee, Lech and Wertach. P. 102.

↑ Janikowski: The Ammerseebahn. P. 89.

↑ Query of the course book route 985 at Deutsche Bahn.

This article was added to the list of excellent articles on March 12, 2014 in this version .

Map with all coordinates: OSM | WikiMap

[1] DB Netz AG: Infrastructure Register. In: geovdbn.deutschebahn.com , accessed on August 6, 2020.

[2] Janikowski: The Ammerseebahn. Pp. 15-16, 56, 64.

[3] Map of the Federal Railway Directorate Munich 1985. In: blocksignal.de , accessed on August 6, 2020.

[Breubeck_S._165-4] Breubeck: railroad Augsburg . 2007, p. 165 .

[5] Janikowski: The Ammerseebahn. P. 12.

[6] Degele: The railway in the district of Weilheim-Schongau . 1981, p. 76-77 .

[7] Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 96-97.

[Ammerseebahn.de-8] ↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ Alwin Reiter: Ammerseebahn - from planning to today ( memento of March 15, 2015 in the Internet Archive ) on Ammerseebahn.de, accessed on June 8, 2016.

[9] Alwin Reiter: Pflaumdorf . Ammerseebahn.de, accessed on July 10, 2013.

[10] Degele: The railway in the district of Weilheim-Schongau . 1981, p. 78-80 .

[11] Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 97-99.

[12] Janikowski: The Ammerseebahn. Pp. 13-14.

[13] Degele: The railway in the district of Weilheim-Schongau . 1981, p. 80 .

[14] Janikowski: The Ammerseebahn. 1996, pp. 72-75.
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 99-101.

[Ammerseebahn.de_Wielenbach-15] A ^b Alwin Reiter: Wielenbach . Ammerseebahn.de, accessed on July 10, 2013.
Janikowski: Die Ammerseebahn. Pp. 63-64.
Rasch: The branch lines between Ammersee, Lech and Wertach. P. 135.

[16] Rasch: The branch lines between Ammersee, Lech and Wertach. P. 146.

[17] Joachim Braun: The Nazi period in Wolfratshausen: Bombs in the forest. braun-in-wolfratshausen.de, accessed on May 8, 2020 .

[18] Degele: The railway in the district of Weilheim-Schongau . 1981, p. 80-81 .

[19] Janikowski: The Ammerseebahn. Pp. 76-79.
Rasch: The branch lines between Ammersee, Lech and Wertach. P. 101.

[Die_Ammerseebahn_S._80–82-20] A ^b ^c Janikowski: The Ammerseebahn. Pp. 80-82

[Ammerseebahn.de_Zeitraffer-21] Alwin Reiter: Time Lapse . Ammerseebahn.de, accessed on July 10, 2013.

[22] Janikowski: The Ammerseebahn. Pp. 83-86.

[23] Degele: The railway in the district of Weilheim-Schongau . 1981, p. 119 .

[Rasch-24] Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 101-103.

[25] Janikowski: The Ammerseebahn. P. 92.

[26] Wiegner: Ammerseebahn: Whitsun flood 1999 . Pro Bahn passenger association , June 3, 1999 / November 28, 2015, accessed on June 8, 2016.

[BEG-27] Bavarian Railway Company: Completed procurement procedures in Bavaria (PDF). In: beg.bahnland-bayern.de , October 2019, accessed on December 25, 2019.

[28] Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 102-104.

[29] Bayerische Eisenbahngesellschaft: Bayerische Regiobahn is to receive a contract for the Augsburg II crossing diesel network. In: beg.bahnland-bayern.de , press release from July 5, 2017, accessed on December 25, 2019.

[30] Bavarian Railway Company: Decision in the award procedure Augsburger Netze made. In: beg.bahnland-bayern.de , press release from December 7, 2018, accessed on December 25, 2019.

[31] Rasch: The branch lines between Ammersee, Lech and Wertach. P. 116.

[32] List of German signal boxes . In: stellwerke.de. Retrieved September 19, 2013.

[33] Restrictions in train traffic around the Geltendorf railway junction at the weekend . ( Memento of May 27, 2016 in the Internet Archive ) Press release of the Deutsche Bahn from November 16, 2015. Stephanie Millonig: Leaseholder wanted for kiosk . Augsburger Allgemeine , January 8, 2016, accessed May 27, 2016.

[uvbundbahn-34] Technical monitoring of the track (TüFa), a support for signal boxes without track vacancy detection. (PDF, 2.8MiB) In: BahnPraxisB, July / August 2019. Retrieved on May 3, 2020 .

[35] Janikowski: The Ammerseebahn. Pp. 37–38
Alwin Reiter: Mering . Ammerseebahn.de, accessed on July 10, 2013.

[36] Janikowski: The Ammerseebahn. P. 38

[rasch_112-37] Rasch: The branch lines between Ammersee, Lech and Wertach. P. 112.

[38] Alwin Reiter: Mering . Ammerseebahn.de, accessed on July 10, 2013.

[39] Janikowski: The Ammerseebahn. P. 39.
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 113-115.

[40] Alwin Reiter: Schmiechen . ( Memento from January 2, 2016 in the Internet Archive ) Ammerseebahn.de, accessed on July 10, 2013.

[41] Janikowski: The Ammerseebahn. P. 40
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 115-116.
Alwin Reiter: Egling . Ammerseebahn.de, accessed on July 10, 2013.

[42] Janikowski: The Ammerseebahn. P. 41
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 117-118.
Alwin Reiter: Wabern . ( Memento from January 2, 2016 in the Internet Archive ) Ammerseebahn.de, accessed on July 10, 2013.

[43] Janikowski: The Ammerseebahn. Pp. 41-42.
Alwin Reiter: Walleshausen . Ammerseebahn.de, accessed on July 10, 2013.

[44] Rasch: branch lines between Ammersee, Lech and Wertach. Pp. 118-120.

[45] Platform renovation : construction company relies on textile-reinforced concrete elements . Allgemeine Bauzeitung , October 10, 2015, accessed on May 27, 2016.

[Janikowski_S._43–44-46] A ^b Janikowski: The Ammerseebahn. Pp. 43-44.

[47] Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 120-122.
Description of the Kaltenberg train station on Ammerseebahn.de, accessed on July 10, 2013

[48] Janikowski: The Ammerseebahn. Pp. 44-50.
Alwin Reiter: Geltendorf . Ammerseebahn.de, accessed on July 10, 2013.

[49] Janikowski: The Ammerseebahn. Pp. 51-55.
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 122-125.
Alwin Reiter: St. Ottilien . Ammerseebahn.de, accessed on July 10, 2013.

[50] Janikowski: The Ammerseebahn. Pp. 55-56.
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 126-128.
Alwin Reiter: Greifenberg . Ammerseebahn.de, accessed on July 10, 2013.

[51] Breubeck: railway junction Augsburg . 2007, p. 177 .

[52] Janikowski: The Ammerseebahn. Pp. 56-57.
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 128-129.
Alwin Reiter: Theresienbad . Ammerseebahn.de, accessed on July 10, 2013.

[53] Janikowski: The Ammerseebahn. Pp. 57-58.
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 129-132.
Alwin Reiter: Schondorf . Ammerseebahn.de, accessed on July 10, 2013.

[54] Janikowski: The Ammerseebahn. Pp. 58-59.
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 132-135.
Alwin Reiter: Utting . Ammerseebahn.de, accessed on July 10, 2013.

[55] Janikowski: The Ammerseebahn. Pp. 59-60.
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 135-137.
Alwin Reiter: Riederau . Ammerseebahn.de, accessed on July 10, 2013.

[56] Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 137-138.
Alwin Reiter: St. Alban . Ammerseebahn.de, accessed on July 10, 2013.

[57] Janikowski: The Ammerseebahn. Pp. 60-62

[58] Alwin Reiter: Dießen . Ammerseebahn.de, accessed on July 10, 2013.

[59] Dießen a.Ammersee: Architectural monuments . Bavarian State Office for Monument Preservation, accessed on July 10, 2013 (PDF; 160 kB).
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 138-143.

[60] Janikowski: The Ammerseebahn. Pp. 62-63.
Rasch: The branch lines between Ammersee, Lech and Wertach. Pp. 133-144.
Alwin Reiter: Raisting . Ammerseebahn.de, accessed on July 10, 2013.

[61] Degele: The railway in the district of Weilheim-Schongau . 1981, p. 121 .

[62] Janikowski: The Ammerseebahn. Pp. 64-66.
Alwin Reiter: Weilheim . Ammerseebahn.de, accessed on July 10, 2013.

[63] Münchner Merkur: Step by step towards accessibility on merkur.de, June 9, 2017, accessed on September 6, 2017.

[Die_Ammerseebahn_S._73-64] A ^b Janikowski: The Ammerseebahn. P. 73.

[65] Janikowski: The Ammerseebahn. P. 76.

[66] Janikowski: The Ammerseebahn. P. 84.

[Janikowski_S._99-67] A ^b Janikowski: The Ammerseebahn. P. 99.

[68] Janikowski: The Ammerseebahn. Pp. 123-127.

[69] Janikowski: The Ammerseebahn. P. 118.

[70] Janikowski: The Ammerseebahn. P. 127.

[71] Janikowski: The Ammerseebahn. Pp. 119-123.

[Janikowski_S. 118–119-72] A ^b Janikowski: The Ammerseebahn. Pp. 118-119.

[73] Janikowski: The Ammerseebahn. P. 129

[74] Degele: The railway in the district of Weilheim-Schongau . 1981, p. 79 .

[Kursbuch_1939-75] Course book table 404 in the course book from 1939 on deutsches-kursbuch.de, accessed on July 10, 2013

[Kursbuch_1943-76] Course book table 404 in the course book from 1943 on deutsches-kursbuch.de, accessed on July 10, 2013

[77] Course book table 404 in the course book from 1944 on pkjs.de, accessed on July 10, 2013

[Ammerseebahn_Zugangebot-78] Janikowski: The Ammerseebahn. P. 94.

[79] Janikowski: The Ammerseebahn. P. 93.

[Rasch_S._363-80] Rasch: The branch lines between Ammersee, Lech and Wertach. P. 363.

[81] Timetable of the D 2716. In: grahnert.de. Retrieved March 3, 2014 .

[82] Timetable of the FD 1918 Ammersee . In: grahnert.de. Retrieved March 3, 2014 .

[83] Bathing trains then: History and stories of the Ammerseebahn . Website of the Ammersee steam train, accessed on June 8, 2016.
Stephanie Millonig: Ammerseebahn: The summer visitors came by train . Augsburger Allgemeine , July 20, 2012, accessed June 8, 2016.

[84] Janikowski: The Ammerseebahn. P. 123.

[85] Holger Riedel, Thomas Ludl: Steam on the Ammerseebahn . Website of the regional group South Bavaria of FREMO - Freundeskreis Europäische Modellbahner eV, November 12, 2013, accessed on March 1, 2016.

[86] From Augsburg to Utting am Ammersee: A day in the summer . Ammersee Steam Railway website, accessed on May 8, 2020.

[Ammerseebahn_Güterverkehr-87] A ^b Janikowski: The Ammerseebahn. Pp. 97-100.

[88] Rasch: The branch lines between Ammersee, Lech and Wertach. P. 102.

[89] Janikowski: The Ammerseebahn. P. 89.

[Link_985-90] Query of the course book route 985 at Deutsche Bahn.

	This article is available as an audio version:
	Part 1: history Save \| Information \| 28:20 min (12.7 MB) Text of the spoken version (October 21, 2018)
	Part 2: route description Save \| Information \| 42:15 min (18.9 MB) Text of the spoken version (October 21, 2018)
	Part 3: Vehicles; Traffic; Course book series Save \| Information \| 37:27 min (16.7 MB) Text of the spoken version (October 21, 2018)
	More information on spoken Wikipedia