Weilheim (Oberbay) train station

from Wikipedia, the free encyclopedia
Weilheim (Oberbay)
Reception building from the street side (2018)
Reception building from the street side (2018)
Data
Location in the network Crossing station
Platform tracks 5
abbreviation MWH
IBNR 8000220
Price range 4th
opening February 1, 1866
Website URL BEG station database
Profile on Bahnhof.de Weilheim__Oberbay_
location
City / municipality Weilheim in Upper Bavaria
country Bavaria
Country Germany
Coordinates 47 ° 50 '42 "  N , 11 ° 8' 35"  E Coordinates: 47 ° 50 '42 "  N , 11 ° 8' 35"  E
Height ( SO ) 561.9  m above sea level NHN
Railway lines
Railway stations in Bavaria
i16

The Weilheim (Oberbay) Bahnhof is an operating agency of railway lines Munich-Garmisch-Partenkirchen , Mering-Weilheim and Weilheim-Peißenberg . It is located in the Bavarian district town of Weilheim in Upper Bavaria and has five platform tracks.

When the Weilheim station opened on February 1, 1866, it was initially a through station on the Munich – Unterpeißenberg railway line . With the commissioning of the railway line to Murnau on May 15, 1879, which was extended to Garmisch-Partenkirchen in 1889 , it only became a separation station , with the opening of the Mering – Weilheim line on June 30, 1898, it became a crossing station . As a locomotive station , the station had a locomotive shed until 1986 and a turntable until 1976 .

location

Weilheim train station is located north of Weilheim city center. The tracks run in a north-south direction and circle the city center to the west. The station building is to the east of the tracks on Bahnhofstraße and has the address Bahnhofplatz 1. West of the tracks is the street Am Öferl . In the north of the station, Zargesstraße crosses the tracks through an underpass , in the south the tracks are also crossed by an underpass through Staatsstraße 2057, which is called Schützenstraße here.

Weilheim station is the crossing station of three railway lines. The Munich – Garmisch-Partenkirchen railway ( VzG 5504) is a single-track, electrified main line that is served by regional services and, on weekends, also by Intercity Express trains. Furthermore meet in Weilheim from Mering coming Ammersee Railway (VzG 5370) and as Pfaffenwinkel train designated railway Weilheim-Peißenberg (VzG 5450) each other, both of which are single track not electrified and only in regional transport through the Bavarian Regiobahn be served. While the Ammerseebahn is a main line, the Pfaffenwinkelbahn is a branch line.

The following course book sections meet in Weilheim :

  • KBS 960 : Munich – Weilheim – Garmisch-Partenkirchen – Mittenwald – Innsbruck
  • KBS 962 : Weilheim – Peißenberg – Schongau
  • KBS 985 : Augsburg – Mering – Geltendorf – Weilheim

history

Opening and Länderbahn time

Drawing of the reception building in 1866
Old station building from the track side (1907)

The Weilheim station was opened on February 1, 1866, along with the railway line from Starnberg via Tutzing to Unterpeißenberg . In Starnberg there was a connection to the line from Munich, which had already opened on November 28, 1854 . In terms of freight traffic, the route was intended primarily to transport the pitch coal mined in Peißenberg . A three-story station building with a hipped roof and two side extensions was built at the Weilheim train station in the classicism style. A goods shed with a loading ramp was also built. A postal expedition was housed in the station building in 1866, from which stagecoaches ran to Murnau am Staffelsee and Innsbruck . In 1869, a traffic telegraph station went into operation in Weilheim station .

On May 8, 1874, Emeran Kottmüller , a member of the Reichstag, founded a railway committee in Murnau to build a vicinal railway from Weilheim to Murnau. On July 29, 1876, the Bavarian State Parliament approved the route so that construction could begin in 1878. On May 15, 1879, the Vizinalbahn went into operation, making the Weilheim station from a through station to a separation station . Coaling systems, water cranes and water storage tanks were installed in Weilheim for the locomotives coming from Murnau. On July 25, 1889, the Lokalbahn Aktien-Gesellschaft opened a local railway from Murnau to Garmisch-Partenkirchen as an extension of the Vizinalbahn, creating a continuous line from Munich via Weilheim to Garmisch-Partenkirchen.

After plans for a railway line from Augsburg to Lake Ammersee and on towards the Alps had already been made in the early 1870s , the Bavarian state approved the planning of a local railway from Mering near Augsburg via Dießen am Ammersee to Weilheim in 1886 . Construction of the line began in autumn 1886. On June 30, 1898, the Royal Bavarian State Railways opened the section from Weilheim to Dießen and on December 23, 1898, they put the entire line from Mering to Weilheim into operation. The Weilheimer Bahnhof thus became a crossing station . At the same time, the railway line from Weilheim to Murnau was elevated to the status of the main line, so that the through trains no longer ran from Munich to Peißenberg, but from Munich to Murnau. The buildings and tracks of the station were gradually expanded to meet the increased requirements. In the western area of ​​the station, separate facilities for the dismantling and assembly of freight trains were built. The Bavarian State Railways built a locomotive shed and a turntable to supply the trains ending in Weilheim. Furthermore, two new mechanical interlockings were put into operation. In the 1900s, a further building for a station restaurant was added to the southern extension of the reception building, and the platform roofing of the main platform was extended.

In 1913 the Mittenwaldbahn was opened as an extension of the Munich – Garmisch-Partenkirchen railway to Innsbruck . The route through Weilheim thus became an international connection. At the same time, the Ammerseebahn from Mering to Weilheim was elevated to the status of the main line. The increase in freight and passenger traffic led to the construction of a larger goods shed and a railway maintenance office .

Electrification and dismantling of the railway systems

In 1924, the Deutsche Reichsbahn began electrifying the Munich – Garmisch-Partenkirchen line. On January 5, 1925, electrical operations between Weilheim and Garmisch-Partenkirchen and on February 16, 1925, electrical operations between Weilheim and Starnberg began. From January 20, 1925, the entire route from Munich to Garmisch-Partenkirchen and on via the Mittenwald Railway to Mittenwald and Innsbruck was electrically accessible. By May 1, 1925, the line from Weilheim to Peißenberg was also electrified so that the coal trains would not have to be reconnected in Weilheim. A fifth platform track and a platform underpass were built at Weilheim station in 1925, which replaced the previous level crossings. Before the 1936 Winter Olympics , the railway tracks and buildings were modernized and expanded.

During the Second World War , an air raid on Weilheim took place on April 19, 1945, during which 50 American lightnings dropped around 250 high-explosive bombs on the station. The bombs destroyed the northern part of the reception building, parts of the tracks and overhead lines in the north of the station area and 20 cars. A hospital train carrying Hungarian wounded burned down completely. There were 24 fatalities, including five Hungarian soldiers who were on the hospital train. After the war, the preserved southern part of the reception building was temporarily used. In 1960 and 1961, the Deutsche Bundesbahn replaced the temporary structure with a long two-story structure with a gable roof .

Former freight hall (2013)

Until 1977 the station still had 23 tracks, as a result of rationalization measures, the Deutsche Bundesbahn continued to reduce the track systems in the following years. In 1980 the three mechanical signal boxes of the station were replaced by a central track plan push button signal box and the form signals from the regional railway era were replaced by light signals . In 1983, the Deutsche Bundesbahn dismantled the overhead line on the line to Peißenberg, as a renewal would have been no longer profitable. In 1986 the locomotive shed was demolished when the locomotive station was closed. The workforce at the station fell between 1982 and 1986 from 251 to 198 employees.

In November 2001, most of the loading and sidings in the west and east of the station were closed. In 2002, the city of Weilheim bought the vacant site in the western area of ​​the station. In March 2002, railway workers dismantled the disused track systems in this area. After the final cessation of freight traffic in Weilheim in 2002, further unused shunting tracks were dismantled in 2004.

The official groundbreaking ceremony for the barrier-free expansion of the Weilheim train station took place on May 3, 2016 . The start of construction was originally announced for 2015. The platforms were completely rebuilt with a height of 76 cm and 55 cm respectively. On November 21, 2016, Deutsche Bahn put a new electronic signal box (ESTW) into operation and replaced the old light signals based on the H / V signal system with Ks signals . On June 26, 2017, the converted train station was officially opened and an ICE 3 named Weilheim i. Baptized OB . The construction work on the platforms was finally completed at the end of July 2017. The renovation cost a total of 11.5 million euros.

Track plan of Weilheim station in 1972

construction

Reception building

Station building from the track side (2013)

The first station building at Weilheim station was opened in 1866. It was a three-story and symmetrical building with a flat hipped roof in the classicism style . The brick façades of the main building were richly structured. In the north and south of the main building there were similarly large, single-storey extensions with flat roofs . As a special feature, the platform roof of the house platform extended the entire length of the building, which was otherwise more common at Austrian train stations. There were service rooms and waiting rooms on the ground floor, the apartments for railway employees on the first floor. In the 1900s, another one-story building with a hipped roof was added to the southern extension, which included a station restaurant. The platform roof was extended accordingly. During the Second World War, the northern part of the building was destroyed in an air raid on April 19, 1945. After the war, the Deutsche Reichsbahn put the building back in a makeshift condition. The destroyed part was demolished and replaced by corrugated iron containers , and the resulting gap in the southern part of the building was bricked up.

In 1960 the old building was demolished and a new building was erected in its place by 1961, which is still in operation today. The reception building is a long two-story building with an asymmetrical gable roof , to which single -story buildings with flat roofs connect in the south and north . The two-storey part of the building contains service rooms; the southern one-storey extension houses the waiting hall with access to the platform underpass and some shops and a DB travel center.

Platforms and track systems

Track plan of Weilheim station 2015
Platforms (2013)

Until 1977 Weilheim station still had 23 tracks, five of which were platform tracks. To the east of the platform tracks were the local loading tracks, five of which were north and five south of the reception building. To the south of the building were also the goods shed and a loading ramp equipped with two tracks . To the west of the platform tracks were freight train tracks and sidings, as well as the locomotive shed and the turntable of the locomotive station. In the following years, as well as in 2002 and 2004, most of the loading and storage tracks were closed and dismantled. The last remaining local loading track south of the reception building, which opened up the loading ramp, was shut down by Deutsche Bahn in August 2013 and it was dismantled.

Diesel filling station (2013)

The five platform tracks are located on a house platform and two central platforms , all of which are covered. The platform roofs of the two central platforms that existed until 2016 came from the era of the regional railways and were made of wooden beams as saddle roofs . All platforms have been equipped with digital destination displays since 2009 . The central platforms are connected to the station building via an underpass , which until 2017 could only be reached by stairs. Because of the low platform height of 26 cm, no Intercity Express trains could stop in Weilheim . To the west of the platform tracks, there are still two platform-less freight tracks and three stub tracks that can only be approached from the north and are used to park BRB railcars. The goods shed south of the reception building has been preserved to this day. There is a diesel filling station on the west of the three stub tracks of the station .

In the course of the renovation from 2016 to 2017, the old platforms were removed one after the other and rebuilt. The platform roofs were thereby completely renewed and accessible all platforms with lifts of the company Schindler to the underpass and the visually impaired equipped. The main platform and the first central platform were built with a height of 76 cm, the second central platform is 55 cm high.

track usable
length in m
Platform height
in cm
use
1 280 76 Trains in the direction of Munich and Garmisch-Partenkirchen
2 280 76 Trains beginning and ending in Weilheim to and from Munich
3 280 76 individual trains in the direction of Garmisch-Partenkirchen
4th 140 55 BRB in the direction of Geltendorf and Augsburg
5 140 55 BRB in the direction of Peißenberg and Schongau
6th no platform Train stop
7th 430 no platform Train stop

Signal boxes

Former track plan pushbutton interlocking, in which the ESTW operator stations are now located

In the early years, the points of the station were set on site by point attendants . Around 1905, the Bavarian State Railways put a command center in the station building and two switch towers into operation. The two switch towers were mechanical signal boxes of the Krauss 1902 design and served as guard signal boxes . Signal box 1 was located in the north head of the station west of the tracks, signal box 2 was located south of the reception building between the local loading tracks. The command signal box in the reception building was later shut down and signal box 2 was converted into a command signal box. With the expansion of the track system, the Deutsche Reichsbahn opened a third mechanical interlocking of the Krauss 1925 type. Signal box 3 served as a marshalling interlocking and was located at the southern end of the sidings in the west of the station.

On December 2, 1980, after a two-year construction period, the Deutsche Bundesbahn put a Lorenz Sp Dr L60 central track plan push button interlocking into operation, which replaced the three mechanical interlockings. The signal box, known as Wf , was housed in an angular, three-storey building with an attached pulpit. From this signal box, in addition to the control of the Weilheim station area, the Wilzhofen and Polling areas were remotely controlled. The signal box is located on the house platform north of the reception building. The push button interlocking was shut down on November 18, 2016.

On November 21, 2016, an electronic signal box (ESTW-Z) went into operation in Weilheim , which is housed in a new modular building directly south of the push button signal box on the house platform. The parking area extends on the Munich – Garmisch-Partenkirchen railway from Wilzhofen to Polling and on the Pfaffenwinkelbahn to the eastern exit of the Peißenberg station . Since the beginning of 2018, the route from Wilzhofen to the Austrian border near Mittenwald and the Ammergau Railway from Murnau to Oberammergau have also been remote-controlled from Weilheim . Two more operator stations were added with the commissioning of the ESTW-R Kochelseebahn in November 2018 and the ESTW-R in Peißenberg station on September 9, 2019.

Locomotive station

Due to its great importance as a junction, Weilheim station received its own locomotive station around 1900 , which was a branch of the Munich main station . The locomotive station was to the west of the station and consisted of a three-tier rectangular shed , a turntable and a few sidings. Command signal box 3 was responsible for the tracks of the locomotive station. From 1956 the locomotive station housed up to four rail bus sets of the VT 98 series , which were used between Weilheim and Schongau. In October 1976 the turntable from 1941 was dismantled. In the roundhouse from 1977 to 1986, the ÖBB -Elektrolokomotive 1071.01 , the former Ewp 4 housed. Until it was retired on January 31, 1980, the last class 116 locomotive , the 116 001, was parked in the Weilheim locomotive shed. Both locomotives have been preserved to this day. In 1986 the locomotive station was closed and the locomotive shed demolished.

traffic

passenger traffic

RB to Mittenwald with a class 111 locomotive (2013)
BRB LINT-41 railcar (2013)

From the opening of the line from Murnau to Garmisch-Partenkirchen in 1889, there were through coaches between Munich and Garmisch-Partenkirchen that were converted in Weilheim. From 1898 onward passenger trains no longer ran from Munich to Peißenberg, but from Munich to Murnau. In the direction of Peißenberg and Augsburg, a change had to be made in Weilheim. From 1900 onwards, through express trains from Munich to Garmisch-Partenkirchen stopped at Weilheim station . From the winter timetable 1912/13, the station was also served by express trains from Augsburg to Garmisch-Partenkirchen. Electrification reduced the travel time of the express trains between Munich and Weilheim to 90 minutes on June 5, 1925. An international pair of express trains that ran from The Hague to Seefeld in Tyrol stopped in Weilheim until around 1985 . From 1988 to 1991 Weilheim was served by the Ammersee FD train from Dortmund to Mittenwald. In 1982 the hourly service was introduced on the Munich – Garmisch-Partenkirchen railway line , followed by an hourly service on the route to Schongau in 1994 and on the Ammerseebahn in 1995. In 2007, the DB stopped the last long-distance train at Weilheim station with the Karwendel intercity train pair from Munich to Innsbruck.

Weilheim station is served by regional trains operated by Deutsche Bahn and the private Bayerische Regiobahn (BRB), a subsidiary of Veolia Verkehr GmbH. Since December 2013, the DB Regio trains have been running on the Munich – Garmisch-Partenkirchen line under the brand name Werdenfelsbahn . Set between Munich and Weilheim half hourly and on to Garmisch-Partenkirchen one every hour ago. Regional trains stop every two hours from Munich to Mittenwald , some of which are extended to Seefeld in Tyrol . In addition, regional trains run every four hours from Munich to Garmisch-Partenkirchen and from Munich to Innsbruck . In addition, hourly trains between Munich and Weilheim run every half hour on this section. All features of the Werdenfels train ride EMUs of 442 series . In the rush hour , there are also some Regional Express trains with fewer stops from Munich to Mittenwald. They consist of electric locomotives of the 111 series with mixed carriage sets of double-deck and n-cart .

On the Ammersee- and Pfaffenwinkel Bahn trains leave every hour of the BRB with diesel railcars of the type LINT 41 from Augsburg to Schongau. In the rush hour, amplifier trains also run every half hour between Geltendorf and Peißenberg. In winter, the Garmisch Skiexpress , which is classified as a regional express and is made up of double-decker cars, runs from Munich to Garmisch- Hausberg on weekends . Since March 15, 2015, there are free connections from Munich via Weilheim and Garmisch-Partenkirchen to Reutte in Tyrol.

The Intercity Express trains running on the Munich – Garmisch-Partenkirchen railway line at weekends ran through Weilheim station without stopping until December 2017 because the platform heights of only 34 cm before the 2016/2017 renovation was too low. Since December 2017, two pairs of ICE trains have stopped in Weilheim on Saturdays.

Line /
type of train
course Clock frequency
ICE 28 Werdenfelser Land:
Hamburg-Altona - Berlin - Leipzig - Erfurt - Nuremberg - Munich - Weilheim - Garmisch-Partenkirchen
a pair of trains on Saturdays
ICE 41 Wetterstein:
Garmisch-Partenkirchen - Weilheim - Munich - Nuremberg - Würzburg - Frankfurt (Main) - Cologne - Düsseldorf - Essen - Dortmund
a pair of trains on Saturdays
RE Munich - Weilheim - Murnau - Garmisch-Partenkirchen - Mittenwald / (- Lermoos - Reutte in Tirol) individual trains in rush hour
RB Munich - Tutzing - Weilheim - Murnau - Garmisch-Partenkirchen - Mittenwald (- Seefeld in Tirol ) every two hours
RB Munich - Tutzing - Weilheim - Murnau - Garmisch-Partenkirchen - Mittenwald - Seefeld in Tirol - Innsbruck every four hours
RB Munich - Tutzing - Weilheim - Murnau - Garmisch-Partenkirchen (- Ehrwald - Lermoos - Reutte in Tirol) every four hours
RB Munich - Starnberg - Tutzing - Weilheim (- Murnau - Garmisch-Partenkirchen) hourly
BRB Augsburg-Oberhausen - Augsburg Hbf - Mering - Geltendorf - Dießen - Weilheim - Peißenberg - Schongau hourly
BRB Geltendorf - Weilheim - Peißenberg Hourly in
rush hour

Freight transport

When it opened, the Weilheim train station was mainly used by coal trains from Peißenberg, local freight traffic was of rather minor importance. The Bavarian State Railways mainly loaded wood from the Weilheim city forest, agricultural products and cattle at the loading ramp. In 1874 two freight trains ran daily from Munich to Weilheim station. With the expansion of Weilheim to a rail hub, the importance of freight transport grew. From 1898, the Peißenberg coal trains and other freight trains were partially dismantled and reassembled on the shunting tracks, in order to then continue to either Munich or the Ammerseebahn to Augsburg. With the construction of the Mittenwaldbahn from Garmisch-Partenkirchen to Innsbruck in 1913, international freight trains also ran on the route, for which Weilheim was an important collecting station .

In the 1960s, twelve through freight trains arrived daily from Munich-Laim , Augsburg, Garmisch-Partenkirchen and Peißenberg, which were switched at Weilheim station. A class 160 electric locomotive was stationed in Weilheim for the shunting work . Weilheim also had a high volume of goods in wagonload traffic. There were some sidings , including to the companies Zarges , BayWa and Tankbau Weilheim. In 1971, after the coal mining stopped, the coal trains from Peißenberg ended. Until the mid-1990s, the DB still carried out general cargo traffic, most recently eight covered freight wagons were loaded in Weilheim from Monday to Friday . In 2002 scheduled freight traffic in Weilheim ended completely.

In 2013, the Weilheim loading ramp was used again to load building materials for the renovation of the Tutzing station. After the last loading track was dismantled in August 2013, goods can no longer be loaded in Weilheim.

Bus transport

Regionalverkehr Oberbayern GmbH (RVO) operates regional and city bus services at Weilheim station with the Oberbayernbus . Regional buses run from Weilheim to Tutzing , Herrsching , Schondorf , Landsberg , Schongau , Murnau , Eberfing and Penzberg . Line 9651 runs from Weilheim via Peißenberg , the Echelsbacher Brücke and Steingaden to Füssen . In city bus traffic, five lines connect the train station with Westend, the Unterhausen district , Ahornstraße, Trifthofstraße and Gögerl.

literature

  • Andreas Janikowski: The Ammerseebahn. Traffic development in western Upper Bavaria . Transpress, Stuttgart 1996, ISBN 978-3-89494-136-9 , pp. 64-66 .
  • Peter Rasch: The branch lines between Ammersee, Lech and Wertach. With the Ammerseebahn, Pfaffenwinkelbahn & Co around the Bavarian Rigi . EOS Verlag, Sankt Ottilien 2011, ISBN 978-3-8306-7455-9 , pp. 148-155 .
  • 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. 166 .
  • Ludwig Degele: The railway in the Weilheim-Schongau district . Self-published, Weilheim 1981, p. 105-109 .

Web links

Commons : Bahnhof Weilheim  - Collection of images, videos and audio files

Individual evidence

  1. ^ Degele: The railway in the district of Weilheim-Schongau . 1981, p. 17 .
  2. ^ Rudolf Birzer: Project planning, construction and operation of the Weilheim-Murnau railway line . In: 100 years of the Weilheim Murnau railway , commemorative publication for the anniversary celebration on 19./20. May 1979, Weilheim 1979.
  3. ^ Degele: The railway in the district of Weilheim-Schongau . 1981, p. 80 .
  4. a b c d e f g Andreas Janikowski: The Ammerseebahn . 1996, p. 64-66 .
  5. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 148-150 .
  6. Dr. Matthias Wiegner, Norbert Moy and Werner Bommersbach: From the Vizinalbahn to Werdenfels-Takt - 125 years of the Weilheim – Murnau line, 10 years of Werdenfels-Takt . PRO BAHN Verlag und Reisen GmbH, Munich 2004, ISBN 3-9809568-1-4 .
  7. ^ Andreas Janikowski: The Ammerseebahn . Transpress, Stuttgart 1996, ISBN 978-3-89494-136-9 , pp. 79 .
  8. Joachim Heberlein: Weilheim's black Thursday shortly before the end of the war. In: Weilheimer Tagblatt , April 19, 2010, in the local section on p. 3.
  9. ^ Degele: The railway in the district of Weilheim-Schongau . 1981, p. 107 .
  10. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 152-153 .
  11. a b c Breubeck: railroad Augsburg . 2007, p. 166 .
  12. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 185-186 .
  13. a b Description of the Weilheim train station on ammerseebahn.de, accessed on January 13, 2016.
  14. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 154-155 .
  15. Weilheimer Tagblatt : Groundbreaking for the renovation of the Weilheim train station: Working under a rolling wheel on merkur.de, from May 3, 2016, author: Brigitte Gretschmann, accessed on October 5, 2017.
  16. Münchner Merkur : The reconstruction of the station is found on merkur.de, from January 24, 2013, accessed on October 5, 2017.
  17. a b Step by step towards accessibility. Merkur Online , June 9, 2017, accessed July 10, 2017 .
  18. ^ Deutsche Bahn: At the start of the barrier-free train station in Weilheim: Federal Transport Minister baptizes ICE in the name of the city on deutschebahn.com, press release from June 26, 2017, accessed on September 2, 2017.
  19. a b Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 148 .
  20. a b Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 153 .
  21. Pro Bahn : Destruction of the loading ramp in Weilheim on pro-bahn.de, accessed on October 22, 2017.
  22. DB Station & Service: platform information Weilheim (Oberbay) ( memento from October 6, 2017 in the Internet Archive ) on deutschebahn.com.
  23. a b DB Station & Service: station equipment Weilheim (Oberbay). In: deutschebahn.com. DB Station & Service, accessed on August 26, 2019 .
  24. ^ Degele: The railway in the district of Weilheim-Schongau . 1981, p. 109 .
  25. ^ Holger Kötting: List of German signal boxes. In: stellwerke.de , October 26, 2015, accessed on July 6, 2017.
  26. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 150-154 .
  27. ^ Deutsche Bahn : Construction site preview 2016 ( Memento from February 1, 2017 in the Internet Archive ) (PDF). In: bahn.de , August 2016.
  28. Federal Railway Office : Planning approval for the new construction of an electronic signal box in Weilheim station ( memento of October 10, 2016 in the Internet Archive ) (PDF; 485 kB). In: eba.bund.de , April 1, 2016.
  29. ^ Alfred Schubert: Weilheim signal box is being expanded again. In: Münchner Merkur , February 18, 2018, accessed on September 18, 2019.
  30. Deutsche Bahn: Settlement for 10 million euro investment in the summer holidays on the Pfaffenwinkelbahn Weilheim - Schongau. In: deutschebahn.com , press release from June 23, 2019, accessed on September 9, 2019.
  31. a b c Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 150 .
  32. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 165 .
  33. ^ Degele: The railway in the district of Weilheim-Schongau . 1981, p. 106 .
  34. a b Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 155 .
  35. ^ Brigitte Gretschmann: Weilheim-Berlin in five and a half hours. Merkur Online , June 26, 2017, accessed July 10, 2017 .
  36. ^ Degele: The railway in the district of Weilheim-Schongau . 1981, p. 39 .
  37. ^ Rasch: The branch lines between Ammersee, Lech and Wertach . 2011, p. 152 .
  38. Pro Bahn : Use of the loading ramp in Weilheim on pro-bahn.de, accessed on October 22, 2017.
  39. Regional traffic Upper Bavaria : Route network map Niederlassung West (PDF). In: rvo-bus.de , accessed on February 15, 2020.
  40. ^ Regional traffic in Upper Bavaria: City bus route map Weilheim (PDF; 670.8 kB). In: rvo-bus.de , accessed on February 15, 2020.