Augsburg – Ulm railway line

		from Munich Hbf
		from Buchloe
	0.000	Augsburg central station	490 m
		Augsburg local railway
		Wertach
	1,979	Augsburg-Oberhausen
		to the track construction yard; Main route until 1933
		to Nördlingen
		Nordlingen – Augsburg
	4.400	Augsburg Hirblinger Strasse
	6.320	Neusäß
		to Welden
		Neusäß – Welden
		from the track construction yard; Main route until 1933
	7,849	Westheim (Schwab)
	10.300	Biburg (until 1988)
	12,313	Diedorf (Schwab) (until 2016 Bf)
	16,576	Gessertshausen	478 m
		Schmutter
		to Türkheim
	19,383	Kutzenhausen
	23.000	Mödishofen
		from Thannhausen
	27.789	Shards of spelled	460 m
		Together
	33.300	Gabelbach (until 1970)
	37.691	Dumps	496 m
	42.375	Jettingen (formerly Bf)	472 m
		Federal motorway 8
	45.672	Burgau (Schwab)	457 m
	49.424	Mindelaltheim
	53.161	Offingen
		from Ingolstadt
	55.878	Neuoffingen	440 m
	61,420	Gunzburg	445 m
	61.800	Gunz
	62.000	to Mindelheim
	66.514	Leipheim
		Federal motorway 8 ( Danube bridge Leipheim )
	69.400	beaver
	70.955	Unterfahlheim
	72.200	Roth
	74.173	Nersingen	456 m
	75.400	Leibi
		Federal motorway 7
	78.400	Burlafingen (until 1987)
	81.100	Awanst EvoBus
		from Kempten (Allgäu)
		Trough structure Neu-Ulm Ost (200 m)
	83.643	New Ulm	465 m
	83.770	Neu-Ulm West Tunnel (254 m)
	85.000	Danube (state border Bavaria - Baden-Württemberg )
		from Friedrichshafen
	85.800	Ulm central station	478 m
		to Sigmaringen
		to Wendlingen (high-speed line under construction)
		to Aalen
		to Stuttgart

Swell:

The Augsburg – Ulm line is an electrified, two-track main line in Bavaria and Baden-Württemberg , which was originally built and operated as part of the Bavarian Maximiliansbahn . It leads from Augsburg via Günzburg and Neu-Ulm to Ulm . The route is now part of the main line for Europe .

history

Railway bridge over the Danube between Ulm and Neu-Ulm around 1855

See main article: Bavarian Maximiliansbahn

The railway line was built from 1851 to 1854 as part of the Bavarian Maximiliansbahn.

Between 1929 and 1933, the main line Augsburg – Ulm was relocated northwest of Augsburg-Oberhausen as part of electrification . The separation from the Augsburg – Donauwörth – Nördlingen line was redesigned, for which purpose bridges were built over the first line at the northern end of Oberhausen station. From there to the previous route at the level of the northwestern end of Neusäß, the track was built on a new route. The branch route to Welden was also moved to the new, more northerly route. From the operational separation at kilometer 4.633, the lines to Ulm and Welden formed a structural unit for around two kilometers. The trains from to Welden drove between the two tracks of the main line to the new switchless stop in Neusäß, before the previous route was reached a few hundred meters further. This new route went into operation on May 31, 1933. The Augsburg – Ulm route was thus extended by around 1.3 km. The Augsburg Hirblinger Strasse passenger train station was opened on the new route section in 1940, seven years after it was opened.

expansion

background

Before the start of the expansion work, the route was passable at 100 to 160 km / h. Today the line is double-tracked and electrified. Between Dinkelscherben and Augsburg Hauptbahnhof, parts of the route are equipped with line train control and approved for speeds of up to 200 km / h.

The extension of the line is part of the " New and upgraded Stuttgart – Augsburg line " project. It is part of the “ Magistrale for Europe ”, which leads from Paris via Strasbourg , Stuttgart , Ulm to Munich and from there to Salzburg and Vienna .

Already in the mid-1960s a 37 km long new line between Unterfahlheim and Dinkelscherben was considered. The expansion program for the Deutsche Bundesbahn network from 1970 also included a 220 km long new line between Stuttgart and Munich as a supplementary route Stuttgart – Ulm – Augsburg – Munich , which would have run parallel to the existing Ulm – Augsburg line between Neuoffingen and Augsburg. Such a new line was also included in the 1973 Federal Transport Infrastructure Plan. In contrast, the project was no longer included in the 1980 Federal Transport Infrastructure Plan.

The 1985 Federal Transport Infrastructure Plan provided for an extension of the Ulm – Augsburg route between Günzburg and Augsburg as an extension of the planned ABS / NBS Plochingen – Günzburg . After completion of the measures calculated at 300 million DM, more than 70 percent of the route should be passable at 200 km / h. A third track was also to be built between Günzburg and Neuoffingen.

As part of the two Stuttgart-Ulm variants K and H , a new line between Ulm and Dinkelscherben was proposed as well as four-track (K) or three-track (H) expansion between Ulm, Günzburg and Dinkelscherben. These new and expansion variants were always followed by a three- or four-track expansion to Augsburg. In the first half of the 1990s, the planning of the NBS / ABS Plochingen – Günzburg was dropped in favor of the new Stuttgart – Wendlingen line (as part of Stuttgart 21 ) and the subsequent Wendlingen – Ulm line . According to the planning status of 1993, both variant K and variant H planned to lead the Alb descent tunnel underground through Ulm main station and under the Danube. The tunnel should open into the line towards Augsburg at Pfuhl .

According to its own information, the German Federal Railroad wanted to upgrade the line to four tracks in September 1993. In addition to selective line improvements, short new construction sections were planned at Offingen and Jettingen. As an alternative, a new section to Burgau bundled with the motorway was discussed. The solution to be pursued and the further procedure should be coordinated between the railway and the Bavarian state government. After completion, the travel time in long-distance traffic should drop from 38 to 27 minutes.

planning

The expansion project was included in the urgent needs of the Federal Transport Infrastructure Plan 1985; it was also classified in this category in the 1992 traffic route plan. As part of the expansion, a continuous maximum speed of 200 km / h was to be established between Dinkelscherben and Augsburg and the line capacity was to be increased continuously. Between Dinkelscherben and Ulm, the planning depended on a variant decision that had yet to be made (status: 1993).

Around the same time as the project was included in the Federal Transport Infrastructure Plan in 1985, the contract for the preliminary planning between Günzburg and Augsburg was awarded. In order to enable the fastest possible implementation, the planning initially concentrated on sections in which no great resistance was to be expected. A spatial planning procedure for the entire route could be dispensed with. In the Dinkelscherben – Ulm section, the planning approval procedures were carried out between 1986 and 1989 .

The most important measures included line improvements in curves that were previously too narrow, the construction of new level access platform accesses, the removal of level crossings, the construction of passing tracks and the modernization of signaling and telecommunications systems. The total planned investment volume between Günzburg and Augsburg was (as of 1988) 300 million DM. The modernization of the Günzburg – Augsburg section for a line speed of up to 200 km / h should be completed by 1995/96.

The expansion project was also included in the 1992 Federal Transport Infrastructure Plan as part of the NBS / ABS Stuttgart – Ulm – Augsburg .

construction

At the beginning of May 1987, the first measures in the Günzburg – Ulm section were approved. With line improvements at Kutzenhausen , construction work began on June 2, 1987.

After eleven months of construction, this line improvement was completed as the first expansion measure. Two further measures were completed in 1989. In the same year, expansion work began in Gessertshausen and Dinkelscherben . The overhead line was also upgraded for a speed of 250 km / h. In 1989 the second construction project - rail-free platform access in Diedorf - was completed. Further construction work began in Gessertshausen and Dinkelscherben. In 1990, besides other work, the installation of the line train control began. In 1992 the Augsburg – Dinkelscherben section was put into operation at speeds of up to 200 km / h. By autumn 1992 200 millions had total D-Mark has been invested.

As part of the expansion, level crossings were removed, the overhead line adapted and the signaling technology renewed. In Diedorf , a central platform was replaced by two external platforms. At Dinkelscherben station, level access to the platform was replaced by an underpass with newly constructed platforms; In addition, the establishment of passing tracks was prepared. In Gessertshausen a curve had to be widened. The tracks were moved up to 160 m to the north (away from the town) and the station was completely rebuilt. New outer platforms were built on the passing tracks, while long-distance trains can now pass through the station on the central, continuous main tracks without reducing speed. A newly built electronic signal box controls rail operations between Dinkelscherben and Westheim .

Around 2010, renovation work between Dinkelscherben and Burgau to convert the Dinkelscherben, Jettingen and Burgau stations from track plan signal boxes to electronic signal boxes (ESTW), which are then connected to the ESTW Gessertshausen. A transfer point will be built in Freihalden and the block spacing will be adjusted.

The Biburg stop, which was built before the Second World War, was closed in 1988. The platforms and the passenger shelters were demolished in the summer of 2016 as part of the track renovation between Westheim and Freihalden.

Further expansion

In the spring of 2000, the states of Bavaria and Baden-Württemberg offered the federal government to accelerate the further expansion of the route, which was planned from 2011, by assuming the costs of an early loan. After a consolidation of the rail investment projects as a result of reduced federal funds, the 2004 project was not included in the medium-term investment plan (for the period up to 2009). According to media reports from the beginning of 2005, the Federal Ministry of Transport refused to discuss the pre-financing it had offered. The country later withdrew its offer.

The federal government orders the further expansion after the opening of the new line between Ulm and Stuttgart (status: 2009). The draft planning for the section between Ulm and Dinkelscherben is still pending (status: 2013). A time horizon for the expansion is currently (as of January 2011) not foreseeable. The cost of the expansion for a design speed of up to 200 km / h was put at 251 million euros in 2011 and 2012.

According to its own information, Deutsche Bahn intended to expand the line between Neu-Ulm and Augsburg by 2030 from 2014. They examined a new line, about 40 kilometers long, between Augsburg and Burgau near Günzburg. The route would detach itself from the existing route north of Burgau in a south-easterly direction and run north along Federal Motorway 8 to north of Neusäß , where it would merge in a southerly direction with the existing route coming from Donauwörth.

Deutsche Bahn registered a third track west of Augsburg and a new line between Burgau and Augsburg ( Burgau variant ) for the Federal Transport Infrastructure Plan 2030 . The decision as to which of the two variants should be implemented lies with the federal government. According to press reports, the new line is not the company's wish.

In a letter in the summer of 2015, Federal Transport Minister Alexander Dobrindt promised the Bavarian state government to push ahead with expansion planning from 2017 so that further expansion could begin in 2022 at the earliest - after completion of the Stuttgart-Ulm rail project.

With the publication of the Federal Transport Infrastructure Plan 2030 in March 2016, it became known that the further expansion of the line was being examined in three variants, one of which was selected for urgent needs . The noise and environmental assessment is still pending. The selected variant comprises the three-track expansion of the existing line between Augsburg and Dinkelscherben and between Unterfahlheim and Neu-Ulm for a top speed of 200 km / h. In addition, a double-track new line is planned in the corridor between Dinkelscherben and Unterfahlheim with a maximum speed of 250 km / h. This variant was preferred to a new line over the entire length between Unterfahlheim and Augsburg due to the lower overall costs. In 2016, considerations for a new line between Unterfahlheim and Ulm were rejected. Instead, an expansion of the existing line between Neu-Ulm and Dinkelscherben, via Günzburg, came into focus. A third track between Dinkelscherben and Augsburg was still planned.

In January 2018, the federal government released planning funds, the project is now estimated at around 1.9 billion euros. The benefit-cost factor is given as 2.1.

The Stuttgart 21 project is one of the reasons for the expansion . After its completion, three to four (instead of the current two) long-distance trains per hour in each direction between Stuttgart and Augsburg via Ulm will run. Deutsche Bahn plans to have two ICE trains per hour and direction on the route by 2030.

At the end of February 2019, Deutsche Bahn announced the start of the project for the planned expansion. It is still unclear how exactly the 85-kilometer stretch between the neighboring cities of Augsburg and Ulm will be expanded in the coming decade. The travel time is to be reduced from more than 40 minutes to 27 minutes, and trains are to be able to travel at speeds of up to 250 km / h in the future. The Federal Transport Infrastructure Plan provides for several variants of the expansion or new construction of the railway line: three-track expansion sections, a combination of three-track expansion and a new section or a new line along the A8. But there is no specification of the variant. In November 2019 the project team moved into premises in Augsburg. A project coordination council is planned.

After the basic assessment, which will start in 2019, the preliminary planning is to begin in the second half of 2020 , on the basis of which the German Bundestag - around the middle of the 2020s - is to decide on the variant to be implemented. The initiation of the regional planning procedure is planned for the turn of the year 2022/2023. This is followed by design planning and planning approval.

Between the two conceivable extremes of a completely new building and a continuous expansion, Deutsche Bahn expects a combination of both. As part of a student university project, the Augsburg University of Applied Sciences developed proposals for upgrading the route.

In the 2nd expert draft of the Deutschland-Takt presented in 2019, four train pairs per hour with a speed of 230 to 300 km / h are planned between Ulm and Augsburg. Without an intermediate stop, a scheduled journey time of 29 minutes is planned, with an intermediate stop in Günzburg of 39 minutes. A two-hour, 300 km / h long-distance line is to run between Munich and Stuttgart without stopping in 90 minutes. In the 3rd expert draft submitted in 2020, three and a half train pairs per hour and direction are now planned. A target driving time of 26 minutes should be achieved with vehicles traveling at 300 km / h.

It is planned to integrate the Augsburg – Dinkelscherben section into the planned Augsburg S-Bahn and the Ulm – Jettingen section into the planned Donau-Iller regional S-Bahn .

Planning approval was applied for in April 2018 for the construction of an ESTW in Günzburg station. The monitoring area of the signal box, which is to be operated from the Karlsruhe operations center, extends from Neuoffingen (km 54.7) to Unterfahlheim (km 69.8).

The network district Augsburg, to which part of the route belongs, is to be equipped with digital interlockings and ETCS by 2030 as part of the “starter package” of Digital Rail Germany , in the context of the TEN core network corridor Scandinavia-Mediterranean .

business

In long-distance traffic, one to two Intercity Express and InterCity trains run every hour in each direction on lines from Munich via Augsburg and Ulm to Stuttgart and from there to various other destinations.

In the hourly use regional express trains (also regional trains ) the distance between Ulm and Augsburg. These trains are coupled with another train from Donauwörth at Augsburg Hbf and then continue to Munich. Until the timetable change in December 2008, locomotives of the DB class 110 in "box shape" or with the "crease" were used without exception . Since December 2008, Deutsche Bahn has only been using Alstom Coradia Continental trains . The LIREX trains (440 series) run as the Fugger Express between Ulm / Donauwörth, Augsburg and Munich.

The stations from Ulm to Nersingen belong to the Donau-Iller-Nahverkehrsverbund (DING), from Dinkelscherben to Augsburg to the Augsburger Verkehrsverbund (AVV).

The transport contract for regional transport on the route expires in 2019 and is now to be extended until 2021 in order to await a new long-distance transport concept from Deutsche Bahn. A new transport contract is to be introduced in three stages from 2021: Slight changes to the offer are initially planned between Ulm and Augsburg. After the commissioning of Stuttgart 21 and the new Wendlingen – Ulm line , an expansion of long-distance traffic between Stuttgart and Ulm is planned as part of a second operating stage. In regional traffic between Ulm and Augsburg, there will probably be more overtakes and longer travel times until the route is also expanded. A third stage of operation is to take place with the commissioning of the second trunk line in Munich, which is expected to take place in late 2026. An all-day 30-minute cycle on Saturdays between Augsburg and Dinkelscherben is provided as an option.

From the timetable change in December 2020, the Mindelaltheim stop, which is the only stop on the Fugger Express, is to be served every hour.

Web links

Commons : Augsburg – Ulm railway line - collection of images, videos and audio files

Route, operating points, signals and permitted speeds on the OpenRailwayMap
Ulm – Augsburg rail project . Project page for the planned new construction or expansion
ABS / NBS Ulm - Augsburg . Project dossier, with the planned route, from the project information system of the Federal Transport Infrastructure Plan 2030.

Individual evidence

↑ eisenbahntunnel-portal.de Pictures of the tunnel portals

↑ DB Netze - Infrastructure Register

↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .

^ Siegfried Baum: Augsburg – Welden . In: secondary and narrow-gauge railways in Germany (compilation as loose-leaf edition) . Weltbild Verlag GmbH, 1994, ISSN 0949-2143 .

↑ ^a ^b Andreas M. Räntzsch: Stuttgart and its railways . Verlag Uwe Siedentop, Heidenheim 1987, ISBN 3-925887-03-2 , p. 422.

↑ Group for General Studies of the German Federal Railroad (Ed.): High-speed route for the main traffic flows in the Federal Railroad network. Study, completed September 1964, p. 6.

↑ Paul Werner: Expansion and supplementation of the route network of the German Federal Railroad. In: Eisenbahntechnische Rundschau , issue 1/1971, January / February 1971, pp. 16-20.

^ Rüdiger Block: On New Paths. The new lines of the Deutsche Bundesbahn. In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 30-35.
^ Georg Fischer: The upgraded lines of the German Federal Railroad . In: Knut Reimers, Wilhelm Linkerhägner (Ed.): Paths to the future . Hestra-Verlag, Darmstadt 1987, ISBN 3-7771-0200-8 , p. 203-207 .
↑ Deutsche Bundesbahn, NBS project group of the Bahnbauzentrale (publisher): Information on the expansion and new construction line Stuttgart - Augsburg . Twelve-page leporello , Stuttgart, June 1991.
↑ Without a source
↑ Without author: Planned tunnels in the course of the new Stuttgart – Ulm line. In: Tunnel , Issue 5/1993, ISSN 0722-6241 , pp. 288-292.
↑ Deutsche Bundesbahn / Deutsche Reichsbahn (Ed.): New line Stuttgart - Ulm: The railway applies for the regional planning procedure . Press release from September 6, 1993.
↑ ^a ^b ^c ^d ^e ^f Horst Ritthaler, Christian-F. Reinke: Completion of the Dinkelscherben – Augsburg expansion section. In: Deutsche Bahn . No. 4, 1993, pp. 335-337.
↑ ^a ^b ^c Horst Ritthaler: ABS Günzburg – Augsburg. In: Die Bundesbahn , 64, No. 10, 1988, ISSN 0007-5876 , pp. 1017-1020.
↑ ^a ^b ^c ^d Review of the year 1988. In: Die Bundesbahn , 1/1989, p. 63.
↑ ^a ^b ^c ^d Rüdiger Block: ICE racetrack: The new lines. In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, excluding ISSN, pp. 36-45.
↑ German Bundestag (ed.): Answer of the federal government to the small question of the MPs Sabine Leidig, Eva Bulling-Schröter, Herbert Behrens, another MP and the parliamentary group DIE LINKE. - Printed matter 17/3021 - Rail freight traffic on the new Nuremberg – Ingolstadt and Wendlingen – Ulm lines (PDF; 96 kB). Printed matter 17/3311 of October 14, 2010.
↑ Without author: Annual review 1988. In: Die Bundesbahn . Vol. 65, No. 1, 1989, ISSN 0007-5876 , p. 63.
↑ New construction and expansion lines. In: The Federal Railroad . Vol. 66, No. 1, 1990, ISSN 0007-5876 , pp. 82-87.
↑ Review of the year 1989 . In: The Federal Railroad . tape 66 , no. 1 , 1989, ISSN 0007-5876 , pp. 85 .
↑ Year in review 1990 . In: The Federal Railroad . tape 67 , no. 1 , 1991, ISSN 0007-5876 , pp. 133 .
↑ Annual review 1992 . In: The Federal Railroad . tape 69 , no. 1 , 1993, ISSN 0007-5876 , pp. 56 .
^ Withdrawal of the German Federal Railways in Northern Swabia
↑ At a snail's pace to the high-speed route. In: Süddeutsche Zeitung . No. 209, 2000, ISSN 0174-4917 , p. L7.
↑ Announcement of expansion and further development of Bavarian rail transport projects. In: Eisenbahn-Revue International . Issue 10/2004, ISSN 1421-2811 , p. 474.
↑ Bavaria is fighting for federal funds for expansion of the rail network. In: Eisenbahn-Revue International . Issue 5/2005, ISSN 1421-2811 , p. 242 f.
↑ ^a ^b Reach your goal faster . In: Augsburger Allgemeine . July 19, 2014, p. 9 (similar version to augsburger-allgemeine.de ).
↑ German Bundestag: Implementation of projects for the new construction, expansion and maintenance of federal railways in Bavaria (PDF; 134 kB). Answer of the Federal Government to the small question of the MPs Dr. Anton Hofreiter, Bettina Herlitzius, Winfried Hermann, other MPs and the Alliance 90 / THE GREENS parliamentary group. Printed matter 16/11730 of January 27, 2009.
^ German Bundestag (ed.): Information from the Federal Government: Transport investment report for the 2013 reporting year . tape 18 , no. 5520 , July 7, 2015, ISSN 0722-8333 , p. 80 ( dip21.bundestag.de [PDF; 85.0 MB ]).
↑ This year the railway line will be four-lane ( memento of the original from January 12, 2011 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. . In: Augsburger Allgemeine (online edition), January 4, 2011. @1@ 2

^ German Bundestag (ed.): Transport investment report for the reporting year 2011 . Informed by the Federal Government (= printed matter . No. 17/12230 ). Bundesanzeiger Verlagsgesellschaft mbH, January 25, 2013, ISSN 0722-8333 , p. 90–92 ( dipbt.bundestag.de [PDF; accessed on February 14, 2013]).

^ German Bundestag (ed.): Transport investment report for the reporting year 2012 . Informed by the Federal Government (= printed matter . No. 18/580 ). Bundesanzeiger Verlagsgesellschaft mbH, February 18, 2014, ISSN 0722-8333 , p. 83–85 ( dipbt.bundestag.de [PDF; 66.2 MB ; accessed on February 24, 2014]).

↑ ^a ^b Stefan Mayr, Mike Szymanski: Bahn checks new ICE line . In: Süddeutsche Zeitung . July 15, 2014, ISSN 0174-4917 , p. 34 ( online ).

↑ Ludger Möllers: Bummelbahn instead of Tempo 250 in Bavarian Swabia . In: Schwäbische Zeitung . August 6, 2015, p. 3 ( schwaebische.de ).

↑ The Ulm-Augsburg railway line is to be expanded . In: Augsburger Allgemeine , Neu-Ulmer Zeitung . February 11, 2015, p. 27 .

↑ Bahn does not want a route at all - neither does others . In: Augsburger Allgemeine . June 13, 2015.

↑ Uli Bachmeier: Rail expansion from 2022? In: Augsburger Allgemeine . September 9, 2015, p. 13 .

↑ ABS / NBS Ulm - Augsburg 2-041-V02. Description of measures on the website for the Federal Transport Infrastructure Plan 2030. March 21, 2016, accessed on March 21, 2016 .

↑ More speed in rail traffic between Augsburg and Ulm. In: Augsburger Allgemeine . March 16, 2016, accessed March 21, 2016 .

↑ Jörg Sigmund: Railway line between Neu-Ulm and Augsburg is being expanded. In: augsburger-allgemeine.de. July 20, 2016, accessed July 31, 2016 .

↑ Expansion of the Bavarian rail network. In: stmi.bayern.de. Bavarian State Ministry of the Interior, for Building and Transport, January 17, 2018, accessed on July 3, 2018 .

^ Deutsche Bahn AG (ed.): More rail for metropolises and regions ( Memento from April 4, 2015 in the Internet Archive ). Presentation from March 18, 2015, p. 3.

^ ^A ^b ^c Markus Baumann: Ulm – Augsburg railway project. (PDF) Information about the project. In: ulm-augsburg.de. DB Netz AG, April 2019, pp. 13, 17 , accessed on May 5, 2019 .

↑ The Ulm – Augsburg rail project starts without any prior specification. In: ulm-augsburg.de. February 28, 2019, accessed March 16, 2019 .

↑ It's done. In: ulm-augsburg.de. November 11, 2019, accessed May 16, 2020 .

^ Markus Baumann: Ulm – Augsburg rail project. (PDF) Information event at the start of the project. In: ulm-augsburg.de. DB Netz AG, February 28, 2019, p. 23 , accessed on May 5, 2019 .

^ Markus Baumann: Ulm – Augsburg rail project. (PDF) Tasks and goals. In: ulm-augsburg.de. DB Netz, February 2020, p. 24 , accessed on May 16, 2020 (date taken from file names).

↑ ProBahn visiting the Ulm-Augsburg rail project. In: ulm-augsburg.de. DB Netz, March 25, 2020, accessed on May 16, 2020 .

↑ ^a ^b Stefan Krog: Faster from Augsburg to Ulm: Are three tracks enough? In: augsburger-allgemeine.de. April 28, 2019, accessed May 5, 2019 .

↑ The railway project on the way to spatial planning . Announcement on the project website from March 9, 2020.

↑ Faster to Ulm. Routing proposals for the Ulm-Augsburg line. In: hs-augsburg.de. Augsburg University of Applied Sciences, accessed on July 17, 2021 .

↑ Destination timetable Germany-Takt. (PDF) Second expert draft for long-distance transport. SMA und Partner AG , May 7, 2019, accessed on June 20, 2019 .

↑ Destination timetable Germany-Takt. (PDF) Third expert draft for long-distance transport. SMA und Partner AG, June 30, 2020, accessed on July 22, 2020 .

↑ Target timetable Germany cycle Information on the third expert draft. (PDF) In: bmvi.de. Federal Ministry of Transport and Digital Infrastructure , June 30, 2020, p. 28 , accessed on July 23, 2020 .

↑ Planning approval according to § 18 AEG i. V. m. Section 74 (6) VwVfG for the “ESTW-A Günzburg; New construction of a modular building at the Günzburg location in the city of Günzburg in the district of Günzburg Railway km 61.235 on the line 5302 Augsburg - Neu-Ulm. (PDF) In: eba.bund.de. Federal Railway Office, February 25, 2019, accessed on April 28, 2020 .

↑ Bernutz: preliminary design electronic interlocking Gunzburg / Neuoffingen. (PDF) G.016164039. DB Engineering & Consulting , May 10, 2019, pp. 8-10 , accessed on May 16, 2020 (File 20190503 Explanatory Report ESTW Günzburg.pdf in around ZIP archive (approx. 270 MB, path \ Attachments \ Attachment 14_Teil_1.zip \ Appendix 14 Part 1 \ Explanatory Report \ )).

↑ Digital Rail Germany #####. (PDF) The future of the railroad. In: deutschebahn.com. Deutsche Bahn, September 2019, p. 10 f. , accessed on May 2, 2020 .

↑ Stefan Krog: Is Stuttgart 21 pushing local transport to the siding? In: Augsburger Allgemeine . January 16, 2016, p. 31 ( augsburger-allgemeine.de ).

↑ Bavarian Railway Company puts the regional traffic of the "Augsburger Netze" out to tender. In: beg.bahnland-bayern.de. Bavarian Railway Company , December 27, 2017, accessed on December 27, 2017 .

↑ Strengthening mobility in rural areas: More trains and a better cycle for the Günzburg district. In: beg.bahnland-bayern.de. Bavarian Railway Company, January 29, 2020, accessed on January 29, 2020 .

[1] senbahntunnel-portal.de Pictures of the tunnel portals

[2] DB Netze - Infrastructure Register

[3] Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .

[baum-4] Siegfried Baum: Augsburg – Welden . In: secondary and narrow-gauge railways in Germany (compilation as loose-leaf edition) . Weltbild Verlag GmbH, 1994, ISSN 0949-2143 .

[raentzsch-1987-422-5] Andreas M. Räntzsch: Stuttgart and its railways . Verlag Uwe Siedentop, Heidenheim 1987, ISBN 3-925887-03-2 , p. 422.

[ags-1964-6] Group for General Studies of the German Federal Railroad (Ed.): High-speed route for the main traffic flows in the Federal Railroad network. Study, completed September 1964, p. 6.

[etr-1971-16-7] Paul Werner: Expansion and supplementation of the route network of the German Federal Railroad. In: Eisenbahntechnische Rundschau , issue 1/1971, January / February 1971, pp. 16-20.