Munich – Garmisch-Partenkirchen railway line

Munich Hbf – Garmisch-Partenkirchen
Route number (DB) :	5504 5540 (S-Bahn Hbf – Gauting)
Course book section (DB) :	960 (Munich – Innsbruck) 999.6 (S 6 Munich – Tutzing)
Route length:	100.6 km
Gauge :	1435 mm ( standard gauge )
Power system :	15 kV 16.7 Hz  ~
Maximum slope :	26  ‰
Minimum radius :	250 m
Top speed:	140 km / h
Dual track :	Munich – Unterzeismering Murnau – Hechendorf
Legend S-Bahn main line from Munich East 0.000 Munich Hbf (deep) 0.159 Munich Hbf (tracks 27-36) 523  m 0.797 Munich Hackerbrücke 1.648 Munich Donnersbergerbrücke to Holzkirchen 2.022 Munich-Neuhausen ( Abzw ) to the Munich – Regensburg railway line 2.965 Munich Hirschgarten Munich-Laim Rbf-Munich South 4.110 Munich-Laim Pbf to Petershausen and Moosach Munich – Regensburg , Munich – Ingolstadt and Munich – Augsburg Sendlinger clasp from Munich-Mittersendling 7.385 Munich-Pasing 527  m to Augsburg and Buchloe 8,857 Munich West Cross 530  m to Herrsching 11.293 Lochham 12,351 Graefelfing 548  m 14.149 Planegg (former train station ) 556  m 15.766 Stockdorf 18,924 Gauting 584  m 23.520 Mühlthal (Oberbay) 621  m 26,699 Starnberg North (since 2001) 27,922 Starnberg 587  m 32.730 Possenhofen 630  m 34.785 Feldafing 648  m 39,566 Tutzing 612  m 41.600 Tutzing-Unterzeismering (Abzw) after Kochel 43.640 Diemendorf (until 1996 / PV until June 2, 1984) 622  m 48.938 Wilzhofen ( PV until June 2, 1984) 565  m by Mering 53.445 Weilheim (Oberbay) 561  m to Peißenberg 57.290 Polling (PV until June 2, 1984) 566  m 62,042 Huglfing 595  m 69.254 Uffing at the Staffelsee 666  m 74.851 Murnau 692  m to Oberammergau 77,952 Hechendorf (PV until June 2, 1984) 81.070 Ohlstadt 636  m Connection of the Werdenfels hard stone plant (until 2007) 85.443 Eschenlohe 636  m 91.872 Oberau 653  m 95.618 Farchant 671  m 100.551 Garmisch-Partenkirchen 708  m (Transition to the Zugspitzbahn ) to Kempten to Innsbruck Swell:

The Munich – Garmisch-Partenkirchen railway is an electrified main line in Bavaria . It leads from Munich via Starnberg and Murnau to Garmisch-Partenkirchen .

Route description

Route keeper's house near Mühlthal

Overpass structure near Murnau

The line begins at the Starnberg wing station, today called Munich Hbf track 27-36 . From there, it runs together with the Allgäu Railway and the Munich-Augsburg railway line to the Munich-Pasing train station , where the above-mentioned lines share. As far as Gauting , the line is now accompanied by parallel tracks of the S6 S-Bahn line, after which the line to Tutzing is used by both. The railway line runs through the woods along the Würm between the Stockdorf S-Bahn station and Starnberg .

The Starnberger See is reached in the place of the same name. The Starnberg train station, from which the Alps can be seen, is located directly on the waterfront. West of the lake, the line leads to Tutzing, where the S6 terminus is located. In addition, the single-track, electrified railway line to Kochel begins here . After Tutzing, the line is double-tracked for around 1.5 kilometers until the Kochelseebahn branches off at Unterzeismering.

Shortly before Weilheim, the single-track, non-electrified Ammerseebahn reaches the line. The Weilheim – Peißenberg railway , which is also single-track and not electrified, branches off to the south of Weilheim station . Passing the Huglfing station, the route reaches Uffing, from where you can see the Staffelsee .

In Murnau the Ammergaubahn branches off to Oberammergau , which crosses the main line south of the station with a flyover structure . As far as Hechendorf, the railway line is now double-tracked for a short distance.

Between Hechendorf and Ohlstadt, the railway line reaches the Loisach for the first time , which it will cross several times until the end of the line. From now on, the route runs along the Bavarian Prealps and leads through the Alpine region that is characterized by tourism. The Loisach valley is reached south of Eschenlohe.

After a total of 100.6 kilometers, the line finally reaches the Garmisch-Partenkirchen terminus , where the Mittenwaldbahn connects with a view of the Karwendel and Wetterstein mountains . Alternatively, other alpine destinations can be reached via the Ausserfernbahn and Zugspitzbahn .

history

Construction to Starnberg

In accordance with the contract dated November 5, 1853, the route was established between the General Directorate of the Bavarian State Railways (Königlich Bayerische Staats-Eisenbahnen; K.Bay.Sts.B) and building officer Ulrich Himbsel , who planned a railway line from Munich to the southern border as early as 1845 to build, opened on May 21, 1854 from Munich Starnberg train station via Pasing to Planegg . Between Munich and Pasing, the route operated by the Munich-Augsburg Railway Company was given a second track and was used jointly. The extensions to Gauting on July 16, to Mühlthal on September 16 and to Starnberg on November 28 followed in the same year. On January 1, 1862, the state bought the line, which had previously operated on a lease basis.

Munich-Peißenberger Bahn

The city of Weilheim sponsored the further construction from Starnberg and also procured the concession for it. Tutzing was attached on July 1, 1865. The line via Weilheim to Unterpeißenberg was opened on February 1, 1866 and later extended to Schongau . The main purpose of this line was to transport the pitch coal mined in Peißenberg and Penzberg .

Vizinalbahn Weilheim – Murnau

On May 8, 1874, the Murnau Reichstag member Emeran Kottmüller founded a railway committee with the aim of building a vicinal railway from Weilheim to Murnau. Together with Markt Murnau and the surrounding communities, enough capital was raised as an interest guarantee so that the matter could come before the Bavarian State Parliament in autumn 1875. On July 10, 1876, the project "Railway from Weilheim to Murnau" was approved and finally regulated by law on July 29, and on November 10, Murnau signed the contract with the General Management of the Royal Bavarian Transport Authority after the loan negotiations had been settled. On January 2nd of the following year, the project was approved by the ministry. Negotiations to acquire the land began in August and were concluded in 1878. It was not until May 15, 1879 that the railway line could be put into operation as the last Bavarian vicinal railway. In 1898 the Vizinalbahn - a formally third-class railway line with a maximum speed of 30 km / h - was upgraded to the main line.

Since 1898 there has been a transition to the Ammerseebahn in Weilheim .

Murnau – Garmisch-Partenkirchen

In the years before, there had already been considerations to build a narrow-gauge railway from Murnau to the south. The intention of the Lechner and Krützner company to build a local railway in 1884 failed due to the resistance of the district council, because some members wanted to remain loyal to King Ludwig II. The Bavarian state had previously refused to continue building for reasons of profitability.

It was not until September 23, 1888 that the local railway company (LAG) received the concession to build and operate a local railway from Murnau to the then still independent Partenkirchen.

The 25.7-kilometer single-track line was opened on July 25, 1889 after a construction period of just 9.5 months, after the first test drive had already taken place on July 2 of the same year. The Farchant-Partenkirchen section was even used for the first time on February 2, 1889. The train station located in Partenkirchen had the double name Garmisch-Partenkirchen from the beginning, while the communities were only merged in 1935. From the beginning there were through car connections to and from Munich, in 1900 the first continuous express train Munich – Garmisch-Partenkirchen was operated. The travel time of this train was three hours.

At the turn of the century 1900, considerations about building a railway line between Garmisch-Partenkirchen and Innsbruck were intensified and enshrined in a state treaty between Bavaria and Austria on November 22, 1904 . On the Bavarian side, construction and operation should be carried out by K.Bay.Sts.B. However, the LAG was not prepared to cover the costs of the necessary expansion of its Murnau – Garmisch-Partenkirchen route and entered into negotiations with the K.Bay.Sts.B. This ended with the result that the LAG sold its infrastructure on January 1, 1908 for 3.5 million gold marks to the K.Bay.Sts.B and this carried out the expansion into a main line. The Garmisch-Partenkirchen train station west of the Partnach was also rebuilt in 1911/1912 .

Expansion and electrification

In 1885 the section from Pasing to Starnberg was expanded to two tracks. On September 28, 1892, the Royal Bavarian State Railways put the second track between Munich Central Station and Pasing Station into operation. The two-track expansion between Starnberg and Tutzing followed by 1900.

On May 1, 1900, the Bavarian State Railways between Pasing and Planegg put the double-track suburban railway into operation parallel to the existing line , which means that there were now four main tracks on this section. The additional Lochham stop was built on the suburban railway and the Graefelfing stop, opened in 1896, was moved from the long-distance tracks to the suburban railway. Planegg station was converted into an island station . By October 1, 1902, the Bavarian State Railways extended the single-track suburban railway from Planegg to Gauting and built the new Stockdorf intermediate station on this section. On June 1, 1908, a second suburban track was put into operation between Planegg and Gauting, which was dismantled again in 1918.

The Karwendelbahn (also known as the Mittenwaldbahn ) from Innsbruck to Garmisch, which was completed in 1912, was planned as an electrified railway from the start, and electrical operations in Garmisch could begin on April 25, 1913. About a month later it was continued on the Ausserfernbahn . But it was not until 1924, when the Walchensee power plant went into operation , that the electrification plans that had been in place for a long time were pursued. On December 3, 1924, the Deutsche Reichsbahn was able to start electrical operation on the Garmisch – Murnau line - the line was supplied with electricity from the Walchensee power station - and on January 5, 1925, electrical operation to Weilheim was started. On February 16, operations could already be continued as far as Starnberg, and the first electric test drive to Munich Central Station was made on the night of February 19 to 20, 1925. The first electrically hauled train - an express train - from Garmisch arrived in Munich on February 21, and all passenger trains have been electrically operated since February 23. In total, the commissioning of the electrification of the entire route took just 45 days. On March 16, 1925, the Deutsche Reichsbahn started electrical operation on the suburban railway between Pasing and Gauting.

From 1930, the Karwendel Express ran between Munich and Innsbruck in specially designed cars with electric heating, a central aisle and large windows.

Two-track expansion

In 1933 the Murnau – Garmisch line was elevated to the status of the main line. Since the 1936 Winter Olympics were to take place in the place that was only united to Garmisch-Partenkirchen in 1935, the route was expanded. Since the Murnau – Garmisch section was built as a local railway, attention was less paid to a favorable route than to a quick completion. Above all, sharp curves and bridges with low load-bearing capacities had to be converted. The Hechendorf – Murnau section caused further problems, as here a 26 ‰ gradient had to be overcome, so trains had to be pushed in under certain circumstances, and the pushing locomotives returning to Hechendorf impaired the train sequence, as did the Huglfing – Uffing section, as it is the longest at around seven kilometers was, and therefore decisive for the train sequence on the single-track route.

For the reasons mentioned, the board of directors of the Deutsche Reichsbahn-Gesellschaft decided on March 26 and 27, 1935 to double-track the Huglfing-Hechendorf section. The expansion should be completed by the beginning of winter 1935, but no later than the 1936 Winter Olympics. In addition to the second track, the track bed was also improved, curved tracks were defused and the Huglfing, Uffing, Murnau and Hechendorf stations were significantly expanded. As early as December 18, 1935, the expanded section was able to be put back into operation, although extensive structures such as a six-meter-high bridge over Bundesstraße 2 and the reconstruction of the bridge on the Oberammergau route - here a wing at the northern end of the bridge had to be demolished and to be rebuilt to the north to make room for the second track - to be completed in Murnau. The second track in the Huglfing – Murnau section was dismantled again in 1942–1943 due to the war, ballast and sleepers were used in 1954 when the Ammergaubahn was rebuilt . The Murnau – Hechendorf section is still in operation today with two tracks, and the route of the second track between Huglfing and Murnau can still be seen.

The expansion was associated with an increase in the line's top speed: Tutzing – Murnau from 80 km / h to 110 km / h, Murnau – Garmisch-Partenkirchen from 55 km / h to 80 km / h.

1968-2004

Ohlstadt station

From the end of the 1960s, the line between Munich and Tutzing was expanded for the planned S-Bahn service. The second track of the suburban railway between Planegg and Gauting was rebuilt by 1968, so that four main tracks were available between Munich and Gauting. The stations between Munich and Tutzing have been modernized and have new 76 cm high platforms. The Planegg station building, located on an island, was demolished and the tracks of the suburban railway straightened at this point.

On May 28, 1972, the Munich S-Bahn began operations and the Munich – Garmisch-Partenkirchen line was henceforth used by the S6 line. The S-Bahn trains use the separate tracks of the suburban railway between Munich-Pasing and Gauting and run from Gauting in mixed operation on the long-distance tracks to Tutzing.

The Diemendorf , Wilzhofen , Polling , Hechendorf and Farchant train stations were only used sporadically at the beginning of the 1980s and were finally closed for passenger traffic in June 1984. At the same time, the Deutsche Bundesbahn also stopped regional train stops at the Planegg and Gauting stations and shut down the platforms on the long-distance tracks, but both stations will continue to be served on the suburban tracks by the Munich S-Bahn . Wilzhofen, Polling and Farchant were preserved as crossing stations, in Diemendorf the second track was dismantled in 1996 against considerable concerns from passenger associations, which meant that many trains had to wait up to five minutes in Tutzing for the delayed return train coming from Weilheim.

Since 1982 there has been an hourly service on the route, since 1994 it has been marketed as the “Werdenfels-Takt”. At peak times, there is compression to 30 minutes.

In 1985 Murnau received the first electronic interlocking (ESTW) of the Deutsche Bundesbahn - that is, a computer-operated interlocking. For three years it worked parallel to the previous signal box without any security responsibility to gain experience. Only on November 29, 1988 did it take over the business independently. On November 28, 2008, it was replaced by a satellite from ESTW Garmisch.

In 2001 there was a previously unique nationwide event when DB Netz AG wanted to rebuild the double-track section between Murnau and Hechendorf on one track and abandon the Ohlstadt and Farchant crossing stations. In response to pressure from the Oberland region , which wanted to keep the tracks in order to make train traffic more attractive in the future, the Free State of Bavaria prohibited the EBA from approving Deutsche Bahn's plans for an unlimited period. With this decision, the Free State anticipated a court ruling.

On June 22, 2002 the new ESTW Garmisch-Partenkirchen was put into operation. As a result, the tracks were reduced from nine through tracks to four. The control of the ESTW sub-center took place until July 31, 2007 from the operations center (BZ) Munich. Due to the establishment of the Karwendel regional network , the operator stations in Garmisch were expanded and the control of the signal box was relocated to Garmisch-Partenkirchen.

Since 2004

After the Deutsche Bahn decided to extend the Garmisch-Partenkirchen electronic signal box (ESTW) to large parts of the route, and after Garmisch-Partenkirchen was awarded the contract for the 2011 Alpine World Ski Championships , for which a total of 88 special trains were used, the line was expanded and modernized.

First, the Eschenlohe and Oberau stations were connected to the ESTW in 2007 and were given new outer platforms . Some of them were only completed in 2010.

In the following years, the Huglfing, Uffing and Murnau train stations were also connected to the new signal box. The Murnau and Garmisch-Partenkirchen stations were given barrier-free platform access. In addition, several level crossings were closed or renewed in the course of the World Ski Championships.

The overhead lines were also gradually renewed, so that today (2016) the old overhead line is only in operation in the Farchant – Garmisch-Partenkirchen section. After various delays, Farchant station was reactivated in December 2010, where almost all regional trains have stopped since then.

In spring 2010 it became known that at the request of the DB, the track systems for freight traffic and the depot in Garmisch-Partenkirchen would be dismantled. Pro Bahn appealed, however, because the passenger association suspected that the DB wanted to prevent possible competitors from setting up a vehicle workshop on the site.

As part of the new timetable concept from December 2013, the railway line was expanded further.

In summer 2012, the Huglfinger curve between Huglfing and Polling was rebuilt. The line has been relocated by several meters and the radius of the arc has been increased so that the trains can now travel 110 km / h instead of the previous 90 km / h. However, this speed limit was not lifted until December 2013.

In 2013, Tutzing station was converted and made barrier-free. The platform for the S-Bahn was raised and the station was rebuilt so that trains can be winged . This was necessary for the new Werdenfels clock , which has been in effect since December 2013 . In addition, the line was expanded to double - track by installing a switch connection between the railway line to Garmisch-Partenkirchen and the Kochelseebahn between Tutzing and Unterzeismering . The route was affected in several places by the floods in 2013 , which is why it had to be closed between Tutzing and Garmisch-Partenkirchen. The greatest damage was a ground break on the railway embankment between Tutzing and Weilheim, the repair of which was originally supposed to take two weeks. However, since the damage was more extensive than initially assumed, the restart was delayed until June 26, 2013. Before that, the Whitsun floods in 1999 and the Alpine floods in 2005 caused damage to the railway line.

In the summer of 2013, the Ohlstadt station was to be made barrier-free and the arch to the north of it straightened in order to increase the speed in the northern entrance to the station from 80 km / h to 100 km / h. For this purpose, the central platform would have been replaced by two outer platforms approx. 300 m further south at the Partenkirchner Straße level crossing, so that the switch could also be moved to the south. As this would mean that the reception building and the P + R and B + R places located there would be far too far from the platforms and the restricted level crossing would have to be crossed to gain access to platform 2, which is used in exceptional cases, resistance arose. One of the critics was the Pro Bahn passenger association , which presented an alternative proposal. However, this suggestion was rejected by the Deutsche Bahn, since this would not straighten the arch and thus no increase in speed would be possible. Due to the travel times required for the commissioning of the Werdenfels network, the Deutsche Bahn and the Bayerische Eisenbahngesellschaft as the customer decided that the necessary travel time buffer until the station was rebuilt would be created by eliminating nine trains per day at this station. The renovation began in 2013 with the first work. However, the main construction work was only carried out in 2015 after a long dispute between the parties. The Ohlstadt train station was then connected to the Garmisch ESTW.

From May 2016 to July 2017, the Weilheim train station was comprehensively upgraded to be barrier-free. For this purpose, new platforms with elevators were built and a new electronic signal box was built. Since the work was completed, Weilheim has been an ICE stop.

The new electronic interlocking in Weilheim replaced the Sp Dr L60 relay interlocking from 1980 and also provides the two neighboring stations Wilzhofen and Polling. The operator stations of the ESTW Garmisch were also relocated to Weilheim. As of the beginning of 2018, the following operating points are connected to the ESTW: Wilzhofen, Weilheim, Polling, Huglfing, Uffing, Murnau, Bad Kohlgrub, Hechendorf, Ohlstadt, Eschenlohe, Oberau, Farchant, Garmisch-Partenkirchen, Kaltenbrunn and Mittenwald. Since November 2018, the stations of the Kochelseebahn have also been remote-controlled from Weilheim with a separate operator station.

traffic

passenger traffic

Oberau station (2009)

Since 1982 there has been an hourly service on the route, which has been marketed as the "Werdenfels-Takt" since 1994. From 1994 regional trains of the DB Regio ran every hour from Munich to Mittenwald, which were extended to Innsbruck every two hours . There were pull trains of n-car used by electric locomotives of the 111 series and by 2011 even from the 110 series were drawn. From 2008 the trains ending in Mittenwald ran with mixed sets of double-decker cars and n-cars, while the trains ending in Innsbruck continued to consist of pure n-car sets. Due to the lack of emergency brake bridging on the n-car trains, DB Regio had to temporarily suspend the direct connection from Munich to Innsbruck between April 8, 2013 and December 14, 2013 , so that all trains ended in Mittenwald.

On December 15, 2013, the Bavarian Railway Company (BEG) awarded the local rail passenger transport on the route as part of the Werdenfels network for a further twelve years to DB Regio. The trains have the brand name Werdenfelsbahn for traffic every half hour between Munich and Weilheim; every hour it goes to Garmisch-Partenkirchen. Regional trains run every two hours from Munich to Mittenwald, some of which are extended to Seefeld in Tyrol . Furthermore, regional trains run every four hours from Munich to Garmisch-Partenkirchen and from Munich to Innsbruck. Intermediate stops are Munich-Pasing, Tutzing and all stations south of Tutzing, the journey time is around 80 minutes. The trains to Seefeld carry part of the train to Reutte in Tyrol, which is winged in Garmisch. In addition, hourly trains between Munich and Weilheim run every half hour on this section. The Weilheimer trains carry a part of the train to Kochel , which is winged in Tutzing and transfers to the Kochelseebahn . In addition, Regional Express trains run from Munich to Mittenwald during rush hour and cover the distance in just 70 minutes. These trains only stop in Munich-Pasing, Weilheim, Murnau, Garmisch-Partenkirchen and Klais ; some of them are still driven with class 111 locomotives and mixed sets of double-decker cars or pure double-decker cars. Otherwise, railcars of the type Bombardier Talent 2 (class 442) dominate here .

In addition, since December 13, 2009, individual Intercity Express trains have been running on Fridays, Saturdays and Sundays , and their journey time is also around 80 minutes. The Karwendel train pair runs on Fridays and Saturdays from Hamburg-Altona via Berlin to Mittenwald, on Saturdays and Sundays in the opposite direction. In winter it is extended to Innsbruck via the Mittenwaldbahn . However, since November 5, 2017, Karwendel trains have stopped going beyond Garmisch-Partenkirchen (as of January 2018). On Saturdays, the Zugspitze ICE train pairs also travel from Nuremberg to Garmisch-Partenkirchen and in the opposite direction to Bremen , Wetterstein from Dortmund and Werdenfelser Land from Hamburg-Altona via Hanover to Garmisch-Partenkirchen. The ICE series 402 , 403 , 407 and 411 operate on the route . The ICE trains stop in Tutzing, Murnau and Oberau. The Karwendel intercity train pair ran from Munich to Innsbruck until 2007 .

Freight transport

The route had a considerable volume of goods over many years. This was mainly due to the Werdenfels hard stone works , which mined around 24 million tons of natural stone by the year 2000 . This rock was loaded onto trains in Eschenlohe and Hechendorf, some of which had to be pushed between Hechendorf and Murnau due to the steep gradient of 30 per mil. The siding in Eschenlohe necessary for loading were dismantled in 2007, while the last train journey on the siding took place in 2001.

Scheduled freight traffic is no longer offered to serve the railway stations.

outlook

Several expansion options have been discussed for many years. A slight expansion was planned in the application for the 2018 Winter Olympics in Munich and Garmisch. Passenger associations and local politicians are calling for the line in the Tutzing – Murnau section to be expanded to two tracks, so that effectively two tracks would be expanded from Munich main station to Hechendorf. On the other hand, state politicians want to "straighten the route selectively" in order to achieve a higher line speed.

literature

• 100 years of the Weilheim Murnau railway . Weilheim May 19, 1979 (commemorative publication for the anniversary celebration on May 19/20, 1979).
• H.-W. Dumjahn (Hrsg.): Handbook of the German railway lines; Opening dates 1835–1935. Route lengths, concessions, ownership structure . Complete, unchanged reprint in 1984 of the publication published by the Deutsche Reichsbahn. With an illustrated introduction by Horst-Werner Dumjahn (=  documents on railway history . Volume 29 ). Horst-Werner Dumjahn Verlag, Mainz 1984, ISBN 3-921426-29-4 .
• Peter Blath: Rail traffic in Werdenfelser Land - 2005 edition over 200 historical recordings . Sutton, Erfurt 2005, ISBN 3-89702-886-7 .
• Ralf Roman Rossberg : Mountain Train. The Munich – Mittenwald – Innsbruck route . In: railway magazine . No. 6 , June 2008, p. 28-32 .
• Ralf Roman Rossberg: Expansion of Munich – Mittenwald. Millions for the Ski World Cup . In: railway magazine . No. 11 . Alba publication, November 2010, ISSN  0342-1902 , p. 131 .
• Hermann Bürnheim: Localbahn A.-G. Munich 7th local railway Murnau-Garmisch-Partenkirchen . Zeunert, Gifhorn 1974, ISBN 3-921237-21-1 , p. 39-41 .
• Roland Lory: From the local train to Werdenfelsstakt . In: Weilheimer Tagblatt, local section . September 11, 2014, p. 15 .

Web links

Commons : Munich – Garmisch-Partenkirchen railway line  - collection of images, videos and audio files

Individual evidence

1. ^ Pro Bahn Werdenfels: Tutzing station renovation , accessed on November 24, 2013
2. ^ DB Netz AG: Infrastructure Register. In: geovdbn.deutschebahn.com , accessed on August 30, 2020.
3. ↑ Map of the Federal Railway Directorate Munich 1985. In: blocksignal.de , accessed on August 30, 2020.
4. ↑ Railway Atlas Germany 2009/2010 . 7th edition. Schweers + Wall, Aachen 2009, ISBN 978-3-89494-139-0 .
5. ^ ^{A b c} Josef Ostler: Garmisch and Partenkirchen 1870–1935 - The Olympic site is created . Association for history, art and cultural history, Garmisch-Partenkirchen 2000, ISBN 3-9803980-0-5 , p. 33-34 .
6. ↑ ^{a b c d e} 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. ^ Peter Blath: Rail traffic in the Werdenfelser Land . Sutton Verlag, Erfurt 2005, ISBN 3-89702-886-7 .
8. ↑ Stephan Kuchinke: The Localbahn Actiengesellschaft - A Bavarian private railway and its history . transpress Verlag, Stuttgart 2000, ISBN 3-613-71125-7 , p. 80-84 .
9. ↑ Gerd Wolff: German small and private railways. Volume 7: Bavaria . EK-Verlag, Freiburg im Breisgau 2002, ISBN 3-88255-666-8 , p. 285-290 .
10. ↑ Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Turntable of the South. Munich railway junction . Ed .: Peter Lisson . Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , p. 151 .
11. ↑ ^{a b} Georg Sattler: Photo documentation of the Planegg train station on doku-des-alltags.de, accessed on September 28, 2017.
12. ↑ Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Turntable of the South. Munich railway junction . Ed .: Peter Lisson . Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , p. 154-155 .
13. ^ ^{A b c} Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Turntable of the South. Munich railway junction . Ed .: Peter Lisson . Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , p. 152 .
14. ^ L. Degele: The railway in the district of Weilheim-Schongau , self-published, Weilheim 1981, p. 100
15. ↑ Klaus-Dieter Korhammer, Armin Franzke, Ernst Rudolph: Turntable of the South. Munich railway junction . Ed .: Peter Lisson . Hestra-Verlag, Darmstadt 1991, ISBN 3-7771-0236-9 , p. 29 .
16. ↑ A decision of the Bavarian Ministry of the Environment with a signal character. (PDF; 236 KiB) on Pro-Bahn.de
17. Jump expected: 88 special trains for the World Ski Championships. Merkur-Online, January 2, 2011, accessed November 15, 2013 . 
18. ↑ Upper building: New construction of the platforms. Pro Bahn Werdenfels, accessed on November 15, 2013 . 
19. ↑ ^{a b c} The Werdenfels cycle: infrastructure. Pro Bahn Werdenfels, accessed on May 9, 2013 . 
20. ↑ Farchant station profile. Bayerische Eisenbahngesellschaft mbH, accessed on May 13, 2013 . 
21. ^ Wolfram Heuser: Capacity Garmisch. (PDF; 191 KiB) Federal Railway Office, March 26, 2010, accessed on June 1, 2018 . 
22. ↑ Norbert Moy: Railway line Munich Hbf - Mittenwald, No. 5504. (PDF; 15.9 KiB) Dismantling of switches, tracks and catenary masts. Pro Bahn, April 23, 2010, accessed June 1, 2018 . 
23. ↑ Garmisch-Partenkirchen railway station: Track removal to prevent regional rail transport competition? In: eurailpress.de. May 14, 2010, accessed May 31, 2018 . 
24. ↑ Huglfinger curve. Pro Bahn Werdenfels, accessed on May 9, 2013 . 
25. ↑ Tutzing station becomes barrier-free. (PDF; 559 KiB) (No longer available online.) In: tutzing.de. Archived from the original on June 10, 2015 ; accessed on June 1, 2018 . 
26. ↑ Landslide blocks train traffic. Merkur-Online, June 4, 2013, accessed June 4, 2013 . 
27. ^ Train traffic again from June 26th between Tutzing and Weilheim. (No longer available online.) In: deutschebahn.com. DB Mobility Logistics AG, June 25, 2013, archived from the original on June 26, 2013 ; Retrieved June 26, 2013 . 
28. ↑ Latest news: Archive. Pro Bahn Werdenfels, accessed on June 4, 2013 . 
29. ↑ Fight against station reconstruction. Merkur-Online, December 18, 2012, accessed May 9, 2013 . 
30. ^ Ohlstadt: renovation of the station. Pro Bahn Werdenfels, accessed on May 9, 2013 . 
31. ↑ Deutsche Bahn remains tough. Merkur-Online, April 9, 2013, accessed May 9, 2013 . 
32. ↑ Tina Baier: Fewer trains in Ohlstadt. Railway depends on the community. In: sueddeutsche.de. November 19, 2013. Retrieved November 19, 2013.
33. ↑ PER RAILWAY Werdenfels. Accessed May 31, 2018 . 
34. ↑ Working under a rolling wheel. Merkur-Online, May 3, 2016, accessed on May 31, 2018 . 
35. ↑ Step by step towards accessibility. Merkur-Online, June 9, 2017, accessed May 31, 2018 . 
36. ↑ It has been in Weilheim since Saturday - the first ICE was already there. Merkur-Online, December 17, 2017, accessed on November 24, 2019 . 
37. ↑ Weilheim signal box is being expanded again. Merkur-Online, February 19, 2018, accessed on May 31, 2018 . 
38. ↑ Hubert Engelbrecht: The hard stone works Werdenfels and the Lange Köchel in Murnau-Eschenloher Moos (Upper Bavaria): Mining and nature conservation. (No longer available online.) In: geoberg.de. September 15, 2004, archived from the original on October 23, 2010 ; Retrieved May 23, 2013 . 
39. ↑ KBS 960 - The Mittenwaldbahn. (No longer available online.) Stefan von Lossow, archived from the original on June 10, 2015 ; Retrieved June 4, 2013 . 
40. ↑ Ulrich Budde: An iron, a crocodile and lots of gravel. turntable online, April 26, 2006, accessed May 23, 2013 . 

Coordinates: 47 ° 29 '30.4 "  N , 11 ° 5' 49.3"  E