Railway line Nördlingen – Dombühl

Noerdlingen – Dombühl
Route number :	5331
Course book section (DB) :	last 885
Route length:	54.441 km
Gauge :	1435 mm ( standard gauge )
Route class :	C4
Maximum slope :	14.9  ‰
Legend from Augsburg 0.000 Nordlingen 430 m to Stuttgart-Bad Cannstatt to Wemding to Pleinfeld Eger Brühlgraben 4.200 Wallerstein (formerly Bf) 420m Riegelstrasse District road DON 12 Arenbach Dirt road District road DON 5 8.900 Marktoffingen (formerly Bf) 444 m Mauch Mauch 12.300 Bühlingen 440 m Mauch 14.600 Fremdingen (formerly Bf) Dirt road 18.400 Rühlingstetten 477 m Bundesstrasse 25 Hasselbach Klimmäckergraben Bundesstrasse 25 Langäckergraben Mühläckergraben Connection salad 23.000 Wilburgstetten (formerly Bf) 444 m Old School Street Wörnitz Limburger Strasse Dirt road 24.800 At first Rettenmeier 26.600 Knittelsbach 435 m Lohgraben Connection of scrap dealers Grimm 30.897 Dinkelsbühl 441 m Connection to the Franken Möbel company Connection to the Dürr sawmill Connection Baywa Von-Raumer-Strasse Bechhofener Strasse Mutschachgraben Lohwassergraben Hellenbach Froschach 34.700 Lehengütingen 445 m Lehengütingen - little forest house Schopfloch Bahnhofstrasse 36.800 Schopfloch (Mittelfr) (formerly the train station) 460 m Holy moat Neumühle-side street Back road Back road Schleifbach Former field railway of the Fuchs brickworks (500 mm gauge) Connection to the Fuchs brickworks 43,000 Wet cheeks 448 m Connection to Rehau Dettenbach Ransbach Bieberbach Krobshauser Graben Mill moat 47.700 Initially Deichmann 47.900 Dorfgütingen (formerly train station) 440 m Gutenbach 50.800 Vehlberg 460 m from Nuremberg 54,441 Dombühl 473 m to Steinach near Rothenburg to Crailsheim

The Nördlingen – Dombühl line is a disused 54.441 kilometer branch line in the Bavarian administrative districts of Swabia and Middle Franconia . A permanent reactivation for passenger traffic is planned.

Geographical location

The railway line is connected in Nördlingen with the Riesbahn and in Dombühl with the railway line Nürnberg – Crailsheim .

designation

Based on the parallel section of the Romantic Road , the term Romantic Rail is used. After the purchase of the Nördlingen – Wilburgstetten section by neighboring communities and the establishment of the Romantic Rail Association , the name was registered as protected.

The term Hesselbergbahn is an art term created in this context for the railway lines Ansbach – Gunzenhausen – Nördlingen – Dombühl – Ansbach, which has no historical basis. The Hesselberg is about ten kilometers east of the Nördlingen – Dombühl railway and about seven kilometers west of the Nördlingen – Gunzenhausen railway.

history

requirements

As early as 1857, the two towns of Feuchtwangen and Herrieden made a written request to the Bavarian State Parliament for a connection to the railway network. The route from Ansbach via Herrieden, Feuchtwangen to Crailsheim was planned . The geological conditions have shown this route - “many mountain ranges and river valleys would have to be conquered during construction” - as too costly. Due to the existing advantages of the terrain, the state supported the connection from Ansbach to Crailsheim with the construction of a line via Leutershausen and Dombühl, which was later carried out. The draft of another petition for the construction of a railway to King Ludwig II is in the Feuchtwang city archive.

The leased railway system had proven to be unsuitable by the 1860s at the latest, because no surpluses covering the lease were generated ( Ansbach – Gunzenhausen line , opened on July 1, 1859). The government has therefore rejected all applications from 1864 and referred to the existing regulations for the construction of Vicinalstrasse . With the law ( Vizinalbahngesetz : "Law on the construction and operation of railway lines of subordinate importance", the so-called Dotationsgesetz) of April 29, 1869, the construction of ten new state railway lines was established and was intended to supplement the Bavarian railway network Page approved the significant sum of 157,714,000 marks for ten railways to be built immediately.This law was the most important law ever passed in Bavaria in terms of both the number of railways and the size of the construction costs.

The characteristic of the Vicinalbahn was that the financing of the land acquisition and sub-construction was not the responsibility of the state, but was to be provided by the neighboring communities. The Royal Bavarian State Railways built the superstructure and managed the operation. The Vicinalbahn Act of 1869 established the Dombühl station as the starting point for the branch line to Feuchtwangen . In the extension of the Vicinalbahngesetz, the route from Wassertrüdingen to Dinkelsbühl (later with the starting point Nördlingen instead of Wassertrüdingen) is laid down. Technically, the standards for main lines were prescribed.

construction

As a result of the continuation or connection of the branch lines, which was planned from the outset, the stations were positioned in their current location. Otherwise the terminal stations would have been brought much closer to the city center. In Dinkelsbühl it was originally planned to avoid the incision with an arch: today the route would be where the Hauf-Bräu Dinkelsbühl brewery is now. After various discussions, the decision was made for the implementation (with two additional bridges). When the cut was built, the old location of the last Dinkelsbühl gallows was removed.

The cost of the connection between Dombühl and Feuchtwangen was estimated at 247,000 marks for the city of Feuchtwangen (that was 21% of the planned total expenditure of 1,189,000 marks). The construction of the route, "the cost of which the city of Feuchtwangen had to pay for itself in part," took almost two years until it was completed in April 1876. With a view to a later continuation of the line in the direction of Dinkelsbühl, the station was built in Feuchtwangen west of the Sulzach , "which, however, meant a considerable distance of the station from the city center" (750 meters). The total cost of the route would have been 770,000 guilders, of which the railway took over 323,000 guilders. The city of Feuchtwangen had to raise 124,000 guilders by means of a loan of 120,000 guilders and a remaining amount of 4,000 guilders, which Feuchtwanger citizens had taken over.

The missing intermediate piece from Dinkelsbühl to Feuchtwangen was approved by the State Chamber in Munich in 1879 and the relevant law was signed by King Ludwig II at Neuschwanstein Castle . The costs for this amounted to 1.7 million marks. In the laws of February 14, 1878 and February 1, 1880, the Lohr – Wertheim (1881), Wiesau – Redwitz (1882), Dinkelsbühl – Feuchtwangen (1881), Stockheim – Ludwigsstadt – border (1885), Neumarkt– Landshut (1883) and Gemünden – Hammelburg (1884) approved. The Lohr – Wertheim and Dinkelsbühl – Feuchtwangen lines were built as main lines, but they were set up as secondary railways.

The Nördlingen – Dinkelsbühl construction did not pose any great challenges, there were no major inclines to be overcome (only at Marktoffingen over the Riesrand into the Mauch valley and at Rühlingstetten the change from the Mauch valley to the Wörnitz valley ). No curve radii less than 600 meters had to be chosen. The largest structure in this section is the Wörnitz Bridge in Wilburgstetten .

business

The starting point of the route is the train station in Nördlingen

BayernBahn rail bus on the journey from Schopfloch (Mittelfr) to Feuchtwangen

Ticket dated April 17, 1975

The route was opened in three sections by the Bavarian State Railways between 1876 and 1881. From Dombühl to Feuchtwangen operations began on April 15, 1876 and from Nördlingen to Dinkelsbühl on July 2, 1876. The intermediate piece followed on June 1, 1881. From April to December 1876 alone, over 20,000 people, 36,500 kg of luggage, were at the destination station in Feuchtwangen. 427 head of cattle and 330 tons of freight were transported.

In 1881 there was a night train that left Feuchtwangen towards Munich at around 10 p.m. He didn't reach his destination until 8:45 a.m., so it took over ten hours for this route.

In the 1950s, a daily express train connection formed from a rail bus set, initially subject to a surcharge, ran from Rothenburg ob der Tauber via Dombühl and Nördlingen to Munich . This train was called the Reichsstädtezug or Reichsstädte-Express because it connected the former imperial cities of Rothenburg, Feuchtwangen, Dinkelsbühl, Nördlingen, Donauwörth and Augsburg, among others . He drove through the Dombühl – Nördlingen route in around 70 minutes. With other passenger trains and rail buses (around ten to twelve pairs of journeys in 1954) the journey time was around 90 minutes, with a 10 to 15 minute break in Dinkelsbühl often being added. In addition, the touring bus “Romantic Road” ran from Würzburg to Füssen at the same time.

The steam locomotive 64 348 (retired from the Augsburg depot on May 22, 1967) of the Nördlingen depot was the last of its type to run the scheduled steam train from Nördlingen to Dombühl on September 24, 1966.

Until the cessation of passenger traffic, the trains in Nördlingen station were provided on head track 3 and in Dombühl on track 5; the last vehicles were ETA 150 from the Nördlingen depot for passenger traffic. On June 1, 1985, the route was abandoned in scheduled passenger traffic. Freight traffic from Nördlingen – Wilburgstetten ended on May 27, 1998, while it continued on the Wilburgstetten – Dombühl section until December 15, 2002.

A dismantling of the connecting switch in the Dombühl station, which was planned by DB Netz , which would have meant the separation of the line from the Nuremberg – Crailsheim main line, was prevented in 2003/2004 by the intervention of Josef Göppel , member of the Bundestag from Ansbach .

Remaining traffic

Museum railway operation began on the Nördlingen – Dinkelsbühl line on September 3, 1988. The Bavarian Railway Museum kept the Feuchtwangen – Dombühl section in working order to prevent the supervisory authority from demanding a closure procedure. On a few Sundays a year, the Bavarian Railway Museum organized special trips with a historic rail bus and steam locomotives . The journeys have taken place since 2006 on the Nördlingen – Dinkelsbühl – Feuchtwangen section, previously on the Nördlingen – Dinkelsbühl section.

On the Sundays in Advent, the Dombühl – Feuchtwangen – Dinkelsbühl section (with some trains connected from / to Nördlingen) could be traveled by rail bus. These trains were mainly offered to Christmas market visitors from Dinkelsbühl (and Feuchtwangen).

The last scheduled museum train ran on the Nördlingen-Feuchtwangen route on October 23, 2016, the locomotive was 50 0072-4. The last steam train on the entire route was the use of 44 546 with a train from the Rettenmeier junction to Nördlingen on December 3, 2018.

In addition, wood transports from the Wilburgstetten sawmill Rettenmeier and fertilizer transports to BayWa in Feuchtwangen ran until the end of 2018.

Plans to resume traffic

The neighboring communities formed a special-purpose association Romantic Rail , which took over the Nördlingen – Wilburgstetten section from Deutsche Bahn (DB) in 1999 . BayernBahn GmbH , a subsidiary of the Bavarian Railway Museum (BEM), leased the Wilburgstetten – Dombühl section from DB on a long-term basis. This enabled the BEM to open operations on the Nördlingen – Dinkelsbühl section on April 7, 2001 after renovation work.

In a four-month construction period, a 1.6-kilometer new line was built in 2006, the first of a branch line in Bavaria after the Second World War . It runs between the level crossing at Knittelsbach and Wilburgstetten and directs the train traffic past the east side of the Rettenmeier company's new sawmill . It was put into operation on December 8, 2006. This cost 1.5 million euros for the pure track system. The timber company, which uses this new route for its freight transports and has now been able to expand its premises, took over the amount.

In May 2009, the districts on the route commissioned a feasibility study on the resumption of passenger traffic. The result was available in August 2012 and determined that an economic operation, which was assumed with a passenger volume of more than 1000 people per day, was only to be expected on the section from Dinkelsbühl via Feuchtwangen to Dombühl.

Dinkelsbühl station building April 8, 2013

In April 2013 the station building in Dinkelsbühl was demolished. A drugstore was built in its place. A train stop is planned in the immediate vicinity to reactivate the railway line to Dombühl. There are three entrances to the platform. On April 9, 2013, the Bavarian State Secretary in the Ministry of Economic Affairs, Katja Hessel , announced that the Bavarian Railway Company would issue an order guarantee on the Dombühl – Dinkelsbühl route until 2030. Regional trains are to run on this section as soon as the structural requirements are met. The costs of reactivation were put at 21 million euros in 2016.

Railway line near Dinkelsbühl in June 2019

In 2018 it was announced that the Tegernsee-Bahn operating company wanted to found an independent railway infrastructure company (EIU) to operate the line. The company wants to upgrade the Dombühl – Dinkelsbühl section, which will cost 20 to 25 million euros. The funds are not yet secured and the costs of upgrading the level crossings have to be paid in part by the neighboring communities, an expansion to Wilburgstetten is now planned. Traffic could not start until 2020 at the earliest. If the conditions are met, the Bavarian Railway Company wants to order 17 pairs of trains a day. Individual trains are to be tied through to Ansbach. The Bavarian Railway Company published advance information on June 27, 2017, according to which the contract will run from December 15, 2019 to June 14, 2031. A total of 300,000 kilometers is to be achieved on this line per year. The tender is subject to the fact that the infrastructure will be completed by the planned commissioning.

Despite the reactivation efforts, BayernBahn GmbH put the entire route, which could not be operated economically, out to tender in autumn 2017 for takeover by other RIUs. Since this did not take place, the EIU technically closed the central section Dinkelsbühl - Feuchtwangen at the beginning of 2018 and only operated the southern section to Nördlingen until the end of 2018. This jeopardizes freight traffic to the sawmill in Wilburgstetten. An agreement on the conditions for further long-term use of the route with the Zweckverband (owner of the southern section) was not reached in 2018. In the event of a possible agreement, the acquisition of the northern section or the entire route by BayernBahn GmbH was considered. BayernBahn GmbH therefore submitted an application to release the operating obligation and the route was closed to BayernBahn GmbH with a decision from the Bavarian State Ministry for Housing, Construction and Transport of January 25, 2019. In Dombühl and Nördlingen, Sh-2 boards were set up by the DB .

On March 8, 2019, the infrastructure company Mittelfränkische Eisenbahn-Betriebsgesellschaft (MEBG) was founded, which received its approval as a railway infrastructure and transport company on August 6, 2019. This company wants to upgrade the infrastructure of the route according to the specifications of the BEG by 2024 at the latest, so that scheduled passenger train operations between Dombühl and Wilburgstetten can take place again. A future continuous connection from Dombühl to Nördlingen is not ruled out. According to new calculations, only the section from Dombühl to Wilburgstetten currently meets the BEG specifications for the number of kilometers traveled by travelers.

An hourly regional train from Wilburgstetten to Dombühl is planned in the destination timetable of the Germany-Takt . In Dombühl there are to be coordinated connections to S-Bahn trains to and from Crailsheim and Nuremberg.

On January 27, 2020, at a top-level meeting in the Federal Ministry of Transport, it was possible to agree to finance 90% from funds from the Municipal Transport Financing Act, but the basis for implementation is the amendment to this Act. There is also talk of reactivating passenger traffic along the entire length from Dombühl to Nördlingen.

After extensive maintenance measures by MEBG and an operating license at the end of May 2020, freight trains are once again using the route from Nördlingen to Wilburgstetten to connect the Rettenmeier company after reactivation. Regular deliveries to a wood processing company in Nördlingen are planned together with the SETG .

particularities

Train notification system between Schopfloch and Feuchtwangen

After the station in Schopfloch was no longer occupied, a train notification system was set up in Pfaffenholz at 39.764 kilometers. When driving over the contacts in the direction of Feuchtwangen, the bell was triggered twice, in the opposite direction to Dinkelsbühl once. The dispatcher in Feuchtwangen was able to close the barriers in good time and did not have to rely solely on the timetable. This avoided unnecessarily long blocking of the B 25 . The signaling system was connected to the railway telephone line, equipped with a telephone on site and the bells were outside the signal box. In 2000 the line telephone of the train notification system was still optically intact, but the six-wire telegraph line was destroyed by storms “Wiebke” and “Lothar”, because some trees fell on the line in Pfaffenholz and tore down the telephone masts.

Light railway of the brickworks in Feuchtwangen

Another peculiarity was the crossing of the light rail of the brickworks with the federal railway line (most recently the Leonhard Fuchs pottery factory and steam sawmill, the brickworks was founded as a municipal facility in 1388). The factory with the ring furnace was located between the main road and the railway line. The clay pits and the Kollerhaus were on the other side of the track. In order to get from the factory to the pits, the field railway with 500 mm gauge crossed the railway line to the so-called brick pond (the concrete bridge in the embankment is still preserved, but blocked by a grid). In the early 1970s, operations were stopped, the tall chimney was later blown up and the building demolished. Three of the formerly four locomotives were scrapped. The last two-axle diesel locomotive (Kröhnke FNr. 228/1952, type Knecht, 11 hp), which was still in the sound mixer for years, was taken over by a railroad friend and brought to Nuremberg in December 1982 . There was once a very extensive network of routes: the works railway drove from the brick factory, crossing under the federal railway line, slightly uphill to the mixing plant (around 400 m). Much of this track was provided with a long concrete pit between the rails. From there it went on through the Kollerhaus to the clay pit (approx. 200 m), in which the track network branched out. A bucket chain excavator was in operation here. Wooden box tippers were still used as a means of transport instead of wagons .

Deuenbach Bridge

The bridge over the Heiligschlaggraben and the road to Deuenbach is the tallest structure on the entire route. The iron box bridge with the arched abutments on both sides was blown up by German soldiers at the end of the Second World War.

Signal equipment until the end of passenger traffic during the DB period

The railway became famous for its signals, which were only dismantled after the cessation of passenger traffic in 1985. The distant signals were in the usual DB version. The stations of Fremdingen , Marktoffingen and Wilburgstetten were equipped with Bavarian railway signals in the high version as an entry (ten meters) and the "normal" version as an exit signal (eight meters) with openwork wings with zores masts . The entry signals were able to convey the signal aspects Hp 0 ( stop ) , Hp 1 ( travel ) and Hp 2 ( slow travel ) , the exit signals only Hp 0 or Hp 1. In the designated stations, there were separate exit signals for each track. In Dinkelsbühl there was a ten meter high entry signal in a perforated design in the direction of Nördlingen (signal A) and as an exit signal "B" in the direction of Nördlingen there was an eight meter high exit signal in a perforated design as a group signal, with the aperture "rest" still on the wing (however without blue insert), in Feuchtwangen it was in the direction of Dombühl with the signal "D". In contrast to Dinkelsbühl, the version of the ten meter high entry signal "A" from the direction of Schopfloch was equipped with fully enamelled wings. The additional wing was very similar to the "Reichsbahn version", but on closer inspection it was a "Bavarian version".

The group exit signal "C" in Dinkelsbühl was under the Stauferwall bridge and was designed as a "dwarf".

All stations had a mechanical interlocking with a station block in the extension of the station building, with the exception of Dorfgütigen (crank interlocking only for the signals). In Dinkelsbühl the dispatcher interlocking was at the train station and the associated attendant interlocking was at the level crossing of the B 25 towards Neustädtlein.

Part of the new line in Wilburgstetten

The new line was opened on December 8, 2006 in the presence of the members of the state parliament Günther Babel and Gerhard Wägemann , the owner of the timber industry company Josef Rettenmeier, representatives of the construction companies involved and many citizens of the community of Wilburgstetten. The 1.6 kilometer long section was the first new line of a branch line since the line from Bodenmais to Zwiesel was opened in 1928. The new section was built within just four months. The previous route had to be abandoned so that the large sawmill of the Rettenmeier company could be expanded. The previous tracks serve as a separate works station and in some cases as shunting tracks on the factory premises; they have also been expanded for timber loading.

Affiliation

The Nördlingen – Dombühl route was the northernmost of the Munich branch . The border between the Nuremberg and Munich divisions was at the entrance signal from Dombühl, there was a corresponding enamel sign.

Train stations

The systems in Fremdingen and Wilburgstetten are kept the same, but built in mirror image. Even the buildings are based on the same plan: on the ground floor, stairwell, forecourt, waiting room and “expedition room”, along with the adjoining room. This included the loading ramp, scales, loading hall (goods shed), main building, toilet and well. As the terminus, Dinkelsbühl had a two-tier "Locomitv-Remise" with a water house and the typical turntable at the end of the station towards the west. The building was larger here: on the ground floor, stairwell, forecourt, a “waiting room I. u. II. Class ”, a“ waiting room III. Classe ”,“ Expedition Room ”and a room for the station servant.

Significance of the rail connection for Feuchtwangen

The Lower Torstraße was in Bahnhofstrasse renamed. When the post was transported by train, but the post office was still in the “Storchen” inn (now Hotel Post) on the market square, one (the first) street lamp was installed. It is not known where it was on the approximately 800 m long distance.

B 25 bypass for Greiselbach

In 2017, the construction of the first bridge in the first section for the bypass stipulated by the planning approval decision of March 27, 2014 began. On December 9, 2015, Bavaria's Minister of the Interior and Transport, Joachim Herrmann, together with the Parliamentary State Secretary in the Federal Ministry of Transport, Dorothee Bär, ceremoniously broke the first sod for the bypass. The federal government bears the costs of more than 14 million euros . The new approximately 3.8 kilometers long route begins north of the town at the level of the concrete plant in front of the former level crossing and will end at the administrative district border with Swabia. The construction takes place in two sections: the first section essentially consists of the bypass and extends from the concrete works in Wilburgstetten to the Gramstetterhof . The route, which is around 2.4 kilometers long, runs parallel to the railway line to the west and crosses it with a bridge southwest of Greiselbach in order to then swivel onto the old B 25. The level crossing in Wilburgstetten has been dismantled, the level crossing directly to Greiselbach (originally unsecured as a dirt road) was expanded and equipped with appropriate safety systems, it forms the main road access to the place. The second section B is 25 bestandsnah expanded up to the limit of the administrative district and a further bridge near the 49th latitude traverse the web. The level crossing at the district border at the former Rühlingstetten stop will be closed.

literature

• Manfred Bräunlein: The creation of the branch line Nördlingen - Dinkelsbühl - Dombühl . In: Railway courier . tape 20 , no. 155 , August 1985, ISSN  0170-5288 , pp. 24-29 .

Web links

• An almost forgotten railway line - Dombühl – Dinkelsbühl – Nördlingen. eisenbahn-woernitz-franken.com, accessed on June 8, 2017 . 

Individual evidence

1. ↑ Surrender of railway infrastructure. Announcement from August 10, 2017 to November 10, 2017 route 5331 Nördlingen (excl.) - Dombühl (excl.). (PDF) Bayern Bahn GmbH, August 10, 2017, accessed on August 14, 2017 . 
2. ↑ ^{a b} Bavarian Railway Museum. bayerisches-eisenbahnmuseum.de, accessed on June 8, 2017 . 
3. ↑ ^{a b c} KARLSTAG on January 29, 2006. In: geschichte-feuchtwangen.de. Working group for local history Feuchtwangen, accessed on June 8, 2017 . 
4. ^ Dieter Ziegler: Railways and the state in the age of industrialization, The railway policy of the German states in comparison . Franz Steiner Verlag, Stuttgart, p. 340 .
5. ↑ The Vicinal Railway. Archived from the original on November 25, 2015 ; accessed on June 8, 2017 . 
6. ^ ^{A b} Dieter Ziegler: Railways and the state in the age of industrialization, The railway policy of the German states in comparison . Franz Steiner Verlag, Stuttgart, p. 342, 350 .
7. ↑ Baron v. Röll: Encyclopedia of the Railway System. Second, completely revised edition 1912–1923. zeno.org, accessed June 8, 2017 . 
8. ↑ Bayern-Report 3, Hermann-Merker-Verlag GmbH 1995, ISBN 3-922404-62-6 , page 10
9. ^ The timetable development from 1953 to 1985. woernitz-franken.de, accessed on June 8, 2017 . 
10. ^ The station museum in Wilburgstetten and its rail buses. woernitz-franken.de, accessed on June 8, 2017 . 
11. ^ Steam locomotive 64 348. Retrieved June 8, 2017 . 
12. ↑ The time of the steam trains. woernitz-franken.de, accessed on June 8, 2017 . 
13. ↑ An almost forgotten railway line - Dombühl – Dinkelsbühl – Nördlingen. woernitz-franken.de, accessed on June 8, 2017 . 
14. ↑ Page no longer available , search in web archives: Membership magazine BEM Express 2005/3 ( PDF file)
15. ^ BayernBahn: Freight traffic between Nördlingen and Wilburgstetten again. Retrieved June 8, 2017 . 
16. ^ The Bavarian Railway Museum in Nördlingen - General press information about the Bavarian Railway Museum , May 1, 2004 ( archive version ( Memento from September 28, 2007 in the Internet Archive ) in the Internet Archive , PDF file, 19.8 kB)
17. ↑ ^{a b} New line opening on December 8, 2006. woernitz-franken.de, accessed on June 8, 2017 . 
18. ↑ br.de on December 5, 2012: Dinkelsbühl fears about the railway line ( memento from June 26, 2014 in the Internet Archive )
19. ↑ Hessel: "Good opportunities for BAYERN-TAKT to Feuchtwangen and Dinkelsbühl". Archived from the original on April 19, 2014 ; accessed on April 13, 2015 . 
20. ↑ Bavarian Ministry of Economic Affairs: Progress in reactivating the Dombühl-Dinkelsbühl / Freistaat railway line issues order guarantee, April 9, 2013. Archived from the original on November 9, 2013 ; accessed on April 13, 2015 . 
21. ↑ S-Bahn: Let's go west . In: Nürnberger Nachrichten . August 6, 2016, p. 14 .
22. ↑ schr: reactivation Dombühl - Nördlingen is getting closer . In: Eisenbahn-Revue International 2/2018, p. 64.
23. ↑ Germany-Munich: Public Rail Transport / Public Rail Transport 2017 / S 120-243805. Retrieved June 29, 2015 . 
24. ↑ Surrender of railway infrastructure. Announcement from August 10, 2017 to November 10, 2017 route 5331 Nördlingen (excl.) - Dombühl (excl.). (PDF) BayernBahn GmbH, August 10, 2017, accessed on April 10, 2018 . 
25. ↑ Bernd Schied: Freight traffic is threatened with extinction. Augsburger Allgemeine , April 10, 2018, accessed April 10, 2018 . 
26. ^ Dispute over railway line. Mayor disagreed over reactivation in West Central Franconia. Süddeutsche Zeitung , December 11, 2017, accessed on April 10, 2018 . 
27. ↑ New railway company Mittelfränkische Eisenbahnbetriebs GmbH is working flat out on reactivation. Retrieved March 29, 2020 . 
28. ↑ Welcome to the website of Christoph Himsel. Retrieved March 22, 2019 . 
29. ↑ Target timetable Germany-Takt Second expert draft Bavaria Federal Ministry of Transport and Digital Infrastructure. Retrieved October 13, 2019
30. ↑ The train is coming - “groundbreaking” breakthrough. Retrieved March 29, 2020 .  
31. ↑ Repair work between Nördlingen and Wilburgstetten. Christoph Himsel, http://www.woernitz-franken.de/ , February 28, 2020, accessed on June 11, 2020 .  
32. ^ Franconia: First freight train after route reactivation (Nördlingen - Wilburgstetten). Retrieved May 5, 2020 .  
33. ↑ Track plans and structures along the route. The train notification system in Pfaffenholz. woernitz-franken.de, accessed on June 8, 2017 .  H
34. ^ Wilhelm Schaudig: History of the city and the former Feuchtwangen monastery . Verlag Sommer and Schorr, Feuchtwangen 1927.
35. ↑ Fuchs brickworks, 91555 Feuchtwangen. Bahn-Express, accessed on June 8, 2017 . 
36. ^ Dierk Lawrenz: Feldbahnen in Germany. The narrow-gauge industrial railways and their vehicles. Kosmos Verlags-GmbH (July 1987), ISBN 3-440-05114-5 .
37. ↑ ^{a b} Ride with the WÖRNITZ-SULZACH-EXPRESS. woernitz-franken.de, accessed on June 8, 2017 . 
38. ^ Special rail bus train of the Nuremberg Railway Friends. woernitz-franken.de, accessed on June 8, 2017 . 
39. ↑ Andreas Tscharn: travelogue of 1984. woernitz-franken.de, accessed June 8, 2017 . 
40. ^ The last days of the DB station in Wilburgstetten. woernitz-franken.de, accessed on June 8, 2017 . 
41. ↑ The signals and other operational facilities. Wilburgstetten station. woernitz-franken.de, accessed on June 8, 2017 . 
42. ↑ ^{a b} The signals and other operational facilities. Dinkelsbühl station. woernitz-franken.de, accessed on June 8, 2017 . 
43. ↑ The signals and other operational facilities. Feuchtwangen train station. woernitz-franken.de, accessed on June 8, 2017 . 
44. ↑ Bavaria Report 3 . Hermann-Merker-Verlag GmbH, 1995, ISBN 3-922404-62-6 , p. 18-19 .
45. ↑ New bypass for Greiselbach in the Ansbach district. Bavarian State Ministry of the Interior, for Building and Transport, December 9, 2016, accessed on June 29, 2017 . 
46. ↑ Planning approval decision for the construction of the Greiselbach bypass. (PDF) Government of Middle Franconia, March 27, 2014, accessed on June 29, 2017 . 
47. ↑ B 25 bypass for Greiselbach. Retrieved March 7, 2019 .