Fürth – Würzburg railway line

Fürth (Bay) Hbf - Würzburg Hbf
Route number :	5910
Course book section (DB) :	805, 807, 811, 900.1
Route length:	94.583 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Power system :	15 kV, 16.7 Hz  ~
Top speed:	200 km / h
Legend from Nürnberg Hbf 0.000 Fürth (Bay) Hbf 297 m 0.645 Seven arch bridge over the Rednitz (172 m) to Bamberg to Cadolzburg 2.489 Fürth-Unterfürberg from Nuremberg / Fürth industrial airport and Atzenhof airport 2.624 Fürth-Unterfürberg junction Port railway to the port of Fürth 3.600 Main-Danube Canal (130 m) 4.200 Bundesstrasse 8 4.800 Burgfarrnbach Viaduct over the Farrnbach (63 m) 5,577 Fürth- Burgfarrnbach (314 m) 8.400 Bernbach 9,481 Siegeldorf 306 m Erlbach market 10.200 Zenn (60 m) 13,318 Puschendorf (329 m) 14.500 Kirchfembach 18.666 Hagenbüchach Hp (389 m) 18.697 Hagenbüchach (389 m) 21.800 Bundesstrasse 8 22,480 Aurachtal Bridge (530 m) 23.795 Emskirchen (361 m) 31.655 Neustadt (Aisch) center from Demantsfürth-Uehlfeld 33.320 Neustadt (Aisch) train station 304 m to Bad Windsheim Bundesstrasse 470 34.400 Aisch (110 m) 34.800 Start of LZB 41.029 Langenfeld (Mittelfr) ( Pv until 1992) 48.017 Bibart market (310 m) 53.100 Üst Hellmitzheim 56.300 Hellmitzheim (until 1982) 59.645 Markt Einersheim (Pv until 1982) 288 m 62.138 Iphofen (267 m) 62.700 End of LZB 66.212 Mainbernheim (Pv until 1982) 69.100 Sickershausen (until 1982) 70.531 Main bridge Kitzingen (184 m) 71.000 Mainland railway to the port of Kitzingen (dismantled by 2007) 71.641 Kitzingen (205.2 m) 72.200 Bundesstrasse 8 72.800 from Schweinfurt Hbf 75.390 Buchbrunn - Mainstockheim 79.300 Federal motorway 3 80.200 Bundesstrasse 22 80.400 from Dettelbach city 80,546 Dettelbach train station 285 m 84.600 Federal motorway 7 85.800 from Bamberg 86.623 Rottendorf 245 m 87.400 Bundesstrasse 8 92.300 Würzburg-Heimgarten (until 1981) 94.200 Bundesstrasse 19 94.400 from Treuchtlingen and from Stuttgart Hbf 94.500 Bundesstrasse 8 94,583 Würzburg central station 181 m to Hannover Hbf (high-speed route) to Hanau Hbf Swell:

The Fürth – Würzburg railway is a main line in Bavaria . It leads from Fürth main station via Neustadt an der Aisch and Kitzingen to Würzburg main station . The route is mostly used as timetable route 805 together with the Nuremberg – Fürth section of the Nuremberg – Bamberg railway line and thus provides a connection between Nuremberg and Würzburg , the two largest cities in Franconia . The route is of great importance in German rail traffic. In addition to hourly trains running regional express - trains and numerous freight trains consists ICE -Transport now during the day, with individual holes, a half hour.

Route description

ICE on the seven arch bridge in Fürth

Over its total length of almost 95 kilometers, the railway line has a total of 16  stations and stops . The two endpoints of the route, Fürth Hbf and Würzburg Hbf , are served by fast long-distance traffic. Only a few trains stop in Fürth, the next long-distance stop is the nearby Nuremberg main station .

The route leads with more than 80 arcs through a low mountain range.

history

The 86 km long route from Fürth to Rottendorf near Würzburg was built as a shortcut between the Ludwig-Süd-Nord-Bahn in Nuremberg and the Ludwigs-Westbahn in Würzburg. This eliminated the 60 km detour via Bamberg and Schweinfurt . The state railway initially had little interest in the joint, so initially dealt private Committees with the plans. In 1857 a proposal about Siegelsdorf via Windsheim, Marktbreit and Ochsenfurt was favored, which led to a submission from the Neustadt area (a committee under lawyer Haupt) and Kitzingen to the general director of Brück, which ultimately tipped the scales in favor of King Ludwig II .

Initially, short sections were built as sections of other railway lines:

• July 1, 1854: Rottendorf – Würzburg, 8.0 km long, as part of the Ludwigs-Westbahn
• July 1, 1864: Introduction of the new Würzburg train station with the closure of the old Ludwig train station

Probably the oldest surviving engine shed in Germany, the engine shed in Fürth , is on the line and is noticeably deteriorating

Construction work began in 1861 and could be finished in 1864, only the viaduct in Emskirchen was not yet finished due to the difficult ground conditions. On June 19, 1865, the actual railway line between Nuremberg and Würzburg was finally completed with the 86.6 km long Fürth – Rottendorf connection. At the same time, the eight-kilometer section between Rottendorf and Würzburg was extended to two tracks.

On July 1, 1886, there was a serious head-on collision between two trains between Würzburg and Rottendorf, killing 16 people.

→ Main article : Würzburg railway accident

On December 8, 1889, the Bavarian State Parliament approved the double-track expansion of the still single-track line between Fürth and Rottendorf. Until 1891, the line was expanded to consist of two tracks.

On June 10, 1928 at around 2:30 a.m., the locomotive of the night train D 47, an S3 / 6 , derailed when crossing the Zenngrund Bridge shortly before entering the Siegelsdorf station. The locomotive fell down the embankment and the wagons fell on it. 24 people died.

→ Main article : Siegelsdorf railway accident

In 1939 the Aurach bridge near Emskirchen was renewed, the previous fish belly girder bridge was replaced by a steel box construction.

During the time of National Socialism, the first subgrade work began to connect the line from Mainbernheim to the Würzburg-Treuchtlingen railway line (near Marktbreit ) via a triangular track . Because of the Second World War, this connection, considered by the Royal Bavarian War Ministry as early as 1868, remained a torso.

The Main Bridge in Kitzingen was navigable despite the bombing in February 1945, but Wehrmacht soldiers blew it up, as did the neighboring bridge on the Kitzingen – Schweinfurt line . Coal train wagons that had come loose fell into the Main. The northern abutment at the Aurach Bridge in Emskirchen had also been blown up. The route could probably be used again from October 15, 1945.

On August 8, 1952, with the installation of the first overhead line mast in Neustadt (Aisch) station, the electrification of the line began.

At the beginning of the 1960s, a ceiling construction station was built at Dettelbach train station for the construction of federal motorway 3 . It was used to deliver mineral building materials such as gravel, sand and grit, as well as bitumen and fuels, especially in 1963 and 1964. The building materials delivered in block trains were prepared on site in large mixing plants and then brought to the construction site. The unloading track was even electrified. After the construction work was completed, the systems were removed.

In 1962, a test operation for train radio , approved in 1959, began , which in 1974 led to the nationwide introduction of the ZBF 70 .

In the 1960s a number of level crossings were abandoned or replaced by bridges and underpasses.

The train stations and stops in Sickershausen, Mainbernheim, Markt Einersheim and Hellmitzheim were closed to passenger traffic in 1982, and Langenfeld train station in 1992.

As one of the first railway lines in Germany, the line was declared overloaded in 2008.

The Neustadt (Aisch) Mitte stop went into operation on December 10, 2012 with a three-year delay . It complements the Neustadt (Aisch) train station, which is unfavorable for access to the city on the western outskirts.

expansion

The route is double-tracked throughout. The entire length of the line between Fürth and Würzburg has been electrified since October 3, 1954. The alignment of the 19th century, with a minimum curve radius of 2000 Bavarian feet (around 600 m), resulted in numerous speed reductions to up to 100 km / h. Today (as of 2015) the train stations in Neustadt (Aisch), Rottendorf (entry curve) and Kitzingen can only be driven at at 100 km / h.

The 1973 Federal Transport Infrastructure Plan provided, as one of eight expansion projects, an expansion line between Würzburg and Nuremberg, with continuation to Augsburg. Also in its update, the coordinated investment program for the federal transport routes from 1977, the Würzburg – Augsburg line was included as one of six expansion projects. The expansion package consisted of 115 individual measures. The aim of the project was primarily to expand capacity.

A further expansion was planned as part of the ABS / NBS Würzburg – Nuremberg – Munich , which was included as one of 13 new projects in the urgent requirements of the 1985 Federal Transport Infrastructure Plan. The Nuremberg – Würzburg route was referred to as the ABS 8/2 project . The planning work for line improvements was in progress around 1990. From 1992 various sections of the route were expanded.

In 2007 the route was upgraded for driving with active tilting technology . The ICE T , which has been on the line since December 2007, was able to run faster in sections than trains without tilting technology before problems with its wheelset shafts put an end to the arc-fast operation in 2008.

Expansion 1976–1987

As a first expansion stage, 115 individual measures were planned as part of the ABS 8 project. In addition to a three-track expansion of the Würzburg – Rottendorf section, eleven new rail-free platform accesses, a continuous track change operation , block compaction and adjustments and expansions to the traction power supply were planned. Height-free platform entrances were created at the Dettelbach, Kitzingen, Iphofen, Markt Bibart and Emskirchen stations.

The third track between Würzburg and Rottendorf went into operation in July 1985. It is considered a continuation of the new line between Hanover and Würzburg. The section between Würzburg and Rottendorf was congested in the early 1980s. With a nominal capacity of 240 trains per day (sum of both directions), 290 passenger and freight trains ran between Würzburg and Rottendorf on weekdays. As a result, numerous freight trains had to be diverted or held back at peak hours. To counter the foreseeable increase in traffic, not least due to the commissioning of the high-speed line Hanover – Würzburg, plans for the three-track expansion of the 8 km long section were started in 1976. On July 13, 1979, the Federal Minister of Transport granted permission to expand the route in accordance with the Federal Railway Act. The plan approval procedure initiated at the beginning of 1979 was concluded on May 15, 1980 with the plan approval decision. After a lawsuit had been settled out of court, the planning approval decision became final on May 11, 1981.

Construction work began in 1980. The planned investment total in 1984 was around 145 million DM (approx. 74 million euros; as of 1984). The third track is operated as a single-track line. A middle position between the two existing tracks had also been rejected.

Around 184 million DM were invested in the entire package of measures. At the end of the 1980s, the project was completed with the exception of the remaining work. The costs for the third track were put at 71 million DM in 1989, of which 66 million DM were borne by the federal government.

Extensions from 1987 to 1999

As part of the further expansions envisaged in the Federal Transport Infrastructure Plan 1985, a number of measures were planned: In addition to line improvements and block densification, overtaking tracks that were too short were to be extended and level crossings and constrained points (especially in Würzburg main station) to be removed. New and expanded substations were planned as well as reinforced traction power lines . A line train control should be set up as well as a freight train diversion line ( Würzburg – Ansbach - Nuremberg ). At the 1985 price level, the cost of the project was estimated at DM 272 million.

The expansion project ABS 8/2 was divided into three sections:

• On the 40.9 km long section between Nuremberg and Neustadt (Aisch), the permissible speed should be increased by up to 30 km / h to up to 160 km / h with reasonable investments. At Nuremberg Central Station, the exit speed was to be increased from 30 to 40 to 80 km / h using slimmer switches.
• The core of the expansion was the upgrading of the 28.8 km long section between Neustadt (Aisch) and Iphofen. With 14 line improvements, a continuous top speed of 200 km / h should be achieved. In six arches, distances of 20 to 65 m were required, in the remaining arches of a maximum of 4 m. In Neustadt (Aisch) station, a passing track was to be extended to 750 m usable length. Four level crossings should be removed.
• Greater speed increases were not possible on the 32.5 km long and particularly winding section between Iphofen and Würzburg. In five sections, speed increases from 10 km / h to up to 140 km / h were planned. In Kitzingen station, a passing track was to be extended to around 750 m usable length.
• At Würzburg main station, the exit of long-distance trains in the direction of Nuremberg was to be increased from 40 to 60 km / h and parallel entry options from the direction of Nuremberg and Bamberg were to be created.

The preliminary planning of the project was submitted to the Bundesbahn headquarters on May 31, 1987, and the planning order was issued on November 18, 1988. Completion was scheduled for 1996. With a ceremonial groundbreaking ceremony on April 3, 1992, expansion work began on the line, which should be completed by 1997. The expansion work in Würzburg Central Station had already started in 1989.

As a result of line improvements, the speed in the section between Neustadt (Aisch) and Iphofen could be increased by 40 to 60 km / h to 200 km / h from May 1999; this also required the equipment to be equipped with line train control . At the same time, measures were taken to increase the entry and exit speed at Würzburg main station. The line improvements mean that long-distance travel times have been saved by around seven minutes.

Apart from the high-speed section, smaller increases in speed could be achieved, for example by increasing the elevation to up to 160 mm, minor changes to transition bends and track shifts of up to 60 cm. In the area of ​​Elgersdorf (route kilometers 19.6 to 20.5), dislocations of up to 25 m took place. The maximum speed could be increased in the converted sections to up to 140 km / h.

As part of the expansion, the Markt Bibart station was provided with two outer platforms, as well as transfer connections and a turning track for local trains. By widening a track curve (km 47, previous radius: 1095 m), the speed of passage could be increased from 140 to 200 km / h. The existing means of overhaul was removed in the course of the renovation in 1992/1993. A new overtaking station (with two overtaking tracks) at Oberlaimbach, which is intended as a replacement, has not yet been implemented (as of 2015). At Markt Einersheim an overhaul track with a usable length of 750 m was built between the main tracks.

Plans to install the line control built into the high-speed section beyond this section in order to increase capacity were not implemented. The route would not have allowed an extension of the high-speed section. The total investment in the high-speed section was around 160 million Deutschmarks (around 80 million euros, price as of 1999), with a journey time gain of around three minutes. Around 75 million D-Marks (around 38 million euros) were invested in the other measures, with travel time savings of around one and a half minutes.

Due to a lack of funds, the further expansion of the route, estimated at 140 million euros, was abandoned at the end of 2004.

New construction of the Aurachtal bridge

From May 2014 to November 2016 the Aurachtalbrücke Emskirchen rebuilt. This 527.5 m long and 40 m high reinforced concrete bridge has replaced the one around 90 m to the north. The route was changed over a length of 1.75 km. The solution was found in an EU-wide planning competition. By line improvements the speed limit to be raised h with the new bridge for conventional trains of 110 km to 140 /, for tilting technology h trains of 140 km to 160 /.

Planned new line

The urgent need of the Federal Transport Infrastructure Plan 1992 included a new line between Iphofen and Rottendorf as part of the ABS / NBS Hanau – Nantenbach / Würzburg – Iphofen, which was calculated at 1.495 billion DM . The 24-kilometer-long new line was to lead out of the existing line west of the Rottendorf train station and initially drive under a ridge in the 3.5 km long Galgenberg tunnel in order to cross the Main on an almost 800 m long bridge south of Kitzingen after an overtaking station at Biebelrieder Kreuz. At Markt Einersheim , the new line should flow into the 200 km / h expansion section in the direction of Neustadt (Aisch) / Nuremberg. The new line, initially designed for 300 km / h and later for 250 km / h, was intended to reduce travel times between Iphofen and Würzburg by a third from around 20 minutes to 13 minutes, since several tight bends in particular between Kitzingen and Würzburg and near Iphofen do not have high speeds made possible. The costs were calculated at 840 million DM. The existing route between Rottendorf and Iphofen should only be used by regional express trains after the new route section was commissioned in 2003. 109 long-distance and freight trains per day and direction were planned on the new section.

The affected communities rejected the planned new line around 2001. The drinking water protection areas of the Franconian long-distance water supply were named as the main argument . The planned costs of 850 million D-Marks and the ecological sensitivity of the areas passed through are also mentioned.

Due to cuts in the transport budget, the project was initially discontinued around the year 2000.

The first draft of the Deutschland-Takt concept, presented in October 2018, required an upgraded route between Nuremberg and Würzburg as well as a level-free integration into the Nuremberg hub in order to achieve the necessary travel time of 40 minutes between the two endpoints. The federal government is now planning a new line between Nuremberg and Würzburg that can be driven at 300 km / h. The second expert draft published in May 2019 now provides Nuremberg and Würzburg with an edge travel time of 30 minutes for the continuous new line. Two 300 km / h long-distance trains per hour and direction are to run with a scheduled journey time of 29 minutes.

The third expert draft submitted in June 2020 also includes such a route with a target travel time of 29 minutes and a level-free integration into the Nuremberg hub. Four hourly pairs of trains with travel times between 29 and 42 minutes are now planned for long-distance traffic.

An elaborate profitability calculation for the project, in addition to the new Bielefeld – Hanover line , is considered to be a reason for postponing the submission of the third D-Takt expert's draft, which is now planned for mid-2020.

Train

In the course of the second expansion stage of the Nuremberg S-Bahn (planning status: 1981) it was planned to set up a S-Bahn service in the section between Fürth and Siegelsdorf and to expand this section. Planning studies were carried out in 1987. These plans have not yet been implemented (as of 2019). In the Federal Transport Infrastructure Plan 2030 , an expansion to 3 tracks between Siegelsdorf and Fürth is planned. This is now included in the urgent need . The implementation is questionable due to the planned new line within the framework of the Deutschland-Takt.

Electronic interlockings went into operation in Siegelsdorf and Emskirchen in 2014 , so only the Neustadt – Altmannshausen section is without such interlockings.

Offer

Long-distance transport

In long-distance traffic, the ICE lines 25 (Munich – Hamburg) run every two hours and 41 (Munich – Ruhr area) every hour on the timetable route 805. In December 2007, the services from Frankfurt to Vienna were also greatly expanded, these trains run with ICE-T every two hours from Frankfurt (partly Dortmund) to Vienna and vice versa. On Saturdays until December 2014, the intercity train pair “Rottaler Land” also ran from Hamburg to Passau and Mühldorf, which - unlike the other long-distance trains - stopped in Neustadt (Aisch). Various ICE series of Deutsche Bahn are used on the three ICE lines, in the Intercity service mostly push-pull trains hauled by series 101 and 120 locomotives.

Regional and local transport

Modus set as Franken-Express near Markt Bibart

The former Franken-Express operated as an hourly regional express line between Nuremberg and Würzburg . By December 2006, the trains were tied through from Würzburg to Frankfurt (Main). The direct connections introduced for the 2001 summer timetable were divided into two lines with transfer connections on the same platform in Würzburg.

The DB Regio brand Mainfrankenbahn , which has existed since the timetable change in 2010, uses class 440 trains as rolling stock and operates as a regional express (between Nuremberg and Würzburg ) and as a regional train (between Nuremberg and Neustadt (Aisch) station). These railcars are based in Würzburg.

In the catchment area of ​​Nuremberg, the offer will be condensed again. LINT railcars operate between Nuremberg and Siegelsdorf and continue from there on the Zenngrundbahn to Markt Erlbach .

A total of eight pairs of regional trains run between Kitzingen and Würzburg from Monday to Friday during rush hour. These are driven with the 425 series . Since all stations in this corridor are served by both the Regional Express and Regionalbahn trains, there is at times a 30-minute cycle here.

As a result of the tendering for the services on this route by the Bavarian Railway Company , there were a few more frequent intervals on this route in the off-peak times (especially in the evenings and on weekends).

According to the Bavarian Railway Company, the number of regional passengers on the route increased by 220 percent between 2003 and 2012.

Tenders for regional rail services

The Bayerische Eisenbahngesellschaft mbH (BEG), which is responsible for ordering local rail passenger transport, has now awarded all regional express and regional train services on the Nuremberg – Würzburg railway line in a competition.

Initially, on March 2, 2005, the operation of the so-called “Nuremberg Diesel Network” - which also includes the regional train line from Nuremberg to Neustadt (Aisch) - was tendered and awarded to DB Regio AG on October 21, 2005 . In order to increase the attractiveness, in addition to the use of LINT 41 diesel multiple units from Alstom Transport Germany, the regional railways via Neustadt (Aisch) and via Steinach (near Rothenburg) to Rothenburg ob der Tauber were to be extended. In addition, it was planned to wing the trains in the Siegelsdorf station and to let part of the train run on the Zenngrundbahn to Markt Erlbach. However, the wing concept was discarded and additional trains from the 440 series were ordered instead . This means that a through-connection is not possible as there are not enough diesel vehicles available. The transport contract began in December 2008 and has a term of ten years.

On June 7, 2006, the regional express traffic Nuremberg – Würzburg was put out to tender as part of the "E-Netz Würzburg" by the Bavarian Railway Company. Here the group subsidiary DB Regio won the competition and started in December 2009 with new electric multiple units. The improvement of the offer includes the expansion of 132,000 train kilometers per year, so that in future it will be possible to offer a continuous hourly service until 11 p.m. The new transport contract for the Nuremberg - Würzburg route begins in December 2009 for the Würzburg network, in December 2010 for the other routes and ends in December 2021.

Tariff zones

At the start of the Verkehrsverbund Großraum Nürnberg (VGN) on September 27, 1987, the route between Nuremberg and Neustadt an der Aisch was in the tariff area, on May 31, 1992 it was to Markt Bibart, on December 10, 2006 to Iphofen on December 9 2007 to Kitzingen and most recently to Dettelbach Bahnhof on September 1, 2016. The route between Iphofen and Dettelbach was in the tariff area of ​​the Kitzinger Nahverkehrs-Gemeinschaft (KiNG) until the district of Kitzingen joined the Mainfranken transport company association (VVM) on February 1, 2009 after years of coordination problems . Until the beginning of the year, the VVM tariff was valid from Rottendorf station. The Dettelbach Bahnhof – Markt Bibart section is now within the scope of the VGN and VVM.

literature

• Rolf Syrigos, Horst Wendler: Gone are the terrible times . In: EisenbahnGeschichte 70 (2015), pp. 4–16. (150 years of the Fürth – Rottendorf railway line)

Web links

Commons : Nuremberg – Würzburg railway line  - collection of images, videos and audio files

• Route, operating points and permissible speeds of the route on the OpenRailwayMap

Individual evidence

1. ^ Ralf Weiskopf: Memorial for the Mainland Railway in Kitzingen. In: Mainpost. Retrieved October 23, 2013 . 
2. ↑ DB Netze - Infrastructure Register
3. ↑ ^{a b c d e f g h i j k l} Carsten Lorenzen: The upgraded Würzburg – Nuremberg line . In: The Federal Railroad . tape 65 , no. 10 , 1989, pp. 831-836 .
4. ^ Max Döllner : History of the development of the city of Neustadt an der Aisch until 1933. 1950; 2nd edition, Ph. CW Schmidt, Neustadt an der Aisch 1978, ISBN 3-87707-013-2 , p. 485 f.
5. ↑ Johannes Hirschlach: From the apple of contention to the international highway . In: railway magazine . No. 6 , 2015, ISSN  0342-1902 , p. 32-41 .
6. ^ Hans Joachim Ritzau: Railway disasters in Germany. Splinters of German history . Vol. 1: Landsberg-Pürgen 1979, p. 22.
7. ↑ ^{a b c d e f} Ralf Syrigos, Horst Wendler: "Gone the terrible time" . In: Railway history . tape 13 , no. 70 (5/6) , 2015, pp. 4-16 .
8. ↑ Johannes Hirschlach: From the apple of contention to the international highway . In: railway magazine . No. 6 , 2015, ISSN  0342-1902 , p. 32-41 .
9. ^ Robert Mrugalla: The DB and the motorway construction . In: railway magazine . No. 3 , 2020, p. 51 .
10. ↑ ^{a b c d e f g} Carsten Lorenzen, Bernhard Lindenberger: upgraded line Würzburg – Iphofen – Nuremberg . In: Eisenbahntechnische Rundschau , 48 (1999), p. 821 ff.
11. ^ 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.
12. ^ Wilhelm Linkerhägner: New and expanded lines of the Deutsche Bundesbahn . In: Jahrbuch des Eisenbahnwesens , 1977, pp. 78–85.
13. ↑ ^{a b c} Hans Beiche: upgraded line Würzburg – Nuremberg – Augsburg - three-track upgrade Würzburg – Rottendorf . In: The Federal Railroad . tape 59 , no. 10 , 1983, p. 683-686 .
14. ^ Rüdiger Block: ICE racetrack: the new lines. In: Eisenbahn-Kurier Special: High-speed traffic . No. 21, 1991, pp. 36-45.
15. ^ ^{A b c} Deutsche Bundesbahn, Bundesbahndirektion Nürnberg (Ed.): Extension of the Würzburg – Nürnberg – Treuchtlingen line: three-track extension of the Würzburg – Rottendorf section . Leporello (14 pages, A4 half format), 1984.
16. ^ Gunther Ellwanger: New lines and express services of the German Federal Railroad. Chronology. In: Knut Reimers, Wilhelm Linkerhägner (Ed.): Paths to the future. New construction and expansion lines of the DB. Hestra Verlag Darmstadt, 1987, ISBN 3-7771-0200-8 , pp. 245-250.
17. ↑ Soon eight minutes faster through Franconia . In: Die Bahn informs , ZDB -ID 2003143-9 , Issue 3, 1992, pp. 16-17.
18. ↑ Review of the year 1989 . In: Die Bahn informs , ZDB -ID 2003143-9 , Issue 1, 1990, pp. 12-15.
19. ^ Klaus Ott: Stop signal for 16 rail projects . In: Süddeutsche Zeitung . No. 296 , December 20, 2004, p. 52 .
20. ↑ New Aurachtal bridge in operation . In: Eisenbahn-Revue International . No. 1 , 2017, ISSN  1421-2811 , p. 6 .
21. ↑ DB Mobility Logistics AG (Ed.): Start of construction of the new Aurachtal Bridge, press release from May 27, 2014.
22. ↑ ^{a b} DB Mobility Logistics AG (Ed.): 160 million euros for Franconia's rail network . Press release from February 28, 2013.
23. ↑ ^{a b} Rolf Syrigos: Innovative Bridge Construction , in Berg & Tal in eisenbahn magazin March 2013, ISSN  0342-1902 , p. 34ff.
24. ↑ Wolfgang Wittig: A semi-integral bridge over the Aurach valley . In: DB ProjektBau GmbH (Hrsg.): Infrastructure projects 2014: Building at Deutsche Bahn . DVV Media Group / Eurailpress, Hamburg 2014, ISBN 978-3-87154-505-4 , p. 86-89 .
25. ^ Hans Peter Weber, Michael Rebentisch: The Federal Transport Infrastructure Plan 1992 for the rail sector . In: Railway technical review . tape 41 , no. 7/8 , 1992, pp. 448-456 .
26. ↑ ^{a b c} Rudi Merkl: Has the train left for the region? . In: Economy in Mainfranken . No. 3, 2000, ISSN  0946-7378 , p. 18 f.
27. ↑ ^{a b c d} Rolf Syrigos: Spessart without displacement . In: Eisenbahn Magazin . tape 36 , no. 1 , 1998, ISSN  0342-1902 , p. 18 f .
28. ↑ Federal Rail Infrastructure Report 2001 - ABS / NBS Hanau – Nantenbach / Würzburg – Iphofen , p. 75.
29. ↑ Target timetable Germany-Takt Presentation of the first expert draft within the framework of the future alliance rail. (PDF) October 9, 2018, p. 22 , accessed October 19, 2018 . 
30. ↑ Government is planning three more ICE high-speed routes. In: spiegel.de. March 21, 2019, accessed March 22, 2019 . 
31. ↑ Target timetable Germany-Takt Information on the second expert draft. (PDF) In: bmvi.de. Federal Ministry of Transport and Digital Infrastructure, May 7, 2019, p. 17 , accessed on June 18, 2019 . 
32. ↑ Destination timetable Germany-Takt. (PDF) Second expert draft for long-distance transport. SMA und Partner AG , May 7, 2019, accessed on June 19, 2019 . 
33. ↑ 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 11, 2020 . 
34. ↑ Destination timetable Germany-Takt. (PDF) Third expert draft for long-distance transport. SMA und Partner AG, June 30, 2020, accessed on July 11, 2020 . 
35. ↑ Final timetable for D-Takt . In: Rail Business . No. 18 , April 27, 2020, ISSN  1867-2728 , ZDB -ID 2559332-8 , p. 3 .
36. ^ Deutsche Bundesbahn, Bundesbahndirektion Nürnberg (ed.): S-Bahn Nürnberg. Information 1. Twelve-page leporello , Nuremberg, approx. 1981.
37. ^ Deutsche Bundesbahn, Bundesbahndirektion Nürnberg (Ed.): The S-Bahn Nürnberg - Lauf . 29-page brochure dated September 1987, p. 28.
38. ↑ Dossier. Retrieved June 8, 2017 . 
39. ↑ Bavaria . In: Bahn-Report . No. 2 , March 2020, ISSN  0178-4528 , p. 62-66 .
40. ↑ Franziska Männel: Are you still driving or are you already working? In: Nürnberger Nachrichten . June 29, 2013, p. 16 .
41. ↑ Verkehrsunternehmen-Verbund Mainfranken GmbH Mainfranken is moving closer together. A good connection - Würzburg and Kitzingen have been together in the VVM since February 1, 2009 ( Memento from March 3, 2009 in the Internet Archive ) (accessed on February 18, 2009)