Stuttgart-Bad Cannstatt-Nördlingen railway line
| Stuttgart-Bad Cannstatt-Noerdlingen | |
|---|---|
| Route number (DB) : | 4710 4713 (S-Bahn tracks) 4714 (Außengl. Fellbach – Waiblingen) |
| Course book section (DB) : | 786 790.2–3 (S-Bahn) |
| Route length: | 111.543 km |
| Gauge : | 1435 mm ( standard gauge ) |
| Route class : | D4 |
| Power system : | 15 kV 16.7 Hz ~ |
| Top speed: | 140 km / h |
| Dual track : | Stuttgart-Bad Cannstatt-Goldshöfe |
The Stuttgart-Bad Cannstatt-Nördlingen railway is a main line in Baden-Württemberg and Bavaria . It branches in Bahnhof Stuttgart-Bad Cannstatt from the railway line Stuttgart-Ulm and leads through Aalen to Nördlingen , where she appeared in the Augsburg-Nördlingen railway line passes. Between Stuttgart-Bad Cannstatt and Goldshöfe, the route is part of the national long-distance connection between Stuttgart and Nuremberg .
The route is also known as the Remsbahn or Remstalbahn , as it runs parallel to the Rems river between Waiblingen and Essingen . Today this only applies to the section to Aalen, the rest of the route to Nördlingen, however, is considered part of the Riesbahn . This is named after the Nördlinger Ries and also leads to Donauwörth .
Route description
The zero point of the kilometrage is in Bad Cannstatt station , where the four-track line branches off the Filstalbahn by means of an overpass structure . The section is operated in one direction, with S-Bahn trains running on the two outer tracks and freight, regional and long-distance trains on the two inner tracks. The route climbs exactly 60 meters in altitude to Fellbach .
Between Fellbach and Waiblingen there is another long, single-track flyover structure, which was built before the S-Bahn went into operation. In this way, the trains to and from the Murrbahn can cross the trains of the Remsbahn without interfering with each other. In addition, a fifth track has been set up here so that fast trains and S-Bahn trains are less of a hindrance to each other.
At Waiblingen station, the line to Schwäbisch Hall-Hessental branches off in a wedge station .
From Waiblingen , the Remsbahn continues on two tracks and descends into the Remstal . In Endersbach it crosses the Haldenbach on a round arch viaduct in front of the Endersbach train station .
At the Beutelsbach train station, a low point has been reached again at 234 meters. In Schorndorf, the Wieslauftalbahn branches off via Rudersberg to Welzheim. Before Urbach the train crosses the Rems. From 1911 to 1984 a branch line to Göppingen branched off from Schwäbisch Gmünd .
The route follows the course of the Rems to Essingen. While the Rems flows into the main valley from the south, the Remsbahn continues to follow the main valley to the east, which crosses a watershed near Essingen into the Kocher valley. A tunnel was originally planned at this watershed, but a slightly lengthened route with a curve and a cut into the terrain were implemented. Overall, it was possible to achieve a predominantly straight line layout in the course of this valley without any major engineering structures.
After the Aalen railway junction , the route continues north along the Kocher to Goldshöfe station . This station serves to separate the lines to the north towards Crailsheim and to the east towards Nördlingen and originally had no function of connecting a town. Up to the end of the route in Nördlingen, a slightly more curvy route was necessary and a tunnel through the foothills of the Swabian Alb near Lauchheim was necessary.
history
prehistory
A railway connection from Stuttgart to Ulm was one of the first railway lines to be built in Württemberg in the middle of the 19th century . Routes with a detour via Aalen and directly via Göppingen were discussed as alternatives . At first, the first variant seemed to have greater prospects of realization despite the significant detour, because unlike the second, it would not have required any major uphill sections. After a few years of discussion, the decision was nevertheless taken to take on the challenge of building an ascent to the Alb as part of the Geislinger Steige and the Filstalbahn was opened in 1850.
After the first construction phase of the Württemberg railway network was completed, the construction of a railway line to the east of the country soon came back on the agenda. The main objectives of the project, initially called "Nordostbahn", were:
- to develop the industrial sites of Gmünd (today Schwäbisch Gmünd ), Aalen, its current district Wasseralfingen , and Heidenheim an der Brenz ,
- to create a second connection to the Royal Bavarian State Railways in Nördlingen .
The building officer Georg von Morlok , responsible for the planning, examined four main variants for the route, which differed in the location of the transition from the Neckar and Filstal to the Remstal. These were from west to east:
- via Cannstatt and Waiblingen
- via Plochingen and Schorndorf
- about Uhingen and Lorch
- via Eislingen and Gmünd
Although the cost of crossing the ridge was lowest with the westernmost variant, the total costs with the easternmost variant were lowest, because the length of the new line to be built in the Rems Valley was significantly shorter because the Stuttgart-Ulm line could also be used. In the discussion, the cities of Waiblingen and Schorndorf were able to prevail with their demand for a rail connection; The simpler operation made possible by the lower difference in altitude and the shorter rail distance from Stuttgart to Aalen contributed to the decision in favor of the first variant, as well as the desire not to endanger the connection to the Bavarian railway with a rival line from Aalen to Lake Constance.
Since the track opened
On July 25, 1861, the route from Cannstatt via Waiblingen, Schorndorf, Gmünd and Aalen to Wasseralfingen was opened. The Swabian iron and steel works were located there , at that time an important state ironworks. This iron and steel works also supplied all of the rails laid on the Remsbahn until the mid-1860s. At that time, the fastest train covered the Wasseralfingen – Stuttgart route in 2 hours and 55 minutes.
The line was equipped with guard houses about one kilometer apart and with an electric telegraph . On October 3, 1863, the second section to Nördlingen was put into operation, where the Remsbahn met the Bavarian Ludwig-Süd-Nord-Bahn . In addition to the Ulm / Neu-Ulm border crossing, this was the second link between the railways of Württemberg and Bavaria . The Royal Württemberg State Railways operated the 3.75 km long section between the border and the Bavarian Nördlingen on a lease basis. In Nördlingen there was a separate terminus station with its own entrance hall for the Remsbahn.
The route was initially built as single track. The double-track expansion was planned from the start. Coming from Cannstatt, it reached Fellbach in 1864, Waiblingen in 1876, Schorndorf in 1899, Lorch in 1902, Deinbach in 1905, Gmünd in 1910, Unterböbingen in 1920, then Essingen and Aalen in 1926. Because the Aalen – Goldshöfe line was double-tracked as early as 1866, the current status of double-track expansion was achieved.
On May 1, 1897, the connecting line from Untertürkheim to the Remsbahn in the direction of Fellbach was opened. It joins the Remsbahn shortly before the current stop at Nürnberger Straße, so that there is a track triangle between Bad Cannstatt, Untertürkheim and Nürnberger Straße. The purpose was, together with the Stuttgart-Untertürkheim-Kornwestheim railway line , to relieve the Stuttgart main station from freight traffic.
At the end of the Second World War , German military units blew up the viaduct over the Haldenbach west of Endersbach station and the bridge over the Kocher west of Aalen, so that the places in between could only be reached by rail via the Hohenstaufen Railway, which connected Schwäbisch Gmünd with the Filsbahn . US Army pioneers erected a makeshift bridge in Endersbach so that the site could be used again in August 1945. The stream was previously visible at this point, but was then built over for the expansion of the road.
Traffic could also be resumed in the summer of 1945 via the Kocher near Aalen.
After the Second World War
Starting from Stuttgart, the Remsbahn was electrified first in 1949 to Waiblingen and in 1962 to Schorndorf, which enabled the Stuttgart suburb traffic to be expanded in two steps. In 1971 the section to Aalen followed and in 1972 the further route from Aalen via Nördlingen to Donauwörth. This created an electrified alternative route for the Stuttgart – Munich traffic relationship alongside the route via Ulm. The Olympic Games in Munich were a background to this .
On September 27, 1981 the S-Bahn traffic to Schorndorf and Backnang was added. For this purpose, various infrastructure adjustments were planned in the 2nd execution contract of the Stuttgart S-Bahn, which was concluded in 1975.
From 1978 to 1981 was built on the section Bad Cannstatt Waiblingen a third and fourth track and between Fellbach and Waiblingen flying junction to Ausfädelung the route Schwäbisch Hall Hessental built, making 1981 the Stuttgart S-Bahn operation after Backnang and Schorndorf could record.
In 1983 and 1984 a wing train of the TEE Rheingold ran from Mannheim via Heidelberg – Heilbronn – Stuttgart on the Remsbahn and on via Nördlingen and Donauwörth to Munich. Despite the longer travel time, this route was chosen for tourist reasons. However, the connection was discontinued due to low utilization and incompatibility with the intercity system.
With the electrification of the line from Goldshöfe via Crailsheim to Nuremberg in 1985, the trains to Nuremberg on the Remsbahn, which were previously hauled by diesel locomotives, were also able to run with electric traction.
The section between Stuttgart and Waiblingen was part of the expansion Nuremberg – Stuttgart line planned in the 1985 Federal Transport Infrastructure Plan . The project was not included in the following Federal Transport Infrastructure Plan in 1992 .
At the beginning of the 1980s, the Deutsche Bundesbahn began to introduce fast trains running almost every hour. For the summer timetable in 1988, this cycle was extended to the entire day and modernized vehicles were introduced. From the summer timetable 1989 these trains ran under the generic name RegionalSchnellBahn .
In 1996 the network of the Stuttgart S-Bahn was compressed from a 20-minute cycle to a 15-minute cycle during rush hour, for which more than 50 million euros were invested in the entire network. In order to make the 15-minute cycle possible, the German Federal Railroad suggested a multi-track upgrade in the section between Waiblingen and Schorndorf, which was on the verge of being able to accommodate due to the mixed operation of S-Bahn and other trains. However, an expert report by RWTH Aachen from 1993 came to the conclusion that a shortening of the block routes and conversions in the Waiblingen station would be sufficient to implement the operating concept . These measures were contractually agreed in 1993 with what was then the Federal Railroad. The measures were implemented on time; Ks signals were installed in the Waiblingen – Schorndorf section .
Despite these measures, operations proved to be prone to failure. To remedy this, a fifth track was installed between Fellbach and Waiblingen around the year 2000 , so that simultaneous journeys by long-distance trains and the S-Bahn from Fellbach to Waiblingen in the direction of Schorndorf became possible. At the same time as these expansion measures for passenger transport, as everywhere in Germany during this period, freight transport facilities were dismantled, in particular the operation of small and medium-sized sidings and railway stations. But Schwäbisch Gmünd's formerly large freight yard has also been closed today.
From December 2002 to December 2003 the route was closed due to a landslide at the Bildwasentunnel between Lauchheim and Aufhausen . The east portal of the tunnel was then extensively renovated.
Until 2006 night trains served the Stuttgart– Dresden and Stuttgart– Prague routes . The wagons were taken in a train to Nuremberg and winged there. The trains in the opposite direction did not go via Aalen, but via Schwäbisch Hall-Hessental.
The line was renovated in 2009 and, among other things, around 68 kilometers of track and 47 points were renewed. The platforms of the Westhausen, Lauchheim, Aufhausen, Bopfingen and Pflaumloch stations were also rebuilt. For this purpose, the line was completely closed in two construction phases from April 24 to October 15, 2009 between Schorndorf and Nördlingen. During the closure, there was a replacement bus service for local transport . The Intercity trains on line 61 Nuremberg – Stuttgart – Karlsruhe used in long-distance traffic were diverted between Crailsheim and Waiblingen via Schwäbisch Hall-Hessental during this time. According to DB, the project cost 50 million euros. Further renovation work on the Remsbahn concerned the Schorndorf – Waiblingen section and was carried out from July to September 2013. The S-Bahn line S2 therefore only ran every half hour during rush hour, the regional express between Aalen and Stuttgart every hour. From August 30 to September 2, 2013, the section of the route was completely closed, and a replacement rail service was set up. In spring 2019, the tracks between Waiblingen and Grunbach were completely renewed. For this purpose, the section had to be completely closed twice. During these full closures, the S2 trains ended in Waiblingen and Grunbach. The regional express lines coming from Aalen ended in Schorndorf. A rail replacement service was set up.
An increase in platform heights to the S-Bahn level of 96 centimeters is being considered, but according to Deutsche Bahn it is not possible due to extra-wide freight trains on this part of the European route network.
The construction of two new stops is planned in the Ostalb district. On February 19, 2016, as part of the extension of the half-hourly service on weekdays from Schwäbisch Gmünd to Aalen, it was decided to implement the Aalen-West station between the Hofherrnweiler district and the West industrial area. The station is scheduled to go into operation in 2020. In Schwäbisch Gmünd, the Schwäbisch Gmünd Ost stop is to be built east of the city center , although its location and operation are still open.
Since June 9, 2019, instead of DB Regio, the German company Go-Ahead Verkehrsgesellschaft Deutschland , a subsidiary of the British railway company Go-Ahead , has been operating regional traffic on the Remsbahn For more see: Section “Present” under “Regional traffic” .
outlook
An expansion of the Remsbahn, which includes equipment for tilting technology trains and "possibly measures to increase capacity ”is included in the potential needs of the Federal Transport Infrastructure Plan 2030 . An investigation into whether the project could be upgraded to an urgent need is ongoing (as of April 2017).
On December 19, 2018, representatives from the state and regions agreed to initiate an in-depth study on the expansion of the Murrbahn from Stuttgart via Schwäbisch Hall to Crailsheim and the Remsbahn from Stuttgart via Aalen to Crailsheim. The aim is to clarify which expansion measures are required to accelerate rail passenger traffic on both routes as part of an overall concept. The validity period for the investigation announced in 2019 expired at the end of March 2020.
The route between Stuttgart and Schorndorf is to be integrated into the Stuttgart digital node by 2030 and equipped with digital interlockings , ETCS and automated driving .
In the long term, an electronic signal box (ESTW) is to be built in Essingen station , which is to be operated by an ESTW in the planning stage in Goldshöfe station .
traffic
S-Bahn Stuttgart
Lines
Lines S2 and S3 operate on the Stuttgart - Waiblingen section, and the S2 line of the Stuttgart S-Bahn on the Waiblingen - Schorndorf section .
A progressive scenario of a traffic forecast presented in 2020 for the year 2030 provides for two hourly compressor trips between Endersbach and Bad Cannstatt during rush hour.
connections
The S2 / S3 has a connection to Rudersberg-Oberndorf in Schorndorf , to Backnang (S3) in Waiblingen and to Kirchheim (Teck) (S1) in Stuttgart-Bad Cannstatt .
Regional traffic
Up to 8,000 passengers were carried on the Remsbahn every working day around 2009. Including the S-Bahn to Schorndorf, up to 42,000 travelers were transported.
Lines
Regional-Bahn trains run every 30 minutes on weekdays from Stuttgart to Aalen . Intermediate stops are Bad Cannstatt, Waiblingen, Schorndorf and then all of the following stops. The travel time from Stuttgart to Aalen is 63 minutes.
The number of passengers between Schorndorf and Schwäbisch Gmünd is between 6000 and 8000 in both directions on weekdays.
vehicles
Before 2016, the wagon types used in regional traffic were mostly renovated n-wagons . Since the timetable change on December 12, 2010, the regional express train services have been running on weekends largely with double-decker cars from the 1994 to 1996 series. Since February 1, 2016, six train connections have also been made with double-decker cars, Monday to Friday. From October 1, 2016 to June 8, 2019, only double-deck wagons operated on the Remsbahn on the RE lines. Since Go-Ahead took over operations on June 9, 2019, multiple units of the Stadler Flirt type have been in use.
connections
The regional traffic on the Remsbahn, which has the line designation R2 in the VVS , has the following connections in the integral cycle timetable of Baden-Württemberg :
- at Stuttgart main station with regional express lines to Heilbronn ( Frankenbahn , R4), Pforzheim / Karlsruhe (Residenzbahn, see Westbahn / Karlsruhe – Mühlacker , R5) and Horb ( Gäubahn , R7)
- at Bad Cannstatt train station to Ulm ( Filstalbahn , R1) and Tübingen (Neckar-Alb-Bahn, R8)
- at Waiblingen train station to Schwäbisch Hall-Hessental or Crailsheim ( Waiblingen – Schwäbisch Hall-Hessental railway , R3)
- at Schorndorf station to Oberndorf ( Wieslauftalbahn , R21)
- At the main station in Aalen with the regional traffic direction Ulm and direction Crailsheim
Rates
The VVS tariff applies between Stuttgart and Lorch, and the OstalbMobil network tariff introduced in December 2007 between Waldhausen and Aalen .
present
With the takeover of operations by Go-Ahead in June 2019, the previous hourly cycle was extended to half-hourly every weekday. The trains run as the Metropolexpress . The additional costs for the extension of the hourly service originally planned only to Schwäbisch Gmünd are shared between the state and the municipalities in a ratio of two to one.
The Baden-Württemberg Ministry of Transport has awarded the concession for the railway line to Go-Ahead Verkehrsgesellschaft Deutschland , a subsidiary of the British railway operator Go-Ahead , from 2019 . The complaint against the exclusion from the award due to a formal error by DB Regio was rejected by the award chamber. DB Regio then filed a lawsuit with the Karlsruhe Higher Regional Court . This lawsuit was finally dismissed in a judgment of April 29, 2016.
The Stadler Flirt series of multiple units is in use on the route ; these are barrier-free, fully air-conditioned and equipped with free WiFi . A depot with a workshop was built in Essingen near Aalen.
Comparison of the former and current operator
In a small inquiry to the state government of Baden-Württemberg, CDU members of the state parliament Claus Paal and Siegfried Lorek in October and Jochen Haußmann ( FDP ) in November asked three comparative questions about the former operator Deutsche Bahn and the current operator Go-Ahead.
Punctuality comparison
As time all trains are with a delay of less than 6 minutes.
DB had an average punctuality (comparison period January 1, 2019 to June 8, 2019) of around 93 percent. In the best week this punctuality was 98.6 percent, in the worst it was 87.8 percent.
Under the operator Go-Ahead (comparison period June 9, 2019 to December 1, 2019) around 75 percent of the trains were on time. In the best week this punctuality was 81.8 percent, in the worst 68.5 percent.
Comparison of train cancellations
While DB operated the route, a total of 161 trains were canceled in the same period from January 1, 2019 to June 8, 2019. Most in March (48 failures), least in February (13 failures).
At Go-Ahead, a total of 389 trains were canceled between June 9, 2019 and October 31, 2019. Most in September (100 failures), least in August (45 failures).
capacities
Fixed train sets drove on the DB from morning to evening, i.e. locomotives with always the same number of cars . The capacity was mostly 450, rarely 575 seats.
There is a modular multiple unit concept under Go-Ahead . A single vehicle from Flirt with three segments ( three-parter ) has 164 seats. The maximum number of linked vehicles - two five-car and one three-car - come to 708 seats. The state Department of Transportation has in counts determined the alleged need for each connection and "adjusted precisely to demand" capacity: 708 seats for the most used commuter trains and 164 traffic for weak trips.
No values could be determined for the actual utilization.
Long-distance transport
Intercity trains on route 61 Karlsruhe - Nuremberg stop in Schwäbisch Gmünd and Aalen every two hours . A pair of trains , extended to and from Leipzig , also stops in Schorndorf on the edge of the day. Association tickets are not valid on IC trains; only the long-distance tariff of DB AG is used here. In Aalen there is a connection to the Brenzbahn to Ulm.
Since the end of 2018, double-decker intercity buses have been used successively in long-distance traffic .
In autumn 2015, Ulrich Lange , a member of the Bundestag, suggested running an intercity line from Stuttgart to Ingolstadt over the route. This should improve the east-west connections for the Ostalbkreis, the Donau-Ries and Ingolstadt; The Intercity 2 described above is to be used as the vehicle material. Lange held discussions about this with Deutsche Bahn and, according to him, met with a positive response. The Donau-Ries district has decided to commission a study on the profitability of the line.
Freight transport
Many of the freight trains on the Remsbahn have the port of Stuttgart as their start or destination. Freight trains using the Remsbahn from the Kornwestheim marshalling yard , the second largest in Baden-Württemberg, change direction in Stuttgart-Untertürkheim and use the connecting track from Untertürkheim in the direction of Fellbach. A transshipment station owned by the metal recycling company Scholz is operated in Essingen . In 2005, the Fellbach, Essingen and Aalen train stations were used by freight trains several times a day, and Waiblingen and Schorndorf once a day.
literature
- Michael Lang, Lothar Thalheimer, Karlheinz Nitschke, Karl Fischer, Schwäbisch Gmünd City Archives : Full steam ahead in the Remstal: Steam locomotives on the Remsbahn 50 years ago. Pictures from the Werner Collection. Einhorn-Verlag, Schwäbisch Gmünd 2011, ISBN 978-3-936373-63-9 .
- Kurt Seidel: The Remsbahn. Railways in East Württemberg . Theiss, Stuttgart 1987, ISBN 3-8062-0483-7 .
- Andreas M. Räntzsch: The Remsbahn. 150 years of the Bad Cannstatt - Aalen / Wasseralfingen railway line . Druckwerk Verlag Räntzsch, Göppingen 2011, ISBN 978-3-942749-01-5 .
Web links
- Remsbahn on EisenbahnWiki: Track plans and further information
- Route, operating points and permissible speeds on the OpenRailwayMap
- Excerpt from the course book from 1944: p. 1 , p. 2
Individual evidence
- ↑ a b Eckard Scheiderer: Aalen-West train stop should be ready in 2019 . In: Schwäbische Zeitung . February 25, 2016 ( schwaebische.de ).
- ↑ a b c d New Aalen-West train stop on the right track. In: mv.baden-wuerttemberg.de. Ministry of Transport Baden-Württemberg, November 17, 2016, accessed on December 30, 2016 (German).
- ↑ DB Netze - Infrastructure Register
- ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
- ^ Map of the Federal Railway Directorate Stuttgart 1983
- ↑ Information and pictures about the tunnels on route 4710 at eisenbahn-tunnelportale.de by Lothar Brill.
- ^ Calculation by building officer Morlok, according to Seidel, p. 39.
- ↑ Newspaper of the Association of German Railway Administrations from July 30, 1861, p. 130 ( online ).
- ^ A b c d Wilhelm Schaeffer: The Remsbahn yesterday, today, tomorrow . In: einhorn, Illustrated magazine for cultivating the idea of home in the city and district of Schwäbisch Gmünd . No. 47 . Schwäbisch Gmünd June 1961, p. 156 ff . (8th year).
- ↑ Seidel, p. 54.
- ↑ Walther Zeitler, Helge Hufschläger: The railway in Swabia . Motorbuch Verlag, Stuttgart 1980, ISBN 3-87943-761-0 .
- ↑ Seidel, p. 89.
- ↑ Württemberg Railways. In: Viktor von Röll (ed.): Encyclopedia of the Railway System . 2nd Edition. Volume 10: Transitional bridges - intermediate station . Urban & Schwarzenberg, Berlin / Vienna 1923, p. 436 .
- ↑ Seidel, p. 134.
- ↑ Seidel, p. 137 ff.
- ^ Jürgen Wedler: The Stuttgart S-Bahn 1981 - expanded to six lines . In: The Federal Railroad . tape 57 , 1981, ISSN 0007-5876 , pp. 681-688 .
- ↑ City of Lorch (ed.): Lorch im Remstal. Home book of the city of Lorch, Volume 2 , Lorch 1990, p. 201 f.
- ↑ Verband Region Stuttgart (ed.): Over 50 million euros for 15-minute intervals on the S-Bahn . Press release from January 15, 2014.
- ↑ Jürgen Wedler, Manfred Thömmes, Olaf Schott: The balance sheet. 25 years of planning and building the Stuttgart S-Bahn . Ed .: Deutsche Bundesbahn, Bundesbahndirektion Stuttgart. Kohlhammer, Stuttgart 1993, ISBN 3-925565-03-5 , pp. 352 .
- ↑ Fifth track against delays. Consultation process initiated by the RP for the expansion of the Waiblingen-Fellbach railway line. In: Waiblinger Kreiszeitung. Zeitungsverlag Waiblingen, January 21, 1998, archived from the original on October 8, 2007 ; Retrieved October 12, 2013 .
- ↑ 620 million for local public transport. Press release from the state of Baden-Württemberg. January 9, 2001, archived from the original on May 20, 2004 ; Retrieved March 2, 2008 .
- ↑ https://eisenbahn-tunnelportale.de/lb/inhalt/tunnelportale/4710.html#bildwasen renovation at the east portal
- ↑ a b Landratsamt Rems-Murr-Kreis (Ed.): The Remsbahn. Festschrift for the 150th anniversary of the Remsbahn . Waiblingen 2011, p. 33 .
- ↑ Then rather short and sweet , Gmünder Tagespost from May 10, 2008.
- ↑ Remsbahn: S-Bahn connections. In: Waiblinger Kreiszeitung. Newspaper publisher Waiblingen, August 29, 2013, accessed on October 12, 2013 .
- ↑ Deutsche Bahn press release on the construction work between Waiblingen and Grunbach in 2019 .
- ↑ Alexander Ikrat: Rems platforms will probably remain low . In: Stuttgarter Nachrichten . No. 105 , May 8, 2015, p. 21 .
- ↑ Final: Go-Ahead travels on the Remsbahn. In: Schwäbische.de. Retrieved June 19, 2016 .
- ↑ Go-Ahead will take over newspaper publisher Waiblingen on Sunday , June 8, 2019.
- ^ ABS Stuttgart - Backnang / Schwäbisch Gmünd - Aalen - Nuremberg , project information system for the Federal Transport Infrastructure Plan 2030, accessed April 18, 2017.
- ↑ Martin Winterling: Tilting technology trains on the Remsbahn? In: zvw.de. April 15, 2017. Retrieved April 18, 2017 .
- ↑ State and regions agree: Murrbahn and Remsbahn must be expanded. Ministry of Transport Baden-Württemberg, December 19, 2018, accessed on December 22, 2018 .
- ^ Jens Bergmann: Digital node Stuttgart. (PDF) Declaration by DB Netz AG on content and objectives. DB Netz, April 21, 2020, pp. 3, 5 , accessed on April 24, 2020 .
- ↑ Bernutz: explanatory report. (PDF) Project: New ESTW Goldshöfe, route 4710 - Stuttgart – Bad Cannstatt - Nördlingen, route 4940 - Goldshöfe - Crailsheim. In: rp.baden-wuerttemberg.de. DB Netz, October 14, 2016, p. 7 , accessed on May 2, 2020 (file 171212_EB_GP_ESTWGoldshöfeLph4_ОNDOkt17.pdf in the linked ZIP file).
- ^ Stefan Tritschler, Moritz Biechele: Update of the VRS traffic model. (PDF) Transport Science Institute Stuttgart, January 20, 2020, p. 9 f. , accessed on January 16, 2020 .
- ↑ Several months of emergency on the Remsbahn , Stuttgarter Zeitung of March 19, 2008.
- ↑ Dobeschinsky, Tritschler, von Molo: Improvement of the rail traffic in East Württemberg . Part B - Reconditioning of rail lines. Transport Science Institute Stuttgart, July 2009 ( ostwuerttemberg.org [PDF; accessed on January 22, 2010]). Improvement of rail traffic in East Wuerttemberg ( Memento of the original from 23 August 2011 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.
- ^ Deutsche Bahn (ed.): At the weekend more modern vehicles on the Remsbahn . Press release 368/2010 from August 18, 2010.
- ↑ Ministry of Transport and Infrastructure Baden-Württemberg: From February 1, double-decker cars on the Remsbahn on the move , January 29, 2016, accessed on February 26, 2016.
- ↑ Ministry of Transport and Infrastructure Baden-Württemberg: State ensures better local transport services on the Remsbahn , February 19, 2016, accessed on February 26, 2016.
- ↑ It stays that way. The British will travel on the Remsbahn in future , on: schwaebische.de from February 18, 2016, accessed on March 2, 2016.
- ↑ Metropolitan express trains run every half hour to Aalen , on: remszeitung.de from February 19, 2016, accessed on March 2, 2016.
- ^ Remsbahn Aalen-Stuttgart. Bahn wants to slow down the British , on: swr.de on March 2, 2016, accessed on March 2, 2016.
- ↑ Bahn is subject to Land , in Stuttgarter Nachrichten on April 29, 2016, accessed on May 11, 2016.
- ↑ a b newspaper publisher Waiblingen Germany: Rems-Murr-Kreis: Go-Ahead: The true extent of the disaster - newspaper publisher Waiblingen. Retrieved March 1, 2020 .
- ↑ Timetable 2019: Baden-Württemberg benefits from new offers in long-distance transport. Deutsche Bahn AG , October 4, 2018, accessed on June 21, 2019 .
- ↑ IC stops for Nördlingen and Donauwörth? , Augsburger Allgemeine , article from October 12, 2015.
- ↑ Donau-Ries-Kreis commissions IC study , Gmünder Tagespost , article from January 21, 2015.
- ↑ Get off again in Essingen , Gmünder Tagespost , article from August 25, 2014.
- ^ Freight train course book ( Memento from April 11, 2016 in the Internet Archive )
