Ulm – Friedrichshafen railway line

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Ulm Hbf – Friedrichshafen city
Section of the Ulm – Friedrichshafen railway line
Route number (DB) : 4500
Course book section (DB) : 751; 306 (1963)
Route length: 103.570 km
Gauge : 1435 mm ( standard gauge )
Route class : D4
Electricity system : 15 kV 16.7 Hz  ~
Top speed: 160 km / h
Dual track : continuous
Legend
Route - straight ahead
 from Stuttgart
   
 of eels
   
 from Wendlingen (high-speed line under construction)
   
 from Sigmaringen
Station, station
 93.992 Ulm central station 478  m
   
 to Augsburg
Blockstelle, Awanst, Anst etc.
 98.228 Ulm-Danube Valley Public Works ( Awanst )
   
 98.800 Wölper ( Anst )
Stop, stop
 99.459 Ulm-Donautal Hp (since 1903) 475  m
Blockstelle, Awanst, Anst etc.
 100.000 Ulm Oscorna (Awanst)
Station without passenger traffic
 101.817 Sing in
Station, station
 105.161 Erbach (Württ) 480  m
Blockstelle, Awanst, Anst etc.
 107.700 Dellmensingen (Awanst)
Blockstelle, Awanst, Anst etc.
 111.700 Cracks (Awanst)
Station, station
 116.394 Laupheim West 501  m
   
 to Schwendi
   
 from Laupheim curve east
Blockstelle, Awanst, Anst etc.
 Laupheim curve south
Stop, stop
 121.114 Schemmerberg 512  m
   
 124.200 Length clamps
   
 from Ochsenhausen
Stop, stop
 128.044 Warthausen Hp 526  m
Blockstelle, Awanst, Anst etc.
 128.800 Warthausen (Awanst)
Station, station
 131.299 Biberach (crack) 532  m
   
 to Uttenweiler (unfinished)
Station, station
 133.109 Biberach (Riss) south 535  m
Station without passenger traffic
 135.626 Ummendorf 540  m
   
 138.700 Schweinhausen 544  m
   
 140.700 Hochdorf (Riss) 549  m
   
 143.800 Essendorf 557  m
   
 147.400 Wattenweiler 578  m
   
 from Riedlingen
Station, station
 151.313 Bad Schussenried 558  m
   
 from Isny
Station, station
 156.390 Aulendorf 547  m
   
 to Herbertingen
   
 163.400 Durlesbach 496  m
Station, station
 168.071 Mochencheeks 458  m
Blockstelle, Awanst, Anst etc.
 172.270 Bend down Awanst 444  m
   
 to Weingarten
Stop, stop
 172.943 Bending down 444  m
Stop, stop
 174.525 Weingarten / Berg 438  m
   
 from Baienfurt
Station, station
 178.222 Ravensburg 431  m
Stop, stop
 180.438 Weißenau 425  m
Stop, stop
 182.638 Oberzell 422  m
Stop, stop
 188,959 Meckenbeuren 416  m
   
 to Tettnang
Stop, stop
 190.984 Throats 409  m
   
 192.300 Tannery house
Stop, stop
 193.155 Friedrichshafen Airport 414  m
Blockstelle, Awanst, Anst etc.
 193.700 Dornier (Anst) 412  m
   
 194.200 Seewald (Abzw) 410  m
   
 to Rotenmoos
Stop, stop
 195,350 Lion Valley 405  m
   
 from Oberteuringen
   
 196.288 from Lindau-Aeschach Abzw
   
 196.700 Friedrichshafen Gbf 404  m
   
 from Friedrichshafen harbor
Station, station
 197,562 Friedrichshafen city 404  m
Route - straight ahead
 to Stahringen
Sources:

The Ulm – Friedrichshafen railway , also known as the Württemberg Southern Railway , is a double-track main line in Baden-Württemberg . It leads from Ulm via Biberach an der Riss , Aulendorf and Ravensburg to Friedrichshafen .

It was built between 1846 and 1850 and expanded to two tracks from 1905 to 1913. During this period, numerous station buildings were also rebuilt . The Südbahn continues the kilometering of the Filstalbahn , so the old Stuttgart central station is zero kilometers .

The route is part of the overall network of the Trans-European Transport Network .

The line was expanded and electrified between March 2018 and December 2021 for a speed of up to 160 km / h - instead of the previous 140 km / h - which required several closures with replacement rail traffic .

story

Until 1945

Course of the southern railway in Württemberg in 1854

Under the technical direction of the Oberbaurat von Gaab , its advisors Autenrieth and Bühler examined an economic connection between Ulm and Friedrichshafen from 1836. As an alternative, a canal connection using Riss and Schussen was considered, which compared to a double-track railway connection promised slightly higher construction costs but considerably easier operations. With the law on the construction of railways of April 18, 1843, the Württemberg state finally decided to build several railway lines, which were supposed to complement each other as north , west , east and south railways to form a network that was supposed to cover the most urgent transport needs of the kingdom .

The southern line was part of a continuous rail link from the navigable Neckar in Heilbronn via Stuttgart and Ulm to Friedrichshafen on Lake Constance . Among various route alternatives , the straight connection from Ulm to Friedrichshafen won.

The Ravensburg – Friedrichshafen section was opened as the first isolated section of the route on November 8, 1847 . On May 26, 1849, the Biberach an der Riss – Ravensburg section followed, and on June 1, 1850, the remaining section from Ulm. Initially wrong with an on carts zoom geschafften locomotive and nine cars freight trains with passenger transport as a stand-alone operation , therefore Friedrichshafen from the beginning had its own workshop, there's no connection to Eßlinger workshop of the web was composed.

With the closing of the gap between Stuttgart and Ulm via the Geislinger Steige on June 29, 1850, the Royal Württemberg State Railways won the race to Lake Constance: The Royal Bavarian State Railways reached the lake three years later, the Grand Ducal Baden State Railways only thirteen years later .

From 1905 to 1913, the two-track expansion of the Ulm – Friedrichshafen line took place for economic reasons.

1945 to 2000

After the Second World War, several train stations that were located far away from the towns were shut down over the years. With the exception of the Herbertingen – Isny ​​railway line, all passenger lines branching off from the southern railway were also closed.

In addition to regional traffic, long-running express trains also ran over the route, around five pairs of trains in the summer of 1963, including Dortmund – Innsbruck and Kiel – Lindau.

From the 1990s onwards, Interregios on the Saarbrücken – Lindau route ran, from 1999 onwards, except for one pair of trains , and only between Stuttgart and Karlsruhe. From July 1, 1993, the NE81 diesel multiple units operated by the Bodensee-Oberschwaben-Bahn GmbH (BOB) , also known as the “Geißbockbahn”, founded on October 15, 1991 , ran between Friedrichshafen and Ravensburg, which was extended to Aulendorf in 1997.

As early as 1994 the BOB had to procure additional wagons due to the high demand. B. from the Hohenzollerische Landesbahn (HzL) . When the "Geißbockbahn" was put into operation, some stations that had already been shut down were reactivated. In order to cope with the meanwhile increased volume of traffic, Stadler Regio-Shuttle RS1 railcars have also been running on the southern runway since autumn 1998 .

On the northern section of the southern runway, DB RAB took over the local transport services. In 1999 the Laupheim West – Laupheim Stadt branch line , the last remaining section of the Laupheim West – Schwendi railway , was reactivated and the journeys to Langenau on the Ulm – Aalen railway were linked.

Since 2001

In 2001, the interregional trains running on the route were shortened to one pair of trains on the Karlsruhe – Ulm route. With the abolition of this type of train at the end of 2002, the remaining interregional train pair was replaced by an Intercity Münster (Westf) / Dortmund-Lindau-Innsbruck.

As a replacement for the Interregios, the Interregio-Express (IRE) train type was introduced on December 15, 2002 .

In July 2008, decided the district Biberach as well, and the German Bahn AG at the station Laupheim West an approximately 400-meter-long connecting curve of the Southern Railway (page Biberach) to the existing route from Laupheim West after Laupheim city to build. This enables direct connections for regional trains from Biberach via Laupheim Stadt to Ulm. The construction work for this began in June 2009 and was completed in June 2011. In the course of this expansion, the entire signaling system in the Laupheim West train station was modernized.

There is a draft of the regional association Donau-Iller for the integration of the section Ulm - Aulendorf into the regional S-Bahn Donau-Iller .

In addition, as part of the planning for the regional S-Bahn, the construction of a new connection to the Ulm – Sigmaringen railway line between Erbach and Ehingen was examined, but rejected again.

To compensate for the timetable effects of the Merklingen - Schwäbische Alb station, measures worth three million euros are planned on the southern runway. The additional stop increases the travel time of the regional trains between Stuttgart, Ulm and Friedrichshafen by two minutes.

operation

Aulendorf station in 2011 with trains from three different companies

Until December 2021, diesel multiple units of the 612 series operated as Interregio-Express every two hours to Basel ( IRE 3 ) and push-pull trains with locomotives of the 218 or 245 series and double-decker cars as Regional-Express (also classified as Interregio-Express until 2017) every hour from Stuttgart from to Lindau as RE 5 . This does not apply to a route that is occupied by the IC train pair. Hourly regional trains on the RB 51a line between Ulm and Biberach (Riß) Süd and the RB 91 line between Aulendorf and Friedrichshafen were operated with class 650 railcars belonging to the DB RAB, BOB and HzL. The only intercity couple was hauled by a class 218 double unit .

The regional trains on the track underlying Large transport agreement between land and DB Regio ended 2016. The successor treaty at the end December 2014 tendered and awarded in March 2016 again DB Regio. Although the contract, which runs until 2023, came into force in December 2016, it was only signed on January 16, 2017. The part for so-called network 2 , the Stuttgart – Ulm – Friedrichshafen – Lindau line, comprises 2.6 million train kilometers per year, of which around 94,000 train kilometers per year are in Bavaria. From now on, the Interregio-Express line Stuttgart – Ulm – Friedrichshafen ran every hour with renovated double-decker coaches with air conditioning, new seats, sockets and WiFi. In winter 2017/2018 there was criticism of DB Regio because of overcrowded trains and delays.

Transport associations

From Ulm to Aulendorf the route runs within the Donau-Iller local transport network (DING), from Bad Schussenried to Friedrichshafen in the Bodensee-Oberschwaben transport network (bodo).

Route

The southern runway leaves Ulm Central Station in a right-hand curve southwards and initially runs directly on the north bank of the Danube . While the river then turns south, the route sticks to the western base of the Danube valley. At Erbach the full width of the latter is crossed in a straight line southwards and the Danube is bridged. In the valley floor of the Riss , it then continues in a straight line southwards, Biberach is touched and at Winterstettenstadt changes through the terminal moraine topography there westwards into the Schussental . At the level of the former Wattenweiler stop, the railway line overcomes the watershed between the Danube and the Rhine .

From Bad Schussenried the Südbahn turns again to the eponymous cardinal direction and after Aulendorf enters the Schussentobel as far as Wolpertswende . To the south of it via Ravensburg it goes again in a very straight line in the wide valley floor to Oberzell . Before Meckenbeuren you follow a narrowing of the valley, from Meckenbeuren you continue in a straight line to about Lochbrücke , where the southern line bends southwest on its last kilometers from the Schussental to Lake Constance and reaches the Friedrichshafen Stadt train station .

Expansion and electrification

The Württembergische Südbahn was one of the last non- electrified double-track main railways in southern Germany until 2021 .

According to the standardized assessment , an overall economic benefit-cost ratio of between 1.8 and 2.4, depending on the variant, was determined through reduced travel times and reduced air pollution. The costs were estimated at well over 100 million euros early on. In the Federal Transport Infrastructure Plan 2030 , a benefit-cost ratio of 2.7 was specified for this measure. It is included in the urgent need.

On June 30, 2009, the state of Baden-Württemberg and Deutsche Bahn signed a planning agreement. The result should be available by the end of 2012. According to a fundamental decision of 2008, the costs of the preliminary planning in the amount of 1.24 million euros were pre-financed by the Südbahn interest group , in which 24 cities and municipalities have come together along the route. In December 2010, Deutsche Bahn commissioned the project's environmental planning, which was to be carried out between the end of 2010 and the end of 2013.

On August 18, 2011, the planning approval documents for the first of five sections were submitted to the Federal Railway Authority . The documents for all five sections should be submitted by spring 2012. The start of construction was expected in autumn 2011 from 2013. In sections, the line speed is to be increased to 160 km / h. The estimated construction costs for the electrification of a total of 253 kilometers of track amounted to around 140 million euros in September 2011. The state of Baden-Württemberg financed the design and approval planning costs in the amount of eight million euros. In addition, the state of Baden-Württemberg wants to assume half of the construction costs. Commissioning was scheduled for 2015.

In spring 2012, the cost was estimated at 140 million euros. As a precaution, 180 million euros were accepted. The federal and state governments agreed to share the financing of the estimated costs of 180 million euros. The state of Baden-Württemberg put its financing share of 90 million euros in the 2013/14 double budget. In autumn 2012 the cost estimate was raised from 180 to 226 million euros. The increase was justified with boggy subsoil, the upgrading of cable routes and additional retaining walls. The rise in construction costs was accompanied by an increase in planning costs of 8.28 million euros, which became known in March 2013. The estimated costs of the entire project now amounted to 234.3 million euros. The plan was to complete the electrification at the end of 2017.

At the end of May 2013, the documents for the planning approval procedure were submitted for the last two of the five sections. In mid-2014, Deutsche Bahn expected that all permits for all sections would be in place by the end of March 2015.

At the beginning of June 2013, the Prime Minister of Baden-Württemberg, Winfried Kretschmann, and the Chairman of the Board of Management of Deutsche Bahn, Rüdiger Grube, agreed to found a working group for the electrification of the line. Another delay was discovered in the same month. According to the Federal Ministry of Transport, the financing agreement could now be signed in 2014 at the earliest. Additional investigations of the subsurface were given as the reason.

According to the German government in December 2013, the project should be completed in 2018. Negotiations for the conclusion of a financing agreement were ongoing between the federal and state governments at the beginning of 2014. The state pushed for a signature in 2014. At the beginning of February 2014, the Baden-Württemberg Ministry of Transport assumed internal costs of 206 million euros. The disclosure of the planning documents in the two remaining sections was planned for April and May 2014 (status: February 2014). In mid-2014, the Federal Ministry of Transport announced that the “budgetary requirements for the start of construction on the southern runway are currently not in place”. Incidentally, the project will be reassessed in the course of the Federal Transport Infrastructure Plan 2030 .

At the end of 2014, Deutsche Bahn anticipated the planning approval decision in spring 2015, the financing contract in late summer 2015 and the start of construction in 2016 (as of December 2014). Three years of construction were planned. In November 2014, the state and federal government agreed to finalize the financing of the project in Berlin in spring 2015. In April 2015, the state of Baden-Württemberg confirmed that it wanted to start preparatory work in 2015 if possible. The state expected the planning approval decisions within two to three months.

The Federal Ministry of Transport announced in January 2015 that no financing agreement could be concluded in 2015 due to a lack of funds. In April 2015, the government of Baden-Württemberg assumed that the planning approval decisions would be available by mid-2015. The federal government refused to negotiate a financing agreement before it was ready for construction, which would be given once the planning approval decisions were available. The financing is secured in the state budget. In contrast, the funding has not yet been deposited in the federal budget. The economic assessment for the Federal Transport Infrastructure Plan 2030 was about to be completed at the end of September 2015 with a positive result. In November 2015, the state of Baden-Württemberg promised to provide up to 112.5 million euros for electrification. At the beginning of December 2015, the federal government released funds from the 2015 budget for the electrification of the southern runway.

Shortly before Christmas 2015, the financing agreement between the state and railways was signed. The state assumes half of the eligible costs - a maximum of 112.5 million of 225 million euros. The electrification should be completed by the end of 2021. A corresponding contract between the state and the federal government will follow. According to Deutsche Bahn, when construction began in 2018, cost increases to over 300 million euros were foreseeable due to market price developments. The actual total costs could not be foreseen at the end of 2020. At the time of commissioning, in December 2021, the costs were now given as 370 million euros.

All planning approval decisions were available in November 2016. The sections and planning statuses were in detail:

  • In PFA 1 (Stadtkreis Ulm and Alb-Donau-Kreis) the hearing report was handed over to the Federal Railway Authority in March 2014. The application for planning approval was applied for on August 18, 2011. The hearing process began on December 14, 2011, and the plans were publicly displayed in January and February 2012. The planning approval decision was issued on May 27, 2015.
  • In PFA 2 (Biberach district), the planning documents were publicly available in October / November 2012. In 2013, Deutsche Bahn submitted a new noise assessment that was to be discussed at a separate discussion date on April 29, 2014. The hearing report was handed over to the Federal Railway Authority in August 2014. The planning approval decision was issued on October 15, 2015
  • The planning documents were available in PFA 3 (Ravensburg district) from February 24, 2014. The hearing report of the Tübingen regional council was sent to the Federal Railway Office on December 30, 2014. The planning approval decision was issued on October 15, 2015
  • The PFA 4 (Bodenseekreis) begins in the north on the Ravensburg / Bodenseekreis border and runs through the Friedrichshafen train station to the crossing of Schlossstrasse in Friedrichshafen. The consultation process was completed in December 2014. The hearing report was sent to the Federal Railway Authority on December 9, 2014. The planning approval decision was issued on October 29, 2015
Construction board in Ulm

The groundbreaking for electrification took place on March 23, 2018 near Niederbiegen, where a substation was built. The following closures were necessary for the construction of the foundations of the catenary masts :

Beginning end section
10th September 2018 December 8, 2018 Ulm– Laupheim West
March 11, 2019 15th July 2019 Biberach– Aulendorf
16th September 2019 3rd November 2019 Ulm – Laupheim West
4th November 2019 December 14, 2019 Biberach-Aulendorf
March 2nd, 2020 July 12, 2020 Aulendorf – Ravensburg
September 24, 2020 17th December 2020 Ravensburg – Friedrichshafen
March 7, 2021 April 1, 2021 Aulendorf – Ravensburg
April 6, 2021 April 30, 2021 Ravensburg – Friedrichshafen

operation

Since December 2021, the route has been passable in sections at 160 km / h instead of 140 km / h. The travel time between Ulm and Friedrichshafen was reduced from 72 minutes in 2017 to 64 minutes.

Regional express trains run approximately every half hour between Ulm and Friedrichshafen. The Basel - Ulm line, which is served by diesel tilting multiple units, has ended in Friedrichshafen since electrification. With the electrification, the regional transport offer (in train kilometers) was expanded by around 30 percent. With a few exceptions, only electric trains have been running on the route since then. Diesel vehicles now only run as part of transfer trips to the workshop in Ulm.

The continuous Regional Express line from Stuttgart via Ulm and Friedrichshafen ends in Lindau-Reutin , where there are connections to Vorarlberg and the EuroCity Express (ECE) to Munich. A pair of Railjet and Intercity trains each run via Vorarlberg to Tyrol. According to the traffic forecast, freight traffic on the route is expected to more than double between 2016 and 2030.

Cultural history of the railway line

The section between Erbach and Biberach runs dead straight, past towns. The Kingdom of Württemberg, which had no coal deposits, wanted its trains to take the shortest possible route to Lake Constance; In the short term, there was even the threat of bypassing Biberach.

At the Durlesbach train station

In the song Auf de Schwäbsche Eisebahne , the stations of the route are mentioned ("Stuttgart, Ulm and Biberach, Meckenbeuren, Durlesbach"). On the route Durlesbach comes before Meckenbeuren; the different order in the lyrics is due to the rhyme, but corresponds to the meaning of these stations in decreasing order.

Since the Durlesbach train station is located away from the settlements in the Schussental , it was named after the stream that flows out there. This station originally served to connect the seven kilometers northeast of Bad Waldsee , but lost this function with the opening of the first section of the Herbertingen – Isny ​​line on July 25, 1869. In the same year, the tracks at Durlesbach station were expanded to include it instead to be used for timber loading (also for export to Switzerland). After the revival (1870) of the Reute monastery two kilometers to the east, the station gained new relevance for the numerous visitors. Since the advent of the automobile, however, Durlesbach has steadily lost its importance until the station, which was ultimately only a stop with " Stop on request for hiking groups", was finally closed in 1984.

Today the reception building houses an art gallery with a café as the “ Kultur-Bahnhof Durlesbach”. A monument train with billy billy goat, farmer, female and conductor ( René Auer , 1991) commemorates the well-known song with the sad end of the billy billy goat, which was tied to the end of the train by its owner - as he was used to from his travels with the stagecoach.

From June 22, 2013 to January 19, 2014, a special exhibition on the history of the Southern Railway took place in the Biberach Museum.

In 2020, it was decided at the International Lake Constance Conference to implement the Lake Constance S-Bahn . A new study “Bodanrail 2040” is to be published after the old concept “Bodan-Rail 2020” was no longer pursued from 2010 onwards. The Ulm – Friedrichshafen railway would be part of this project.

gallery

  • Former reception building in Warthausen , button museum until 2018

  • Trains in Ravensburg station

  • Meckenbeuren station

  • Turntable at Biberach (Riß) train station around 1904 (in front of the post office)

literature

  • Uwe Schmidt: The southern runway. Railway and industrialization in Ulm and Upper Swabia . Süddeutsche Verlags-Gesellschaft, Ulm 2004, ISBN 3-88294-342-4 .
  • Otto Supper: The Development of the Railway System in the Kingdom of Württemberg . Reprint of the edition from 1895. Kohlhammer, Stuttgart 1981, ISBN 3-17-005976-9 .
  • Thomas Scherer: The Aulendorf railway junction: the traffic history of the train station and the Aulendorf depot . 1st edition. Spurkranz-Verlag, Ulm 1982, ISBN 3-88255-791-5 (Railways in Württemberg; Volume 2).

Web links

Commons : Ulm – Friedrichshafen railway line  - collection of images and videos

Individual evidence

  1. ↑ DB Netze - Infrastructure Register
  2. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
  3. ↑ Regulation (EU) No. 1315/2013 on Union guidelines for the development of a trans-European transport network and repealing Decision No. 661/2010 / EU (PDF; 119 MB), p. 49
  4. ↑ Hans Wolfgang Scharf, Burkhard Wollny: Die Eisenbahn am Bodensee , EK Freiburg, 1993 ISBN 3-88255-758-3 p. 86
  5. ↑ Announcement New concept for the southern runway . In: Eisenbahn-Revue International , issue 2/2003, ISSN  1421-2811 , p. 52.
  6. ↑ a b DB Mobility Logistics AG: Ceremonial opening of the new railway line Laupheim Stadt– (south curve) –Biberach (Riss) on June 11, 2011 . Press release from June 2011.
  7. ↑ Bahn-Report , 5/2008, p. 76.
  8. ↑ Start of construction of the southern curve in Laupheim heralded with the groundbreaking ceremony .
  9. ↑ SMA / Intraplan: Regio-S-Bahn Donau-Iller results of the main study (PDF; 2.4 MB), November 27, 2012, accessed on November 19, 2013
  10. ^ Merklingen station makes economic sense. In: vm.baden-wuerttemberg.de. Ministry of Transport, July 27, 2016, accessed July 30, 2016 .
  11. ↑ Press release of the Ministry of Transport of March 4, 2016, accessed on June 16, 2017
  12. ↑ State is putting out tenders for further train routes . In: Stuttgarter Nachrichten . No. 1 , January 2, 2015, p. 17 .
  13. ^ Ministry of Transport Baden-Württemberg (ed.): Stuttgart - Lindau railway line: DB Regio is awarded the contract . ( Online [accessed February 25, 2018]).
  14. ^ Ministry of Transport Baden-Württemberg (ed.): Transport contracts for the Stuttgart-Ulm-Bodensee and Danube-Ostalb network under one roof . ( Online [accessed February 25, 2018]).
  15. ↑ Bahn is supposed to compensate customers in southern Wuerttemberg . In: Swabian . ( Online [accessed February 25, 2018]).
  16. ↑ Page no longer available , search in web archives: article by Südkurier@1@ 2Template: Toter Link / www.suedkurier.de
  17. ↑ BMVI - Publications Federal Transport Infrastructure Plan 2030 - Master Plan. (PDF) In: www.bmvi.de. Retrieved November 5, 2016 .
  18. ↑ Federal Law Gazette . (PDF) Retrieved December 3, 2017 .
  19. ↑ German Bundestag (ed.): Answer of the Federal Government to the minor question from the MPs Agnes Malczak, Dr. Anton Hofreiter, Bettina Herlitzius, other MPs and the Alliance 90 / THE GREENS parliamentary group - printed matter 17/7096 - (PDF; 83 kB). Printed matter 17/7115 of October 11, 2011.
  20. ↑ a b c Deutsche Bahn AG (Ed.): Planning for electrification and expansion of the southern runway on schedule . Press release from September 28, 2011.
  21. ↑ Thomas Steibadler: Only partially free travel . In: Südwest Presse . October 22, 2015, ZDB -ID 1360527-6 , p. 31 ([including title online online]).
  22. ^ Rüdiger Baßler: New obstacles for the southern runway . In: Stuttgarter Zeitung . No. 264 , November 14, 2015, p. 28 ( online ).
  23. ^ D-Karlsruhe: Environmental Impact Assessment under Construction . Document '2011 / S 19-030017 of January 28, 2011 in the electronic gazette of the European Union.
  24. ^ D-Stuttgart: environmental planning . Document 2010 / S 173-264963 of September 7, 2010 in the electronic gazette of the European Union.
  25. ↑ Planning procedure for southern runway will start soon , SWP on July 28, 2011 ( Memento of May 3, 2012 in the Internet Archive )
  26. ↑ a b It is unclear who will pay the additional costs . In: Schwäbische Zeitung . April 9, 2013, p. 1 .
  27. ↑ a b Electrification is getting even more expensive . In: Schwäbische Zeitung . March 16, 2013, p. 2 .
  28. ↑ DB: New plans for Lindau - electric to Munich only in 2020? . In: Swiss Railway Review , Issue 10/2012, ISSN  1022-7113 , p. 502.
  29. ↑ a b Willi Böhmer: Signal on red for the southern runway . In: Südwest Presse . June 21, 2013, ZDB -ID 1360527-6 , p. 21 ([similar version online online]).
  30. ↑ a b Bettina Wieselmann, Thomas Steibadler: Südbahn on the siding . In: Neue Württembergische Zeitung . August 5, 2014, p. 6 ( online ).
  31. ↑ Reiner Ruf: Bahn is investing heavily in the southwest . In: Stuttgarter Zeitung . June 6, 2013, p. 7 ( online ).
  32. ↑ German Bundestag (ed.): Briefing by the federal government, report on the progress of the project in expanding the cross-border rail axis . Printed matter 18/357 of January 22, 2014, p. 2.
  33. ↑ Herbert Beck: The state is waiting for commitments from Berlin on the Südbahn . In: Schwäbische Zeitung , Leutkirch regional edition . February 6, 2014, p. 2 ( online ).
  34. ^ Rudi Kübler, Hans-Uli Mayer: Südbahn comes before S 21 . In: Südwest Presse . December 16, 2014, ZDB -ID 1360527-6 , p. 15 .
  35. ↑ Annette Mohl: Südbahn Ulm – Lindau is picking up speed . In: Stuttgarter Nachrichten . December 31, 2014, p. 7 ([similar version online online]).
  36. ↑ Land puts pressure on the Südbahn . In: Schwäbische Zeitung . April 22, 2015, p. 2 .
  37. ↑ Manne Lucha: "Breakthrough on the Southern Railway" . In: Schwäbische Zeitung . January 26, 2015, p. 22 .
  38. ↑ a b c d Landtag of Baden-Württemberg (ed.): Communication from the state government, report of the state government on a resolution of the state parliament; here: expansion of the southern runway . tape 15 , no. 6724 , April 13, 2015 ( landtag-bw.de [PDF]).
  39. ↑ Kretschmann against Dobrindt . In: Südwest Presse . April 22, 2015, ZDB -ID 1360527-6 , p. 1 .
  40. ↑ Hermann promises 112.5 million for Südbahn . In: Südwest Presse . November 17, 2015, ZDB -ID 1360527-6 , p. 25 .
  41. ↑ Transport Minister signs Südbahn contract . In: Südwest Presse . December 24, 2015, ZDB -ID 1360527-6 , p. 5 ( online ).
  42. ↑ Land and railways conclude a contract . In: Stuttgarter Zeitung . No. 298 , December 24, 2015, p. 25 .
  43. ↑ Südbahn contract signed . In: Badische Zeitung . December 24, 2015, p. 9 ( online ).
  44. ↑ German Bundestag (ed.): Answer of the federal government to the small question of the MPs Matthias Gastel, Cem Özdemir, Dr. Anna Christmann, another member of parliament and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - Printed matter 19/23356 - The Ulm railway junction in Germany . tape 19 , no. 24204 , November 10, 2020, ISSN  0722-8333 , p. 5 . BT-Drs. 19/24204
  45. ↑ Under power: electrification of the southern runway completed on time. In: deutschebahn.com. Deutsche Bahn, December 6, 2021, accessed on December 7, 2021 .
  46. ^ Deutsche Bahn AG, passenger transport division, eCommerce marketing: Building project Ulm - Friedrichshafen - Lindau-Aeschach | BauInfoPortal of Deutsche Bahn. In: bauprojekte.deutschebahn.com. Retrieved November 5, 2016 .
  47. ^ Federal Railway Office, Karlsruhe / Stuttgart branch office (ed.): Plan approval decision according to § 18 AEG for the project "Ulm, electrification of the southern railway Pfa 1 (...)" . Karlsruhe May 27, 2015, p. Cover sheet, 34, 35 ( bund.de [PDF; accessed on July 11, 2015]). eba.bund.de ( Memento from March 4, 2016 in the Internet Archive )
  48. ↑ a b Tübingen regional council (ed.): Electrification of the southern railway, plan approval section 2 in the Biberach district: interpretation of the changed overall noise assessment and announcement of the discussion date
  49. ↑ Federal Railway Office, Karlsruhe / Stuttgart branch (ed.): Plan approval decision in accordance with Section 18 AEG for the Biberach project, electrification of the Südbahn PfA 2 (Ulm-Friedrichshafen-Lindau-Aeschach) (...) . Karlsruhe October 15, 2015, p. Cover sheet, 34, 35 ( online [PDF]). Planning approval according to § 18 AEG for the project Biberach, electrification Südbahn PfA 2 (Ulm-Friedrichshafen-Lindau-Aeschach) (...) ( Memento from November 6, 2016 in the Internet Archive )
  50. ↑ Plan approval decision in accordance with § 18 AEG for the project "Electrification of the Ulm-Friedrichshafen-Lindau-Aeschach (Southern Railway) railway line" in plan approval section 3, Ravensburg district (...). (PDF) (No longer available online.) Federal Railway Office Hanover, October 15, 2015, archived from the original on November 6, 2016 ; Retrieved November 5, 2016 .
  51. ↑ Hearings on the southern runway have been completed . In: Schwäbische Zeitung . December 13, 2014, p. 12 .
  52. ↑ Plan approval decision according to § 18 AEG for the project "Ulm, electrification of the southern railway in plan approval section 4, Lake Constance district (...)". (PDF) (No longer available online.) Federal Railway Office, Hanover branch, October 29, 2015, archived from the original on September 14, 2016 ; Retrieved November 5, 2016 .
  53. ↑ Rail replacement services as part of the electrification of the southern railway. (PDF) State Parliament of Baden-Württemberg, September 18, 2017, accessed on February 24, 2018 .
  54. ^ Deutsche Bahn: Last construction work with closures, rail replacement services, changes in travel times. (PDF) Retrieved February 5, 2021 .
  55. ↑ The timetable for the Südbahn and Bodenseegürtelbahn from December 2021 is fixed. In: vm.baden-wuerttemberg.de. Ministry of Transport Baden-Württemberg , February 19, 2021, accessed on February 21, 2021 .
  56. ^ Southern runway. In: vm.baden-wuerttemberg.de. Ministry of Transport Baden-Württemberg , accessed on February 21, 2021 (FAQ).
  57. ↑ Southern Railway , Transport Ministry BaWue
  58. ↑ German Bundestag (Ed.): Answer of the Federal Government to the small question of the MPs Matthias Gastel, Harald Ebner, Stephan Kühn (Dresden), other MPs and the parliamentary group ALLIANCE 90 / THE GREENS - Printed matter 18/12719 - . tape 18 , no. 13070 , July 6, 2017, ISSN  0722-8333 , p. 3 f . BT-Drs. 18/13070
  59. ↑ Wolf-Dietger Machel: Secondary and narrow-gauge railways in Germany then & now. Loose-leaf collection. Volume 13 Baden-Württemberg: Ravensburg – Weingarten – Baienfurt
  60. ↑ Topographic map 1:50 000, sheet L 8124 Bad Waldsee (Stuttgart, 1967)
  61. ^ Gregor Maier: The Durlesbach train station: The history of a train station ( Memento from September 28, 2007 in the Internet Archive )
  62. ↑ On the Schwäb'sche Eisebahne. City of Bad Waldsee , accessed on March 5, 2020 .
  63. ^ Museum Biberach: Special exhibition
  64. ↑ Bodanrail 2040 (ABH094)