Filstalbahn

Stuttgart Hbf – Ulm Hbf
Filstalbahn in Esslingen am Neckar
Route number (DB) :	4700 (Stuttgart– Neu-Ulm , long-distance tracks) 4701 (Stuttgart – Plochingen, suburban tracks )
Course book section (DB) :	750 (Stuttgart – Ulm) 790.1 (Herrenberg– Kirchheim (Teck) )
Route length:	93.026 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Power system :	15 kV 16.7 Hz  ~
Maximum slope :	22.5  ‰
Top speed:	160 km / h
Dual track :	(continuous)
Legend 0.136 0.139 Stuttgart Central Station 247  m from Filderstadt 0.800 0.000 Stuttgart main station Em Wolframstrasse (Bft) to Bietigheim-Bissingen (suburban tracks) to Horb to Bretten (long-distance tracks) 1,900 1,900 Stuttgart Central Station Gw Rosenstein (Bft) 2.300 Rosenstein tunnel (331 m) Neckar , Rosenstein Bridge (244 m) from Stuttgart Hbf (under construction) from Stuttgart Mittnachtstraße (under construction) 3.419 3.413 Stuttgart-Bad Cannstatt 222  m to Nördlingen Stuttgart-Bad-Cannstatt-Stuttgart-Untertürkheim 5.575 00,000 Stuttgart Neckarpark from Stuttgart-Untertürkheim Gl 526-528 from Kornwestheim 7,092 00,000 Stuttgart-Untertürkheim Hp 6,933 Stuttgart-Untertürkheim Pbf (Bft) 229  m to Stuttgart harbor from Stuttgart Hbf (under construction) 9,338 09,338 Stuttgart-Obertürkheim * 229  m 11.094 11.094 Esslingen-Mettingen * 236  m 13.211 13.211 Esslingen (Neckar) 236  m 15.429 15.429 Oberesslingen * 242  m 17.936 17.932 Esslingen-Zell * 248  m 19.762 19.768 Altbach * 249  m 22.228 22.944 22,197 22,947 Plochingen 253  m to Immendingen from Wernau Junction Schnaitwald 27.2 + 163 Reichenbach (Fils) 263  m 27.2 + 203.1 27.300 + 34.2 31,994 Ebersbach (Fils) 278  m 36.622 Uhingen 295  m 39.075 Faurndau 306  m from Schwäbisch Gmünd 42,082 Goeppingen 315  m according to Boll 46.110 Eislingen (Fils) 336  m 48,587 Salach 351  m 50.406 Cuties 354  m to Weißenstein 53.662 Went (fils) 394  m 54.078 Gingen South (Üst) 56.295 cake 420  m 57.974 Geislingen West 436  m to Eybtal Kehrbahnhof from and to the Eybtal Kehrbahnhof from Eybtal sweeping station from Wiesensteig 61.297 Geislingen (Steige) 469  m Geislinger Steige 67.003 Amstetten (Württ) 581  m to Laichingen to Gerstetten 70.910 Origin 570  m 71.600 Origining Gbf 72.851 Lonsee 562  m 75,951 Westerstetten (PV until 2005) 76.659 Westerstetten Hp (Bft; since 2005) 555  m 81.993 Beimerstetten (with Ulm Ubf ) 591  m 85.500 Jungingen (Württ) (until 1973) 583  m 89.332 Ulm-Orlingen of eels 92,900 Ulm central station Em Nord (Bft) to Sigmaringen von Wendlingen (under construction) from Sigmaringen 93.975 Ulm central station 478  m to Friedrichshafen to Augsburg Swell:

The Filstalbahn - historically also called Württembergische Ostbahn or Filsbahn - is the railway line from Stuttgart via Plochingen and Göppingen to Ulm . It runs from Plochingen to Geislingen an der Steige in Filstal and is listed in the course book of Deutsche Bahn AG under the course book route 750. Between Stuttgart and Plochingen, the Filstalbahn is also part of the Neckar-Alb-Bahn , known as the 760 route book, which also includes the branching Plochingen – Tübingen line .

history

construction

Course of the Eastern Railway in Württemberg in 1854

Express train with class D locomotive in Esslingen

The line, initially known as the “Ostbahn”, was built as part of the first continuous Württemberg railway line from the navigable Neckar in Heilbronn via Stuttgart and Ulm on the navigable Danube to Lake Constance . In addition to the realized Alb ascent via the Geislinger Steige , an Alb crossing over the Rems , Kocher and Brenz valleys (north of the Stuttgart – Ulm axis) was discussed in advance of the construction of the route . One reason for the implementation of the route was the commitment of the city of Ulm, which came to Württemberg from Bavaria in 1810 and wanted to maintain its economic and central position in Württemberg.

See also : "Construction of the main railways" in the article History of the Railway in Württemberg

On October 22, 1845, the 3.5 kilometer long section from Cannstatt to Untertürkheim was opened. The 2.4-kilometer section from Untertürkheim to Obertürkheim followed on November 7, 1845, and finally the section to Esslingen (3.9 kilometers) on November 20 of the same year . On December 14, 1846, the 17.3 kilometer extension to Plochingen followed. Another 27.6 kilometers, from Plochingen to Süßen, went into operation on October 11, 1847. The 10.9 kilometer section to Geislingen followed on July 14, 1849, before the remaining 32.7 kilometers to Ulm could be put into operation on June 29, 1850. On June 28, 1850, the first train rolled over the new, initially single-track route of the Royal Württemberg State Railways . Because of the Geislinger Steige it is also considered the first crossing of a low mountain range in Europe. The gradient is 1: 44.5 or 22 ‰.

On October 12, 1862, after a four-year construction period, the double-track expansion of the line was completed.

Suburban tracks and electrification

With the increasing commuter traffic, the Deutsche Reichsbahn began to gradually expand the line by two so-called suburban tracks. This took place initially on May 26, 1925 between Stuttgart Hbf and Stuttgart-Bad Cannstatt, on October 14, 1931 between Stuttgart-Bad Cannstatt and Esslingen (Neckar) and only on September 27, 1970 by the Deutsche Bundesbahn between Esslingen (Neckar) and Plochingen .

From June 1, 1933, the entire line was electrified. Electric suburban traffic in Stuttgart began as early as May 15, 1933, and at the same time the Deutsche Reichsbahn introduced a fixed 20-minute interval timetable for local traffic in the Stuttgart Hbf – Esslingen (Neckar) section . As a result of electrification, significantly fewer trains on the Geislinger Steige between Geislingen West and Amstetten were dependent on push-pull locomotives. While passenger trains can do without these today, longer freight trains still have to be pushed.

Effects of war

The Eybtal Kehrbahnhof was opened on October 6, 1940 in order to be able to drive ore trains from the mine on the Wiesensteiger line to the Filstalbahn, bypassing the Geislinger station, but was no longer needed from September 1944 and remained in use as a storage facility until December 1947 . Its access tracks were dismantled by November 1948.

The Rosenstein Bridge was destroyed in World War II. Until the provisional reconstruction, all trains ended in Bad Cannstatt station . From the " Rosenstein tunnel " on the other bank of the Neckar, shuttle trains ran to the main station during rush hour .

Further expansions and expansion plans

After the section between Plochingen and Esslingen had reached a load of sometimes more than 400 trains per day around 1960, the four-track expansion in this section began in 1963. Line improvements were also made to allow up to 140 km / h on long-distance tracks and up to 120 km / h on suburban tracks. At the same time, all level crossings were removed. With a load at peak times of up to 430 trains per day in the section between Esslingen and Plochingen, the Filstalbahn was the busiest route in Germany in 1970.

In the mid-1960s, two 29-kilometer-long new line sections on the existing line, between Geislingen and Lonsee and between Beimerstetten and Unterfahlheim , were considered. An 8 kilometer long tunnel near Geislingen was planned.

Due to the high operational load on this main discharge route, expansion and new construction measures in this traffic corridor were already included in the Federal Transport Infrastructure Plan 1985 as an upgraded line / new line Plochingen – Günzburg . The plans ranged from expanding the existing route (which would not allow high-speed traffic) to completely rebuilding a route between Plochingen and Günzburg , bypassing Ulm. What all variants had in common was the bypassing of the Geislinger Steige . From the beginning of the 1990s , this project was abandoned in favor of the new line from Wendlingen to Ulm .

In 1992 the line was one of the five lines that should primarily be equipped with CIR-ELKE - high-performance block.

As part of the Filstalbahn modernization project , the Reichenbach (Fils), Ebersbach (Fils), Faurndau, Eislingen (Fils), Salach, Süßen, Kuchen and Uhingen stations were modernized. The route was equipped with noise barriers in some places. Overtaking opportunities have been eliminated in Uhingen, for example.

In the Stuttgart region, the route is to be integrated into the Stuttgart digital node by 2030 and equipped with digital interlockings , ETCS and automated driving .

business

S-Bahn in Bad Cannstatt on the Rosenstein Bridge

Mettingen train station

Freight train in the direction of Stuttgart near Lonsee

In 1987, up to 300 trains ran daily on the section between Plochingen and Ulm. According to the railway, the maximum performance was exceeded.

Regional traffic

All types of trains run on the Filstalbahn. Interregio-Express trains run every hour between Stuttgart and Lindau . These stop in the Stuttgart – Ulm section only in Esslingen , Plochingen , Göppingen and Geislingen . Double-decker cars that are approved for 160 km / h drive here . In addition, there are hourly regional trains between Stuttgart and Ulm.

In Stuttgart-Plochingen section, the rail service is parallel circulating regional express trains into and out of the direction of Tübingen and the train Stuttgart ( railcar of series 430 added).

The regional trains between Stuttgart and Ulm were used by an average of 29,900 people on workdays in 2014.

For timetable change the offer from Inter Regio Express trains on the route from two to was compressed one-hour intervals 2016/2017. This goes hand in hand with a standardization of the Regional Express and regional trains, which previously ran every hour, to form an hourly regional train service. Half-hourly regional trains are planned between Süßen and Stuttgart, and from 2019 between Geislingen and Stuttgart. In Geislingen, a transition between the RB and IRE is possible, combined with a 20-minute stop on the regional railways. This long stop, which extends the transfer-free travel time from the eastern part of the Filstalbahn to Stuttgart, is the subject of criticism. The state justified this with the diverse train traffic on the route, to which the regional railways would have to subordinate themselves, as well as the only 15 percent share that the passengers traveling between Ulm and Geislingen to Stuttgart made up of all passengers to Stuttgart. This solution has the fewest disadvantages. With the commissioning of Stuttgart 21 , the long stop could be eliminated. The number of daily train stops at Amstetten station , where around 400 people got on and off every day, was reduced from 32 to 18, the travel time to Ulm was increased from 18 to 23 minutes, and from Amstetten to Stuttgart from 60 to 84 minutes. Due to punctuality problems, various schedule adjustments are planned for the course of 2017. In May 2017, the timetable was adjusted in the morning rush hour. From September 11, 2017, most short turns in Stuttgart's main train station are to be resolved with an additional train set, thus avoiding the transfer of delays from arriving trains to departing trains. The other short turns are to be resolved when the timetable changes in December 2017.

Since the timetable change in December 2019, regional trains operated by Go-Ahead have been running as line RB 16 . There is an hourly service between Stuttgart and Ulm, which between Stuttgart and Geislingen is reduced to approximately 30-minute intervals. The design of the Filstalbahn was also revised to ensure more stable operation and, among other things. a. also offer shorter idle times in Geislingen (Steige). In addition, from February 21, 2020, night traffic between Plochingen and Geislingen is to be introduced every two hours on weekends.

The state of Baden-Württemberg initially planned to run metropolitan express trains from Stuttgart to Süßen. According to its own statements, the state could not afford an extension to Geislingen desired by the districts. The passenger potential is also too low. In mid-November 2015, the Ministry of Transport and Infrastructure and the Göppingen District Office agreed to allow the Metropolexpress coming from Stuttgart not only to travel to Süßen, but to Geislingen from 2019. The district contributes to the additional costs of this solution. An additional track is to be built at Geislingen station for traffic, the cost of which is estimated at five million euros and is to be subsidized by the state. Talks with the operator about adapting the operating concept are still pending (as of November 2016).

In summer 2020, when an investigation into the early commissioning of the new Wendlingen – Ulm line, which is planned for December 2022, is expected, improvements in regional traffic on the Filstalbahn will be examined as an intermediate step before the commissioning of Stuttgart 21.

After the commissioning of Stuttgart 21, an hourly IRE line will continue to run over the route, with stops in Esslingen, Plochingen, Göppingen and Geislingen. The travel time between Stuttgart Hbf and Ulm Hbf should continue to be around 60 minutes. The line is to be tied through to Lake Constance. In addition, two metropolitan express lines are planned, one of which should travel between Stuttgart and Ulm in 82 minutes, the other between Stuttgart and Geislingen in 58 minutes. (As of December 2017)

Long-distance transport

Intercity-Express and TGV Duplex use the Filstalbahn without stopping. Intercity and EuroCity stop every hour to two hours in Plochingen and Göppingen , and occasionally in Geislingen .

The goals of the IC, EC, ICE and TGV include:

• Munich (IC lines Stuttgart – Munich / Frankfurt – Stuttgart – Munich / Karlsruhe – Stuttgart – Munich; EC line Strasbourg – Stuttgart – Munich; ICE lines Karlsruhe – Stuttgart – Munich / Wiesbaden – Stuttgart – Munich / Cologne – Frankfurt-Stuttgart –Munich / Dortmund – Frankfurt – Stuttgart – Munich / Münster – Dortmund – Frankfurt – Stuttgart – Munich / Kassel – Frankfurt – Stuttgart – Munich / Hamburg – Hanover – Frankfurt – Stuttgart – Munich / Berlin – Frankfurt – Stuttgart – Munich; TGV line Paris – Strasbourg – Stuttgart – Munich)
• Oberstdorf (IC "Allgäu" Magdeburg – Hanover – Dortmund – Cologne – Mainz – Stuttgart – Ulm – Oberstdorf, once a day)
• Tübingen (IC "Loreley" Düsseldorf – Cologne – Mainz – Stuttgart – Plochingen – Tübingen, once a day, only runs in the Stuttgart – Plochingen section on the Filstalbahn, on certain days the train starts in Berlin)
• Salzburg (IC Karlsruhe – Stuttgart – Munich – Salzburg, once a day)
• Innsbruck (IC “Bodensee” Münster – Cologne – Mainz – Stuttgart – Ulm – Friedrichshafen – Lindau – Bregenz – Bludenz – Innsbruck, once a day)
• Linz (EC Frankfurt – Stuttgart – Munich – Salzburg – Linz, once a day)
• Graz (EC line Saarbrücken – Stuttgart – Munich – Salzburg – Graz, twice a day)
• Klagenfurt (EC line Frankfurt – Stuttgart – Munich – Salzburg – Villach – Klagenfurt, three times a day)
• Zagreb (EC through coach Frankfurt – Stuttgart – Munich – Salzburg – Villach – Ljubljana – Zagreb)

as well as in the opposite direction

• Stuttgart (IC line Munich – Stuttgart; ICE line Munich – Stuttgart [once a day])
• Karlsruhe (IC lines Munich – Stuttgart – Karlsruhe / Salzburg – Munich – Stuttgart – Karlsruhe [once a day, on certain days the train continues to Berlin])
• Frankfurt am Main (IC lines Munich – Stuttgart – Frankfurt / Salzburg – Munich – Stuttgart – Frankfurt [once a day], EC lines Linz – Salzburg – Munich – Stuttgart – Frankfurt [once a day, the train starts in Munich on Sundays] / Graz –Salzburg – Munich – Stuttgart – Frankfurt [once a day], ICE Munich – Stuttgart – Frankfurt [once a day, on certain days the train goes to Cologne])
• Saarbrücken (EC line Graz – Salzburg – Munich – Stuttgart – Saarbrücken, once a day)
• Düsseldorf (IC line "Loreley" Tübingen – Plochingen – Stuttgart – Mainz – Cologne – Düsseldorf, only runs in the Stuttgart – Plochingen section on the Filstalbahn, once a day, on certain days the train runs to Berlin)
• Dortmund (ICE line Munich – Stuttgart – Frankfurt – Cologne – Dortmund; EC line Klagenfurt – Villach – Salzburg – Munich – Stuttgart – Mainz – Cologne – Dortmund, IC line Munich – Stuttgart – Mainz – Cologne – Dortmund [once a day] )
• Münster (IC “Bodensee” Innsbruck – Bludenz – Bregenz – Lindau – Friedrichshafen – Ulm – Stuttgart – Mainz – Cologne – Münster [once a day], ICE “Münsterland” Munich – Stuttgart – Frankfurt – Cologne – Dortmund – Münster [once a day])
• Kassel (ICE Munich – Stuttgart – Frankfurt – Kassel, once a day, on certain days the train goes to Hanover)
• Hanover (IC "Allgäu" Oberstdorf – Ulm – Stuttgart – Mainz – Cologne – Dortmund – Hanover, once a day)
• Berlin (ICE line Munich – Stuttgart – Frankfurt – Berlin)
• Hamburg (ICE line Munich – Stuttgart – Frankfurt – Hanover – Hamburg)
• Strasbourg (EC Munich – Stuttgart – Strasbourg, once a day)
• Paris (TGV Munich – Stuttgart – Strasbourg – Paris, once a day)
• Friday and Saturday Budapest - Vienna - Salzburg - Munich - Frankfurt am Main (RailJet of ÖBB)

With the commissioning of Stuttgart 21 , entire lines of DB Fernverkehr are no longer to be run over the Filstalbahn. It is unclear whether individual trains will still use the route (as of December 2017).

Freight transport

There are also freight trains, some of which are heavy, run by Deutsche Bahn and private railways several times an hour . Mostly they consist of mixed cars. From time to time block trains also run . Local freight trains run daily from Plochingen to Ebersbach , if necessary also to Uhingen , Göppingen , Eislingen or Süßen .

At the beginning of the 1990s, up to 40 heavy passenger and freight trains (gross load over 900 tons) had to be pushed in the section between Süßen and Beimerstetten in the direction of Ulm. In the direction of Stuttgart, it was necessary to push freight trains with more than 1,340 tons.

Operating points

In depot Plochingen S-Bahn Stuttgart, the multiple units of the series 420 , 423 , 425 and 426 cleaned, repaired and maintained. In the event of damage to wheelsets, diesel railcars such as the 611 , 612 , 628 and 650 series are also serviced. There is also a petrol station for diesel traction vehicles there. There is also a lot of shunting at the Plochingen train station . Here also is shedding applied. In addition, several coal trains for the Altbach power plant and scrap trains for the scrap plant in Plochingen end every day . There are also trains with electric locomotives, which consist of mixed wagons and then from a class 294 diesel locomotive to, for example, Ebersbach, Uhingen, Göppingen, Eislingen, Süßen, Frickenhausen (via the Plochingen-Tübingen railway to Nürtingen and then via the Nürtingen-Neuffen railway) ) or to the Scheufelen paper mill in Oberlenningen (via the Plochingen – Tübingen line to Wendlingen and then via the Teckbahn ).

A Köf small diesel locomotive is stationed at the track construction company Leonhard Weiss in Göppingen . This is done by the company in the Göppingen train station .

In Geislingen , two electric locomotives of the 151 series are stationed for the pushing service on the Geislinger Steige , in order to push heavy freight trains and, in the event of a breakdown, also heavy passenger trains. The subsequently trains arrive at the station Geislingen West on a siding . Then the push-pull locomotive without domes attaches to the train from behind and then pushes it to Amstetten , the first station after the Geislinger Steige. The push-pull locomotive then returns to Geislingen.

Track plan signal towers are located in Stuttgart Hauptbahnhof , Stuttgart-Bad Cannstatt station , Stuttgart-Untertürkheim Bahnhof , Göppingen , Eislingen , sweet , Geislingen, Amstetten , Westerstetten , Beimerstetten and Ulm Central Station . The Stuttgart Obertürkheim - Faurndau section is provided by the electronic signal box in Karlsruhe . For this purpose, the Esslingen am Neckar , Plochingen , Ebersbach and Uhingen track diagram interlockings were decommissioned and new Ks signals were installed. In addition, there is a switch attendant with a track diagram in the Plochingen depot of the Stuttgart S-Bahn, who is responsible for the shunting runs that take place there.

There are a total of two level crossings on the whole route: One is between Beimerstetten and Westerstetten (call barrier), and one in the Plochingen depot (remotely monitored by point attendants). The two level crossings in Uhingen and between Ebersbach and Reichenbach were given up when the remote control from Karlsruhe went into operation.

Route

After the route from Stuttgart main station drops slightly to Cannstatt, it rises in the Neckar Valley by up to 3 ‰, in the Filstal to Göppingen by up to 5 ‰, and from Göppingen (316 meters above sea level) by up to 10 ‰ to Süßen (365 meters) ) on. Up to the Geislingen train station (469 meters), the route rises at 9 to 11 ‰, with the route from the Geislingen (Steige) West stop making a large arc around the city of Geislingen. Between Geislingen and Amstetten (582 meters) the gradient is 22.5 ‰, before it drops down further with 5.5 ‰. When descending into the Danube valley before Ulm, the route drops by 13 ‰.

During the ascent on the Geislinger Steige you can see the monument to the builder of this route on the left : Senior building officer Michael Knoll was responsible for the construction of the entire section of the "Ostbahn" from Esslingen to Ulm.

modernization

Modernization measures have been taking place on large parts of the Filstalbahn since mid-2004. Rails , sleepers - including wooden sleepers that are over 40 years old - and ballast and switches were replaced. Since 2005, new Ks signals have been continuously installed , starting in Stuttgart-Obertürkheim to Faurndau . These were put into operation with the inauguration of the new electronic signal box in Plochingen (controlled from the operating center in Karlsruhe). The old Hp signals were taken out of service and dismantled at the same time.

In Ulm Hbf, Geislingen, Göppingen and in the Plochingen – Stuttgart section at every train station or stop, there are new train destination indicators on the platforms . At the other smaller stations between Plochingen and Ulm, as at all DB train stations, small passenger information displays are gradually being installed, which inform travelers in the event of delays, track changes or train cancellations using scrolling text and an announcement.

In Westerstetten , the old platforms that were at the level of the station building to the north-west of the town were abandoned, and a new stopping point was built closer to the town center, which has been in operation since July 22, 2005.

Over Easter 2006, the previous signal boxes in Esslingen am Neckar , Plochingen , Ebersbach and Uhingen were taken out of service and a new electronic signal box was put into operation in Plochingen. This enables the central control of train traffic between Obertürkheim and Faurndau as well as on the Neckar-Alb-Bahn section to Wendlingen from Karlsruhe, where the DB operations center for south-west Germany is located. Only one emergency workplace remains in Plochingen. Including the installation of 480 signals, the replacement of 160 point machines and the earthworks required to lay cables, this measure cost 80 million euros. In addition, the third track for train overhauls etc. was dismantled in Uhingen and the historic station building was demolished, only the track connection of one company still exists, but is no longer served as planned.

In 2006/2007, a new transshipment station for containers was built in the Dornstadt area between Ulm main station and Beimerstetten and a third track was laid as an access to the new container terminal as far as the Beimerstetten train station, which replaced the previous transshipment station in Neu-Ulm .

Until 2007 there was still a siding of a corrugated cardboard factory in Reichenbach station, but this was abandoned and the only switch was removed. Therefore, the station was downgraded to a stop in autumn 2009 . The station building, which was closed by the railway at the beginning of the 1990s and in which there was still a waiting hall and a ticket office until that time , was then in a shabby and desolate condition. That is why it was renovated and now houses an economy and apartments.

In the second half of 2009, the small historic station buildings in Lonsee and Urspring were also demolished, the platforms there in the direction of Ulm were renewed and noise barriers were installed.

In the course of the " Stuttgart 21 " project, the route between route kilometers 7.97 (bridge over Hafenbahnstrasse) and 9.0 is to be re-routed. The S-Bahn tracks will also be affected during the construction period. Between 2014 and May 2017, a track switching operation was set up between Stuttgart-Obertürkheim and Stuttgart-Untertürkheim. To this end, 26 signals were newly set up, 16 signals removed and 3 retrofitted.

Web links

Commons : Filstalbahn  - Collection of images, videos and audio files

• Route, operating points and permissible speeds on the OpenRailwayMap

Individual evidence

1. ↑ DB Netze - Infrastructure Register
2. ↑ Railway Atlas Germany . 9th edition. Schweers + Wall, Aachen 2014, ISBN 978-3-89494-145-1 .
3. ^ ^{A b c} Wolfgang Watzlaw: Preliminary planning for the upgraded / new line Plochingen – Günzburg In: The Federal Railroad. Vol. 63, No. 10, 1987, ISSN  0007-5876 , pp. 919-924
4. ^ Albert Mühl, Kurt Seidel: The Württemberg State Railways . 2nd Edition. Konrad Theiss Verlag, Stuttgart 1980, ISBN 3-8062-0249-4 , p. 247 .
5. ^ Stefan J. Dietrich: Ulm and the railway . Stadtarchiv Ulm, 2000, ISBN 3-87707-549-5 , p. 17 .
6. ^ Günter Dutt: A journey through 150 years of tunnel structures in Württemberg . In: Yearbook for Railway History, Volume 28, 1996, ISSN  0340-4250 , pp. 47-64
7. ↑ http://www.vergessene-bahnen.de/Ex904_2.htm
8. ^ Kurt Seidel: The Remsbahn . Stuttgart 1987, p. 134 f.
9. ↑ Eßlingen – Plochingen soon to have four tracks . In: Die Bundesbahn , ISSN  0007-5876 , 7/1968, p. 251
10. ^ Hans-Martin Heuschele: A train station under the main train station . In: Stuttgarter Nachrichten . No. 202 , August 27, 1970, pp. 17 .
11. ↑ Group for General Studies of the German Federal Railroad (Ed.): High-speed route for the main traffic flows in the Federal Railroad network . Study completed in September 1964, pp. 6 and 8
12. ↑ Peter Debuschewitz: The project CIR ELKE . In: Deutsche Bahn . tape 68 , no. 7 , 1992, ISSN  0007-5876 , pp. 717-722 .
13. ↑ Deutsche Bahn: Explanatory report on the planning approval procedure according to § 18 AEG. (PDF) (No longer available online.) January 21, 2014, p. 3 , archived from the original on August 12, 2014 ; accessed on January 21, 2014 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.  
14. ^ 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 . 
15. ↑ Oliver Stortz: Land of train drivers . In: Esslinger Zeitung . July 11, 2015, ZDB -ID 125919-2 , p. 6 .
16. ^ ^{A b c} Daniel Grupp: Traffic to Ulm breaks down - Eislingers criticize poor rail service. In: Neue Württembergische Zeitung . July 28, 2016, accessed on August 14, 2017 ( ZDB -ID 1360527-6 ). 
17. ↑ ^{a b} New timetable on the Filstalbahn brings most passengers a better offer. In: vm.baden-wuerttemberg.de. Ministry of Transport, July 28, 2016, accessed July 31, 2016 . 
18. ^ Christian Milankovic: Nightmares about the railroad. In: Stuttgarter Zeitung . December 1, 2016, p. 28 , accessed on August 14, 2017 (No. 72). 
19. ↑ Punctuality on the Filstalbahn should improve. In: vm.baden-wuerttemberg.de. Ministry of Transport Baden-Württemberg, March 27, 2017, accessed on March 27, 2017 . 
20. ↑ Land and DB Regio are continuing to work on stabilizing train traffic on the Filstal route. In: vm.baden-wuerttemberg.de. Ministry of Transport Baden-Württemberg, September 5, 2017, accessed on September 8, 2017 . 
21. ↑ News about the timetable change. In: vvs.de. Verkehrs- und Tarifverbund Stuttgart , December 10, 2019, accessed on December 29, 2019 . 
22. ↑ The timetable change brings significant improvements in regional rail traffic. Ministry of Transport Baden-Württemberg , December 9, 2019, accessed on December 21, 2019 . 
23. ↑ Transport Minister: State cannot afford trains . In: Geislinger Zeitung . May 16, 2015, p. 9 .
24. ↑ Metropolexpress: State and district agree . In: Göppingen district news . November 18, 2015, ZDB -ID 1360527-6 , p. 15 .
25. ↑ Oliver Hillinger: We have new vigor and high motivation. In: Stuttgarter Zeitung . November 2, 2016, p. 24 , accessed on August 14, 2017 (No. 72). 
26. ↑ The offer on the Filstalbahn is to be further developed. Ministry of Transport Baden-Württemberg, April 17, 2020, accessed on April 18, 2020 . 
27. ^ ^{A b} Winfried Hermann: Planned train service on the Stuttgart − Ulm route. (PDF) Printed matter 16 / 3058. In: landtag-bw.de. State Parliament of Baden-Württemberg, November 24, 2017, pp. 3, 4 , accessed on February 3, 2018 . 
28. ^ Planned tunnels in the course of the new Stuttgart – Ulm line . In: Tunnel , Issue 5/1993, ISSN  0722-6241 , pp. 288-292
29. ↑ ^{a b} Karlheinz Bauer et al: The Geislinger Steige - a Swabian building of the century . City archive Geislingen an der Steige, Geislingen an der Steige 2000, p. 87 .
30. ↑ DBProjekte Süd (ed.): Redesign of the Stuttgart railway node. Expansion and new construction line Stuttgart - Augsburg. Stuttgart - Wendlingen area with airport connection. Plan approval section 1.6a transfer to Ober- and Untertürkheim. Construction km 1.1 +55 (km 0.8 +55 to km 7.2 +20: Stuttgart Hbf - Obertürkheim (- Esslingen). Construction km 0.0 +00 to km 2.6 +45: junction Wangen - Untertürkheim (Waiblingen / Remsbahn)).
    Annex 1: Explanatory report, Part III: Description of the plan approval section. Document dated July 12, 2002, approved by the Federal Railway Office, Karlsruhe / Stuttgart branch with a resolution dated May 16, 2007 (file number 59160 PAP-PS21-PFA 1.6a), p. 23
31. ↑ New turnouts and signals in operation. Deutsche Bahn, May 18, 2017, accessed on May 23, 2017 .