Heubergbahn

Spaichingen-Reichenbach (Heuberg)
Route number (DB) :	4601
Course book section (DB) :	274d / 318g / 308c
Route length:	17.90 km
Gauge :	1435 mm ( standard gauge )
Maximum slope :	25  ‰
Minimum radius :	180 m
Legend Gäubahn from Stuttgart 0.000 Spaichingen 669  m Gäubahn to Singen (Hohentwiel) 0.450 Upper Bahnhofstrasse 0.680 Prim (Neckar) 1.000 B 14 Hauptstrasse / Balgheimer Strasse L 431 Dreifaltigkeitsbergstrasse 2.080 Spaichingen North 5.020 Denkingen 741  m L 433a Klippeneckstrasse 7.300 Pig fountain viaduct (52 m) 7.580 Set Viaduct (150 m) 8.330 Wettbachtal Viaduct (300 m) Wettbach 8.700 Car tunnel (126 m) 9.390 L 433 Austraße 9.540 Main road 9.640 Gosheim 841  m 9.790 Wehinger Strasse 10.200 13.600 L 435 Deilinger Strasse 13.700 Mühlbach 13.930 Wehingen 779  m 16.090 Harras - Obernheim 768  m K 5906 Obernheimer Strasse 17.610 L 433 17.710 Reichenbach (Heuberg) 745  m 17.900 End of the 1st construction phase 20.00 Egesheim (construction not carried out) 728  m 25.90 Nusplingen (construction not carried out) 715 m

The heuberg railroad was 1928 to 1966, a 17.9 km long standard gauge railway line from Spaichingen five stations and a breakpoint (Spaichingen North until 1939 Spaichingen branch line) to Reichenbach am Heuberg . Originally, it was planned to run as a narrow-gauge railway that would lead via Reichenbach to Egesheim and Nusplingen . The Heubergbahn played an important role in the development and industrialization of the Heuberg communities .

history

Planning for a railway on the Heuberg (1889–1912)

As early as 1897, a letter to the editor called for a Heubergbahn to run from Ebingen. Further thoughts on the construction of a railway on the Heuberg were presented on May 1, 1889 by the Mayor of Obernheim , Mauthe, in a general assembly. The Heuberg region was seen as an economic emergency area. The construction of a railroad should lead to an improvement in economic conditions. A stagecoach from Aldingen via Gosheim , Wehingen and Reichenbach am Heuberg to Nusplingen and on to Ebingen took a whole day, and the workers' walk from the Primtal to the plateau usually took one to two hours. The removal of wood with carts from the plateau into the valley meant particular effort and danger and caused a number of fatal accidents.

Considerations for the construction of the railway line began as early as 1898. In 1900, a provisional railway commission "to operate a railway across the Heuberg" was founded. As early as November 2, 1901, the municipality of Wehingen decided to make the area of ​​the Wehingen district required for railway construction available free of charge.

The commission went on February 2, 1902 in the committee for the construction of the Heubergbahn. a. consisted of the mayor of the Heuberg communities, the mayor of Spaichingen and the member of the state parliament Josef Schumacher from Spaichingen. The Heuberg communities and the city of Spaichingen were prepared to raise enormous sums of money for the implementation of the project for the circumstances at the time. The municipality of Wehingen alone was prepared to contribute 118,000  marks in cash as a "lost grant". After the Württemberg Landtag recommended the construction to the State Ministry on January 7, 1906, but the state would have to wait at least ten years for it to be carried out, the committee was able to appoint the Württembergische Eisenbahn-Gesellschaft (WEG) for the construction in September 1906 win, but only under certain conditions, namely if the municipalities involved take the following decisions:

1. The municipalities provide the entire land free of charge and assume all associated costs, e.g. B. Survey costs, costs for the fire-proof roofing of all buildings along the railway line.
2. The municipalities make a cash contribution of 450,000 marks, 300,000 marks due at the start of construction, the rest when the plant opens.
3. The municipalities apply for a state contribution of one million marks and transfer all rights and obligations of the construction company to a newly founded stock corporation or to the AG Württembergische Nebenbahnen.

On October 1, 1906, the Württemberg Railway Company applied to the Württemberg government for project approval. As a result, the committee for the construction of the Heubergbahn was sent a decree of the Royal Württemberg Ministry of Foreign Affairs on March 1, 1907, after the State of Württemberg was now interested in running a standard-gauge railway line Spaichingen - Nusplingen.

In the meantime, the city of Trossingen and the municipality of Aldingen launched an initiative in the state parliament that aimed to prevent the railway from being run from Spaichingen to the Heuberg. Instead, a "Heuberg-Baar-Bahn" Nusplingen-Wehingen-Gosheim-Aldingen (- Trossingen ) should be built. Aldingen and Trossingen commissioned a government builder from Nuremberg with technical investigations for the introduction of the railway into the Aldingen station. As a result, comparison calculations had to be initiated for both variants. If the Aldinger variant had been implemented, the track would have been about two kilometers shorter, but would have had to overcome 45 meters more height. It was mainly economic considerations of the city of Trossingen together with the municipality of Aldingen that were responsible for this discussion, which feared that they would fall behind the city of Spaichingen. At that time, Trossinger harmonica companies such as B. Hohner many workers from Heuberg, often at home. In order to win the state parliament and the Württemberg state ministry for the desired route via Aldingen to Trossingen, the city of Trossingen and the municipality of Aldingen together wanted to contribute 200,000 marks to the construction of the railway.

After a speech by the member of the state parliament, Schultheiss Nessler from Wehingen, the state parliament decided with a large majority in May 1911 to build the Heubergbahn as a full-gauge railway from Spaichingen to Nusplingen. The presentation of the assumption of costs by the financially weak municipalities involved made a significant contribution to the success of the initiative. The borrowing was secured through additional logging, sales of government bonds and taking out mortgages . On August 18, 1912, King Wilhelm of Württemberg signed a decree with the following wording: In response to the application from 15th DM, I want to approve the submitted general plan for the branch line from Spaichingen to Nusplingen as a basis for further processing of the individual plans and the construction and have graciously granted the authorization of all to initiate the construction of the railway. This finally decided to build the Heubergbahn.

In 1911, an overview of the costs for the municipalities

local community	required area	Railway km	amount to be raised in marks	corresponds to today's purchasing power in €
Spaichingen	7.8 ha	3.270	96,000 M	€ 457,000
Denkingen	14.4 ha	4,675	55,000 M	€ 262,000
Gosheim	9.4 ha	3.505	110,000 M	€ 524,000
Wehingen	6.0 ha	4,735	206,000 M	€ 981,000
Reichenbach	6.0 ha	2,595	88,000 M	€ 419,000
Egesheim	8.6 ha	3.555	73,000 M	€ 347,000
Nusplingen	9.6 ha	3.444	198,000 M	€ 942,000
Bubsheim			14,000 M	€ 67,000
Koenigsheim			20,000 M	€ 95,000
Deilingen -Delkhofen			10,000 M	€ 48,000
Obernheim			60,000 M	€ 286,000
total	68.0 ha	25.779	930,000 M	€ 4,427,000

Spaichingen station, where the Heubergbahn branched off from the Gäubahn

Start of construction, World War I, inflation and commissioning (1913–1928)

After all preparations such as test excavations, negotiations about the purchase of land and the determination of the final route of the railway had been completed in 1912, the first groundbreaking took place on January 30, 1913. The planning provided for building costs of 3.6 million gold marks . The highest point on the route should be Gosheim train station at 841 meters above sea ​​level . In addition, gradients of up to 2.5% were planned.

Since the workers from the local population were far from enough, the body responsible for the Losabschnitt Gosheim Denkingen-Moll worked in Munich many Italians and Bavaria in the Bavarian Forest .

The construction work should be completed by 1915. Due to problems, especially with the construction of the Alb ascent between Denkingen and Gosheim , on the steep slope ( Alb eaves ) of the Swabian Alb and adverse geological conditions, several engineering structures had to be built there instead of the planned cuttings and dams. In the geologically unstable and steep terrain, the foundations of the bridge piers kept slipping and the dams and upheavals built to protect them were inundated by the masses of water falling down the mountain. Because of these problems, this part alone devoured unplanned money.

At that time, the following resources were planned:

• Two T3 tank locomotives with speedometers, Westinghouse brakes and bells
• Two baggage cars with class III compartments
• Two IV class passenger cars
• Two baggage cars with a mail compartment
• Three boxcars
• Three gondolas
• Four log wagons
• Two railway master cars

Due to the First World War , construction was stopped in November 1916, at the same time 17 prisoners of war returned to the camp in Münsingen. From March 1917, construction work was completely suspended. Between 1918 and 1919 and from 1920 onwards, up to 30 workers were only employed at the Spaichingen railway construction section for maintenance and security work. In 1919 construction began in all sections. After the Württemberg State Railroad merged with the Deutsche Reichsbahn on April 1, 1920 , construction work was stopped again. The economic decline of the German Empire, inflation and the terms of the Versailles Treaty ensured that the railway construction remained unfinished again. However, it was still possible to complete the car tunnel in 1922 / early 1923. In particular, the Dawes Plan , drawn up between January and April 1924 and coming into force on September 1, 1924, prevented the rapid resumption of construction work. Due to the capital outflows and reparations payments provided for in the contract and the reorganization of the Deutsche Reichsbahn-Gesellschaft into a stock corporation, the Reichsbahndirektion Stuttgart announced that work on the Heubergbahn should be stopped.

The city of Spaichingen campaigned for the construction work to continue. On July 4, 1924, the municipalities involved in the construction sent a request for the completion of the railway to the Reich Ministry of Transport in Berlin, and on May 23, 1924 a commission of the Reichsbahn visited the Heubergbahn. At the end of December 1924, a commission headed by Spaichingen council clerk Karl Knapp traveled to the Deutsche Reichsbahn-Gesellschaft in Berlin. In two-day negotiations, the DRG was able to wrest a binding promise that the Heubergbahn would be one of the first to be built and completed after the Ruhr stations were restored. From 1926, construction work on the 80% completed line could be resumed. In some cases, for reasons of economy, used material, rails and even bridge parts from other railway lines were used. Furthermore, the railway was temporarily only built to Reichenbach instead of to Nusplingen. On May 25, 1928, the Heubergbahn to Reichenbach (Heuberg) was opened.

Memorial stone for two fatalities during the air raid on the Heubergbahn on October 7, 1944

Spaiching dignitaries say goodbye to the last evening train to the Heuberg on September 23, 1966, departure at 6:05 p.m.

The last departure of the Heubergbahn from Spaichingen train station

The Heubergbahn then connected the connected stations for 38 years. At that time, Gosheim station was 841  m above sea level. NN , the highest train station in Württemberg. The route contributed a large part to the development and industrialization of the Heuberg communities .

End of the war and slow decline (1945–1966)

At the end of the war, the railway temporarily ceased operations. Due to the approval to start operations by the French military government , operations could be resumed on January 7, 1946. The Deutsche Bundesbahn , the legal successor to the Deutsche Reichsbahn, began to check the profitability of its rail lines as early as the 1950s. From May 23, 1954, only one pair of trains ran Monday through Friday, all other passenger transport services were carried out by buses. Amazingly, after the timetable change on October 2, 1955, there was again more train services - now with Rottweiler rail buses VT95 / VT98. Three pairs of trains on working days and even on Sunday evenings there was a train service from Spaichingen up to Reichenbach. However, the main purpose of this trip was to ensure that an early train to Spaichingen was available in Reichenbach on Monday morning.

In March 1964, the Federal Railroad submitted plans to shut down the line. The neighboring communities, the district office and the Chamber of Commerce and Industry tried to refute the Bundesbahn's arguments - without success. The previous daily local goods train service was discontinued from 1965. On September 23, 1966, the railway line was finally shut down. The people of Heuberg protested in a memorable way against the closure of the business. The special train manned by dignitaries on the occasion of the last trip made hardly any progress in the area of ​​the car tunnel near Gosheim due to soft soap applied to the rails . This protest went down in history as a so-called "soft soap attack".

In June 1967 there were considerations to operate the railway under the direction of the district or the neighboring communities. However, the maintenance costs of the track were too expensive. The operation of the railway by a private railway or a local authority was then illusory.

Buildings

Pig Well Viaduct

The first viaduct after Denkingen train station in the direction of Gosheim bridges the pig fountain channel with three concrete arches over 52 meters.

Set Viaduct

The 150-meter-long Setze Viaduct begins at 7.58 kilometers. After the dam that was actually planned there was not feasible due to landslides in the Setzebachtal, a viaduct with six openings and used iron superstructures was built between 1919 and 1923, contrary to the planning of 1914.

Wettbachtal Viaduct

The Wettbachtal was to be overcome with an originally planned total length of 140 meters and eight arched openings in concrete construction with an adjoining dam. The location of the viaduct on the steep slope of the Swabian Alb with extremely difficult soil conditions in the transition of the rock layers from the white to the brown Jura led to repeated landslides during the construction phase in 1914. It was therefore decided to do without the dam and to extend the viaduct by 160 meters to a total length of 300 meters using seven iron bridges and six concrete pillars that were up to 20 meters deep. The concrete pillars were completed in 1915, the iron bridges were only put in place after construction work began again in 1919. In order to save costs, used bridge parts, which were dispensable during the renovation of the Stuttgart main station, were installed in the Wettbachtal.

Car tunnel

The last section of the railway line to the highest point of the Heubergbahn near Gosheim was planned in a deep cut. Due to landslides, the decision was made to build a 126-meter-long tunnel using open concrete construction (completed in 1922/23).

Operating points

Route of the Heubergbahn with a planned extension to Nusplingen

km	designation	comment
0.0	Spaichingen station
2.0	Hp Spaichingen North	Name until September 30, 1939: Spaichingen branch line
5.0	Bf Denkingen	Agency; from July 1, 1955, subordinated to Spaichingen station as a master, from January 1, 1957 letter
9.6	Bf Gosheim	Side ramp, agency; from July 1, 1955, subordinated to Spaichingen station as a master, from January 1, 1957 letter
13.9	Bf Wehingen	Ramp, scales, wagon / loading gauge; Agency; from July 1, 1955, subordinated to Spaichingen station as a master, from January 1, 1957 letter
16.1	Bf Harras-Obernheim	Track scales, wagon / loading gauge; Agency; from July 1, 1955, subordinated to Spaichingen station as a master, from January 1, 1957 letter closed on January 1, 1960 for travel and goods traffic and dissolved
17.7	Bf Reichenbach (Heuberg)	Track scales, wagon / loading gauge, engine shed; Agency; Subordinated to Spaichingen station from July 1, 1955

vehicles

Traction vehicles

Design model of the class 75 tank locomotive

Type models of the passenger cars used on the Heubergbahn

The locomotives and vehicles that were used on the Spaichingen – Reichenbach (Heuberg) line were located at the Rottweil depot . Between 1928 and May 21, 1955, passenger train services were mainly provided by class 75 (T5) tank locomotives . From the timetable change on May 22, 1956, VT 95 rail buses were used. In addition, from March 1959, class 64 tank locomotives were used for passenger and light local freight services. A Rottweiler BR 50 with a cabin tender was used for heavier freight trains .

Vehicle material

The passenger train cars often used on the Heubergbahn were typical of the Württemberg design of the time. The wagons of types Ci wü 05 and Di wü 08 were manufactured by wagon factories in Esslingen, Rastatt, Fuchs in Heidelberg and Gastell in Mainz. They had a wheelbase of 8.0 meters, initially gas lighting, Westinghouse brakes and foldable stage railings.

Relics

Former Wehingen train station, street side

Today only the embankment, which was converted into a railway cycle path or hiking trail, some bridge piers and arches (of the total of 13 built bridges) and the car tunnel remind of the railway line. In addition, the station buildings of Denkingen, Wehingen , Harras-Obernheim and Reichenbach am Heuberg have been preserved. They are mainly used for residential purposes. The Gosheim train station was demolished in the 1970s in favor of an industrial plant, but the Wehingen train station (also called "Bahnhofstrasse" there) was restored, as was the car tunnel near Gosheim, which is maintained by volunteers.

Unrealized plans and projects

Section Reichenbach - Nusplingen

In 1913 it became clear that the section from Reichenbach aH to Nusplingen, calculated at 850,000 m, would initially not be realized. In a letter from the Royal Directorate General of the State Railways to the Ministry of Foreign Affairs, the Ministry of Foreign Affairs was informed that the acquisition of land for lot 4 Reichenbach - Nusplingen would have to be postponed until the Spaichingen - Reichenbach line went into operation.

Connecting train Nusplingen - Ebingen

The Landtag member and lawyer Conrad Haussmann launched an initiative in the Landtag that proposed the construction of a connecting railway line from Nusplingen to Ebingen. On behalf of the city of Ebingen and the municipalities of Meßstetten , Hossingen , Tieringen , Oberdigisheim , Unterdigisheim , Nusplingen, Reichenbach, Obernheim, Bubsheim, Gosheim and Hausen o.T. , Haussmann turned to the Royal Directorate General of the State Railways with a request to examine a branch line in Ebingen -Nusplingen. In a letter dated June 11, 1907 to the board of the committee for a Heubergbahn Nusplingen-Ebingen, the Royal Directorate General of the State Railways rejected the elaboration of this project with reference to the project of a Heubergbahn Spaichingen-Nusplingen. Thereupon the municipalities of Ebingen, Meßstetten, Unterdigisheim, Oberdigisheim, Tieringen and Hossingen commissioned the government master builder M. Wallersteiner on July 12, 1907 to set up a complete project for a branch line Ebingen-Nusplingen. The planning submitted by Wallersteiner in 1908 envisaged that the railway line would leave Ebingen in a westerly direction and climb up to Messstetten with inclines of up to 1:40. A 164 meter long tunnel under the Lottersberg and a viaduct over the Meßstetter valley (26 meters long) were planned before the Meßstetten train station southwest of the village would have been reached with the option of building a military ramp for the military training area. Continuing upwards would have been the highest point of the railway line at 925 meters above sea level. After that, a route over Hossingen with a viaduct over the Burtelsbachtal (48 meters long), following the edge of the Bära valley with a gradient of 1:43 towards Tieringen was planned. About one kilometer south of the village, the railway line would have swung with a semicircular curve in the Bäratal towards Oberdigisheim. To the right of the bear, the route via Unterdigisheim to Nusplingen was planned. The route length would have been 25.7 kilometers, an alternative tour over the Hardt plateau was considered due to a shorter route length, but was not pursued because of the risk of snow drifts.

Although the repeated request for acceptance of the project by the Royal Directorate General of the State Railways was rejected on May 6, 1912 due to the already large number of applications for the construction of branch lines, Haussmann succeeded in 1913 for the project to be examined more closely by the Royal Directorate General of the State Railways has been. The project presented by Wallersteiner put the construction costs at 3.618 million M plus real estate acquisition costs of 561,000 M. The building management came to significantly different results, they had estimated the construction costs at 6 million M, plus the costs for the connection in Nusplingen and the expansion of the train station in Ebingen in the amount of 500,000 M. Annual operating income of 100,000 M and expenses of 80,000 M under the premise of four pairs of trains in the five summer months and three pairs of trains in winter, which would have corresponded to 65,000 train kilometers per year.

In the opinion of the building administration of the Royal Directorate General of State Railways, traffic would not be particularly significant for the Heuberg military training area . The storage buildings and facilities are on the other side of the military training area and are therefore better accessible via the Danube valley. The final recommendation of the building administration on May 16, 1913 was clear. Literally it was stated: “ Since interest on the construction costs of around 6 million M is only to be expected at a small fraction, this branch line cannot be described as worth building. Given the current business and financial situation, it will not be possible to move closer to realizing the project . "

After the line from Spaichingen to Reichenbach was opened in 1928, a new working committee was founded in Nusplingen, in which the mayors of the affected localities emphasized the need for the railway to be expanded to Nusplingen as soon as possible and at the same time expressed the wish for a later continuation to Ebingen.

Railway line Fridingen - Heuberg

In 1908, the community of Bärenthal applied to the Prussian administrative district of Sigmaringen to build a railway line from Fridingen to the confluence with the planned Heubergbahn between Egesheim and Nusplingen. The benefit was seen in a better connection between the community of Bärenthal and Fridingen and Tuttlingen. Since Württemberg had to contribute financially to this project, the Württemberg Ministry of Foreign Affairs came to the conclusion in April 1908 that the construction was not to be approved.

In a debate on June 9, 1909, the Württemberg state parliament discussed an alternative route for the railway line to the Heuberg. This line was to branch off from the Danube Valley Railway at Fridingen and run via the Prussian town of Bärenthal to Reichenbach and on to Wehingen and Gosheim. The Ministry of Foreign Affairs informed the delegates that the Prussian state, upon request from Württemberg, would have no interest in such a railway line, since it would only open up Bärenthal in Prussian territory and the municipality of Bärenthal would not have any means of itself due to its low tax revenue to raise for railway construction. The opinion of the Prussian authorities concluded with the statement that this line layout was mostly in the interests of Württemberg and not Prussia.

Connection to the Rottweil - Balingen railway line

Also in the state parliament's debate on June 9, 1909, it was proposed that the Heubergbahn be connected to the Rottweil - Balingen branch line, which is still to be built, in Schörzingen instead of in Spaichingen . The suggestion was not pursued further with the reference to the long journey time and the longer distance from Heuberg to the responsible district town of Spaichingen with two changes.

literature

• Special celebration number for the opening of the Heuberg Railway Spaichingen-Reichenbach . The Heuberger messenger. Spaichingen, May 25, 1928.
• Hans-Wolfgang Scharf, Burkhard Wollny: The Gäubahn from Stuttgart to Singen . EK, Freiburg 1992, ISBN 3-88255-701-X .
• Erich Mayer, Robert Walz: History of the Heubergbahn. In: Wehingen. Village history and stories. A reader. Geiger, Horb am Neckar 1993, ISBN 3-89264-775-5 , pp. 385-401.
• Erwin Walz: The Heubergbahn and the community of Reichenbach aH In: Reichenbach am Heuberg - A home book with contributions to the past and present of the community. Reichenbach municipality 1993.
• Horst J. Obermayer, Manfred Weisbrod: Class 75. (= Eisenbahn Journal. Special edition 4/2005). Publishing group Bahn, Fürstenfeldbruck 2005, ISBN 3-89610-142-0 .
• Guide for the Spaichingen-Reichenbach branch line (Heubergbahn). Advertising aid, Stuttgart no year
• Wolf-Dietger Machel (Ed.): Branch and narrow-gauge railways in Germany. GeraMond, Munich from 1994.
• A city through the ages, Heimatbuch Meßstetten 2019, ISBN 978-3-00-064226-5 , pp. 224–228, The failure of the Heubergbahn
• Peter-Michael Mihailescu, Matthias Michalke: Forgotten railways in Baden-Württemberg . Konrad Theiss Verlag, Stuttgart 1985, ISBN 3-8062-0413-6 , p. 256-258 .
• Hiking tip: From Spaichingen to the Dreifaltigkeitsberg . In: Stuttgarter Nachrichten . April 27, 2012 ( stuttgarter-nachrichten.de ).

Web links

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

• Detailed description of the story on eisenbahnarchiv.de
• Information about the route on the website of the community of Denkingen
• The car tunnel between Denkingen and Gosheim.
• Course book table from 1944
• Description of the route on forget-bahnen.de

Individual evidence

1. ↑ Wilfried Groh: stops dreams ( memento of the original from June 6, 2014 in the Internet Archive ) 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. . In: Zollern-Alb-Kurier . 3rd June 2014.
2. ^ Wehingen community: Excerpt from the local council minutes of March 17, 1907 . In: Landesarchiv Baden-Württemberg, Main State Archive Stuttgart, archivist unit E 57 . E 57 Bü 21, 1908-1920.
3. ↑ Minutes Württembergische Second Chamber: 190.Sitzung, June 9, 1909 p 5112-5122 . In: Landesarchiv Baden-Württemberg, Main State Archive Stuttgart, archivist unit E 57 . E 57 Bü 21, 1908-1920.
4. ↑ King Wilhelm von Württemberg: The King to the Ministry of Foreign Affairs, Transport Department . In: Landesarchiv Baden-Württemberg, Main State Archive Stuttgart, archivist unit E 57 . E 57 Bü 21, 1908-1920.
5. ↑ fredriks.de ( Memento of the original from January 2, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. Fredrik Matthaei: Source conversion information (purchasing power) according to the Hamburg State Archives and the Federal Statistical Office; Matthäi, sources for the calculation of the table: until 1938: Information folder of the Hamburg State Archives, printed in Georg Wilhelm Röpke: Wandsbek informativ, Hamburg 1994.  
6. ^ ^{A b} Erwin Walz: The Heubergbahn and the community of Reichenbach aH In: Reichenbach am Heuberg - A home book with contributions to the past and present of the community . 1993, p. 175-187 .
7. ↑ ^{a b} Hans-Wolfgang Scharf, Burkhard Wollny: The railway in Spaichingen and on the Heuberg by Helmut Brehm . In: The Gäubahn from Stuttgart to Singen . EK-Verlag Freiburg, 1992, ISBN 3-88255-701-X , p. 196-199 .
8. ^ Heuberger Bote: Mayor Karl Knapp 65 years old . In: Heuberger Bote . Schwäbischer Verlag, April 4, 1955.
9. ↑ Soft soap stops last train journey , January 30, 2014.
10. ↑ ^{a b c d} Ministry of Foreign Affairs, Transport Department: Construction of the Spaichingen-Nusplingen railway (Heubergbahn) and planned continuation to Ebingen (with petitions) . In: Landesarchiv Baden-Württemberg, Main State Archive Stuttgart, archivist unit E 57 . E 57 Bü 21, 1908-1920.
11. ^ Royal Directorate General of the State Railways: Letter to the board of the committee for a Heubergbahn Nusplingen-Ebingen Mr. Heinrich Cleß, Ebingen . In: Albstadt City Archives, HR-E . tape 787.11 / 04 .
12. ^ Agreement between the municipalities of Ebingen, Meßstetten, Unterdigisheim, Oberdigisheim, Tieringen and Hossingen on the one hand and the government master builder M. Wallersteiner, Nuremberg on the other . In: Albstadt City Archives, HR-E . tape 787.11 / 01-04 .
13. ↑ Ministry of Foreign Affairs, Transport Department: Correspondence from the Royal Directorate General of State Railways to the Ministry of Foreign Affairs, Transport Department . In: Landesarchiv Baden-Württemberg, Main State Archive Stuttgart, archivist unit E 57 . E 57 Bü 21, No. 39235/12 , volume 1, 1913.
14. ↑ Guido Motika: Railway construction on the Great Heuberg . In: Heimatkundliche Vereinigung (Hrsg.): Heimatkundliche Blätter . Balingen April 1988, p. 640 .
15. ↑ Hans-Joachim Schuster: “Eisenbahnwahn” on the Upper Danube and in the Baar - unrealized railway projects from the 1860s to the 1920s in the Tuttlingen region . In: Tuttlinger Heimatblätter . tape 76 . City administration Tuttlingen, 2013, ISSN  0564-5549 , p. 137-164 .
16. ↑ History book
17. ↑ book
18. ↑ Sigrid Hirbodian , Andreas Schmauder and Manfred Waßner (ed.): Community in transition . Volume 19 A city in transition The history of Meßstetten. No. 19 . Tübingen 2019, p. 224 , (1500 copies from the city of Meßstetten) .
19. ↑ Home history