Mittenwaldbahn

Innsbruck Westbf – Garmisch-Partenkirchen
Route number (DB) :	5504
Route number (ÖBB) :	351 01
Course book section (DB) :	960
Course book route (ÖBB) :	410
Route length:	56.116 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Power system :	15 kV / 16.7 Hz (1912-23 15 Hz)  ~
Maximum slope :	38  ‰
Minimum radius :	200 m
Top speed:	70 km / h
Legend Arlbergbahn from Innsbruck Hbf 0.000 Innsbruck Westbf Arlbergbahn to Bludenz 0.800 Inn Viaduct; 230.5 m steel / stone 1.200 Inn Bridge; 108.4 m steel 1,782 Innsbruck Hötting 2.200 Tiroler Strasse ; 38 m steel 3.739 Allerheiligenhöfe 631  m above sea level A. 5.025 Kerschbuch tunnel (214.23 m) 5.618 Kranebitterklamm tunnel (34.65 m) 5.718 Crane requests 697  m above sea level A. 5.800 Klammbach Bridge; 34 m of concrete 7.004 Avalanche protection gallery (66 m) 7.206 Martinswand 7.370 Hechenberg Tunnel (26.02 m) Rockfall gallery (15 m) 7.900 Meilbrunnen Bridge; 15 m concrete 8.500 Finstertal Viaduct; 54 m of concrete 8,922 On the wall I tunnel (109 m) 9.048 On the wall II tunnel (202 m) 9.250 Martinswand Gallery (228 m) 9.477 Martinswand tunnel (1,810.23 m) 11,477 Ehnbach tunnel (347.22 m) 11,898 Brunntal tunnel (99.30 m) 12.713 Hochzirl 922  m above sea level A. 13,139 Vorberg I tunnel (147.77 m) 13.303 Vorberg II tunnel (97.65 m) 13,564 Vorberg III tunnel (46.82 m) 13.700 Vorberg Viaduct; 117 m of concrete 14.005 Vorberg IV tunnel (43.62 m) 14.207 Schloßbach Tunnel (721.52 m) 14.900 Schlossbachgraben Bridge; 66 m of steel 15.069 Care Valley Tunnel (31.77 m) 15.100 Pflegeertal Bridge; 18.5 m of concrete 15.137 Questionsstein tunnel (394.62 m) 15.600 Lehnen Viaduct; 28 m concrete 15.800 Kaiserstand Viaduct; 46.8 m of concrete 16.783 Leithen 17.817 Leithen tunnel (84.29 m) 18.200 Gurgelbach Viaduct; 75.4 m of concrete 18,835 Reith 1120  m above sea level A. 20.500 Hermelebach Viaduct; 20 m of concrete 21.001 Connection railway ( Awanst Unterwerk Seefeld) 22,427 Seefeld in Tyrol 1182  m above sea level A. 24,943 Seefeld Play Castle 29.226 Giessenbach in Tyrol 1019  m above sea level A. 29.400 21.3 m steel 32.100 26.6 m of steel 32,491 Scharnitz 964  m above sea level A. 33,160 123,527 State border Austria / Germany 118.540 Mittenwald 914  m above sea level NN 112.267 Klais 933  m above sea level NN 107,349 Kaltenbrunn (Oberbay) (PV until June 2, 1984) 855  m above sea level NN 102.500 Kainzenbad (at events, planned until 1984) Ausserfernbahn from Kempten (Allg) 100.571 Garmisch-Partenkirchen 708  m above sea level NN Transition to the Zugspitzbahn to Munich

Coordinates: 47 ° 26 '22.8 "  N , 11 ° 15' 55.9"  E

The Mittenwaldbahn , also known as the Karwendelbahn , is a continuously single-track and electrified railway line in the Austrian and German Alps . It connects Innsbruck via Seefeld (both in Tyrol , Austria) with Mittenwald and Garmisch-Partenkirchen (both in Bavaria , Germany).

The Mittenwaldbahn was built between 1910 and 1912 as an electric local railway by the engineers and contractors Josef Riehl and Wilhelm Carl von Doderer at the expense of the Mittenwaldbahn AG they founded and under this name included the connection between Reutte and Garmisch-Partenkirchen (section of the Ausserfernbahn ) as well as the one between Garmisch-Partenkirchen and Innsbruck (section of the Karwendelbahn ). The route was officially opened on October 26, 1912; On October 28, 1912, public traffic was started and operated jointly by the state railways of Austria and Bavaria .

It was one of the first railways operated with high voltage single-phase alternating current . As a result, it had a major influence on the standards of electrical rail operations in Central Europe. As Mittenwaldbahn only the part of the track between Garmisch-Partenkirchen and Innsbruck is now called, together with the Außerfernbahn the other side of the Fern Pass located Außerfern binds to Tyrol.

geography

Overview of the route and the elevation profile from 1913

The Karwendelbahn runs mainly in a south-north direction between several mountain ranges of the Northern Limestone Alps . In the south it runs from the Inn Valley from Innsbruck , among other things, via Hochzirl and past the Zirler Berg over the Seefelder Sattel to Seefeld , which lies between the Mieminger Mountains and the Wetterstein Mountains in the west and the Erlspitz group of the Karwendel Mountains in the east.

From there it runs between the northern Karwendel range in the east and the Arnspitz group in the west through the valley of Scharnitz and the Austria-Germany border to Mittenwald; from Scharnitz it leads a bit along the upper reaches of the Isar . Then it bends to the west, leading between the Wetterstein Mountains in the south and the Ester Mountains in the north to Garmisch-Partenkirchen.

What is remarkable about the route of the Karwendelbahn is the long, tunnel-rich sloping slope to the Martinswand , between the Kranebitten and Hochzirl stops , with the Martinswandtunnel (1810.23 m) leading through the rock face as the longest tunnel on the route. Somewhat northwest of Hochzirl, the stretch in the south flank of the Rauenkopf and the south-west flank of the Brunstkopf , crossing the Schlossbach , is laid out as an elongated bend with bridges and tunnels. Not far southwest of this bend, it passes the Zirler Berg .

history

Loan to finance the Austrian part of the Mittenwaldbahn, Innsbruck, 1912

Karwendelbahn on the Seefeld – Innsbruck section

The engineer and building contractor Josef Riehl had already presented a project to the Imperial and Royal Ministry of Commerce and Economics at the end of the 1880s , which envisaged a route from Innsbruck first to Hall and then, after a bend, mainly in tunnels to Seefeld. In order to get the contract for this project, he accepted years of disputes about the financing of the project and risked hundreds of thousands of crowns for advance payments, without any guarantee that they would ever be returned. In the State Treaty of Austria-Hungary with Bavaria of November 22, 1904, the Mittenwald Railway was also taken into account. The plans for the Innsbruck – Reith section were ready in 1907. There were disputes with the proponents of a long-distance railway along the Fernpass between Reutte im Ausserfern and Imst im Inn valley, which would have saved the detour via Garmisch-Partenkirchen. When Riehl had finally received the approval of the authorities for the construction of the Mittenwald Railway on the Austro-Hungarian side of the border, he formed a working group with the engineer and building contractor Wilhelm Carl von Doderer to carry out the construction . Construction management was the responsibility of Riehl's engineer Karl Innerebner and Doderer's engineer August Mayer . The contract included all the facilities necessary for the operation of the railway. In addition to the construction of the route, including the purchase of land, the vehicle fleet, the electrical equipment and the power plant on the Ruetzbach . The building contractors Riehl and von Doderer received 24,401,700 crowns as a flat-rate price that could not be exceeded . You alone bore the risk of possible cost overruns.

Measured by its length, the Mittenwald Railway was one of the most expensive railway projects at the time because of the large number of tunnels being built. It was planned for electrical operation from the start. For the energy supply, the Ruetz power plant was built near the Stephansbrücke in the Stubai Valley , which delivered 4,000 horsepower twice  . Only later was the Bavarian section of the route to be supplied by the Walchensee power plant , which, however, was not completed until 1924. Construction work in the Austrian part began on March 10, 1910 when the Martinswand tunnel was opened. Despite all the challenges, the Mittenwaldbahn was able to be built on the territory of Austria-Hungary in the remarkably short time of around two years.

The Bavarian part between Garmisch and Mittenwald goes back to an order placed in 1896 by the Mittenwald magistrate to the local railway company in Munich to develop a railway project for the continuation of the local railway Murnau – Garmisch – Partenkirchen to Mittenwald.

This line was put into operation on July 1, 1912, but contrary to the plan initially with steam locomotives, since neither the power station nor the electric locomotives had been completed. From October 28, 1912, the Austrian side was immediately powered by an electric drive. In Bavaria it was only possible to switch to electric traction on April 25, 1913.

The connection to Innsbruck main station was also only made in 1913.

Operational management was carried out across borders by the respective state railways, the Austrian railway was responsible for the Innsbruck – Garmisch line, the Royal Bavarian State Railways and their successors for the line from Garmisch to Reutte. In 1935 the line also became the property of the respective state railways.

At the beginning of the 1930s it was hoped that tourism on the Mittenwaldbahn would be stimulated by the use of observation cars . For these open summer cars , which were equipped with a protective grille because of the overhead line operation, the underframes of two former Vienna light rail cars were used. They were rebuilt in 1932 in the main workshop in St. Pölten .

In the first Austrian republic, the line was the responsibility of the Innsbruck Federal Railway Directorate . After Austria was annexed in 1938, it operated briefly as the Innsbruck Railway Directorate before it was dissolved on July 15, 1938. The route was subordinated to the Reichsbahndirektion Munich . After 1945 the ÖBB was re-established, the management structure from the time before 1938 was re-established, including the Federal Railway Directorate Innsbruck.

During the Second World War, the steep incline and the short train stations prevented a strong integration into the supply transport. In 1945 the Mittenwald Railway was considered strategically important by the Allies and a total of six air raids were carried out against the Gurglbach Valley Viaduct. The Inn bridge in Innsbruck was also the target of air strikes several times.

In 1950 there was an avalanche in the Martinswand siding in winter, in which a locomotive was completely buried. With the active help of French occupation soldiers, the railway could be cleared again. In 1968 the place was made safe again by the erection of an avalanche protection roof.

A new train station was built in Seefeld for the 1964 Winter Olympics and 105 special trains transported 53,000 passengers during the Games. With the 1976 Winter Olympics in Innsbruck and Seefeld, the Mittenwaldbahn had to expect another heavy passenger traffic, and all stations were equipped with electric light signals. The superstructure was also changed so that both DB and ÖBB locomotives could now use the route. Due to the large amount of bridge statics at the time, they could even do it in double traction . The Winter Olympic Games were mastered without any problems, as was the Nordic World Ski Championships in Seefeld in 1985.

In the 1980s, when many streets in Innsbruck were widened, it became necessary to partially rebuild the route that crosses Innsbruck using a high-rise construction, especially the bridges.

Despite the avalanche protection roof in the Martinswand siding, the first two wagons of the ICE multiple unit 1171 , which operated as ICE 1207, were caught in a mudslide and derailed there on June 18, 2011 . None of the 25 passengers were seriously injured.

In August 2013, the track system was completely renovated: the existing track was removed, the sub-base was renewed and the ballast bed was cleaned and re-laid. Then the tracks were re-laid by machine. In some parts a new contact line with contact line masts was built, the tunnels were also cleaned and got a new shotcrete shell inside. In addition, the safety system was modernized and digital train radio installed.

Routing

Railway systems in the Innsbruck area

Schlossbachgraben Bridge

The Karwendelbahn impresses with its bold route, planned by the engineer Josef Riehl . The route crosses the Inn on a steel bridge in Innsbruck ; it is run in the city as an elevated railway and as a slope section from Innsbruck to the west.

In March 1910, the first groundbreaking was done in the legendary Martinswand . The Martinswand, sloping steeply into the Inn Valley, and the rugged Schlossbachgraben presented the greatest challenges. The Schlossbach is overcome at a height of around 60 m above the water level by an iron arched truss bridge with a length of 66 m. The Finstertal Viaduct was built on the karst slope of the Hechenberg, slope viaducts in the Schlossbachgraben and the Kaiserstand Viaduct below the ruins offragenstein. In Reith the throat Bach Viaduct was built in Scharnitz the Isar bridge.

Many bridge structures are similar in their dimensions to the Swiss Albula Railway . While natural stone could be used there, concrete had to be used in Tyrol . The tunnel arches also had to be concreted because the rock cracked.

Scharnitz around 1912 with the new electric Karwendelbahn

The construction of the tunnel in the Martinswand was particularly complex because a 17 km long high-voltage line had to be laid from Innsbruck just to operate the construction machinery. Gasoline locomotives brought the rock to the dumps. Penetrating water interrupted the construction work on the west side of the tunnel, an electrical pumping system had to be installed. Due to the lack of space, the residential barracks on the east side had to be built far below on the steep edge. A funicular had to be built to transport workers and materials from the Inn Valley to the construction site.

The smallest curve radius of the Mittenwaldbahn is 200 m, the maximum gradient of 38 per mille was significantly higher than the 31 per mille of the Arlbergbahn or the 26 per mille of the Brennerbahn .

At Innsbruck Westbahnhof the route branches off from the Arlberg railway and reaches in Hötting the foot of the mountains to 580 meters above sea level. The apex on the Seefelder Sattel is 1185  m . This difference in altitude must be reached over the distance of 19.2 km. The route then drops with up to 30 per mille to Garmisch-Partenkirchen, where there is a connection to the route via Murnau and Weilheim to Munich and to the Ausserfernbahn via Reutte to Kempten (Allgäu) .

business

The Mittenwaldbahn is particularly important in regional and tourist traffic. The S5 line of the S-Bahn Tirol runs every hour from Innsbruck to Seefeld, about every second train continues to Scharnitz. On the German side, regional trains run every hour from Munich via Garmisch to Mittenwald, and every two hours to Innsbruck. From April 8, 2013, it was necessary to change trains in Mittenwald because the Deutsche Bahn trains previously used did not have the emergency brake override required in Austria . This situation continued until the new Talent 2 trains went into operation in December 2013.

The international long-distance traffic from Munich to Innsbruck mostly uses the longer but faster route via Rosenheim to Kufstein and the Unterinntalbahn , but the Karwendelbahn has always been used by long-distance trains that serve the tourist resorts nearby. Since the 2007 timetable, a pair of ICE Karwendel trains has been running on weekends from Berlin via Munich to Innsbruck with the intermediate stations Mittenwald and Seefeld via the Mittenwaldbahn.

See also : Karwendel (Zug)

Special car for the Karwendel Express

A4y-29b (formerly B4ü Bay 29) 25001 in the Bavarian Railway Museum in Nördlingen

In 1928, the Bavarian group administration of the Deutsche Reichsbahn had several lightweight wagons built by MAN in Nuremberg especially for the Karwendelbahn, and from 1930 they were used in the new Karwendel Express from Munich to Mittenwald and seasonally to Innsbruck. The train was specially designed for the needs of tourism . The carriages had a central aisle and large windows for a good view. They had a dark blue car body, the window area was light blue. There are the following 13 vehicles:

• five B4ü Bay 29 (later DB Aye 602)
• seven C4ü Bay 29 (later DB Bye 654)
• a Pw4ü-28

In 1932 the DRG built the following cars in anticipation of the Olympic Games:

• eight ABC4ü-32 (later DB AByse 619)
• 21 C4ü 32 (later DB Bye 658)

See also : "Karwendel type express train passenger car" in the article express train passenger car

future

In Garmisch-Partenkirchen there are plans to permanently reactivate the Kainzenbad stop, which has only been used for New Year's jumping since 1984 . However, the new platform is to be built southeast of the old stop on the other side of the tracks in order to better develop the ski stadium and the Garmisch-Partenkirchen Clinic. Deutsche Bahn would cover the costs of reactivation if a study to be carried out comes to the conclusion that 100 boardings are reached per day.

See also

• List of railway lines in Austria
• List of named railway lines in Germany

literature

• Joseph Riehl : General information about the Innsbruck-Mittenwalderbahn (Scharnitzerbahn). Lecture at the technical club Innsbruck on February 3rd, 1902 . Edlinger printing house, Innsbruck 1902, OBV .
• Joseph Riehl: Vischgauer and Fernbahn in relation to the Scharnitzer line. Lecture . Wagner, Innsbruck 1903, ÖNB .
• The Mittenwald Railway. In:  Der Naturfreund , born 1910, (XIV. Year), p. 102 f. (Online at ANNO ). .
• Josef Ernst Langhans: Karwendelbahn. Munich - Starnberg - Murnau - Garmisch-Partenkirchen - Mittenwald - Innsbruck, Murnau - Oberammergau . Hendschels Luginsland , Volume 30, ZDB -ID 53393-2 . Hendschel, Frankfurt am Main 1912.
• Narciss Lechner: The Karwendelbahn. (Lindau - Ulm - Kempten) Reutte - Lermoos - Ehrwald - Garmisch-Partenkirchen, (Augsburg - Munich) Garmisch-Partenkirchen - Mittenwald - Scharnitz - Seefeld - Innsbruck . Wagner, Innsbruck 1912, OBV , OBV , DNB 574580166 .
• Montanus:  Mittenwaldbahn. Old and new human things from Bavaria-Austria. In:  Der Naturfreund , born 1913, (XVII. Year), pp. 145–153. (Online at ANNO ). 
• Karl Innerebner, Heinrich von Ficker : The Mittenwaldbahn. Innsbruck - Garmisch-Partenkirchen - Reutte. Descriptions of the railway and the railway area . Schwick, Innsbruck 1913, OBV , ÖNB .
• Ludwig Th. Jakopp: The Mittenwaldbahn and its traffic area. Practical travel guide for the traffic area of ​​the railway lines . 3. Edition. German book printing company, Innsbruck 1913, ÖNB , DNB 574081453 .
• Wolfgang Krutiak: Mittenwaldbahn. Innsbruck - Garmisch-Partenkirchen. History, technology and regional studies of the Mittenwald and Ausserfernbahn Innsbruck - Garmisch-Partenkirchen - Reutte. 1 overview map . Slezak, Vienna 1976, ISBN 3-900134308 .
• Johann Stockklausner: Innsbruck – Garmisch-Partenkirchen – Reutte. A mountain railway is 75 years old . Eisenbahn-Journal-Sonderausgabe, Volume 1986,4, ZDB -ID 56734-6 . Merker, Fürstenfeldbruck 1987.
• Siegfried Bufe: Karwendelbahn Munich - Garmisch-Partenkirchen - Innsbruck . 2nd Edition. Bufe-Fachbuch-Verlag, Egglham 1992, ISBN 3-922138-45-4 .
• Markus Hehl: The Karwendel Railway . Eisenbahn-Kurier Special, Volume 60, ISSN  1434-3045 . EK-Verlag, Freiburg (Breisgau) 2001.
• Günter Denoth (Red.): … Over a distance. The Mittenwaldbahn Innsbruck - Garmisch - Reutte ... on the occasion of "90 years of the Ausserfernbahn" September 14, 2003 . Special publications on railway technology, volume 1. Self-published, Neugötzens / Innsbruck 2003, OBV .
• Werner Duschk, Walter Pramstaller (among others): Local and trams in old Tyrol . Self-published by Tiroler Museumsbahnen, Innsbruck 2008. 
• Stefan Wölk (Ed.): The Mittenwaldbahn . Bahnfotografie, Volume 3, ZDB -ID 2494061-6 . LOK-Report-Verlag, Berlin 2008, ISBN 978-3-935909-24-2 .
• Stefan Wölk (Ed.): The branch lines of the Mittenwaldbahn . Railway Photography, Volume 4, ZDB-ID 2494061-6. LOK-Report-Verlag, Berlin 2008, ISBN 978-3-935909-27-3 .
• Ralf Roman Rossberg : Mountain railway with three gold medals . In: railway magazine . No. 1/2012 . Alba publication, January 2012, ISSN  0342-1902 , p. 34-37 .
• Günter Denoth, Albert Ditterich, Helmut Petrovitsch, Claus-Jürgen Schulze: Between Martinswand and Wetterstein - The Mittenwald Railway . Association Railway-media-group, Vienna 2012, ISBN 978-3-902894-02-1 . - Table of contents (PDF; 70 kB).
• Franz Gemeinböck, Markus Inderst: Mittenwaldbahn. Innsbruck - Garmisch-Partenkirchen - Reutte in Tyrol . Kiruba classic, volume 2012,2, ZDB -ID 2541726-5 . Kiruba-Verlag, Mittelstetten 2012, ISBN 978-3-9812977-5-1 .
• Helmut Petrovitsch: 100 years of electrical operation of the Mittenwaldbahn . In: Eisenbahn-Revue International , ISSN  1421-2811 . Issue 4/2013, pp. 198–207, and issue 5/2013, pp. 249–253.

Movie

• SWR: Railway Romanticism - The Karwendel Railway - From Innsbruck to Munich (episode 633)

Web links

Commons : Mittenwaldbahn  - collection of pictures, videos and audio files

• The Mittenwaldbahn . In: Kuratorium für Technische Kulturgüter (Red.): Tecneum.eu , accessed on July 13, 2013.
• Tyrolean museum railways
• Mittenwaldbahn at mittenwaldbahn.de
• Mittenwaldbahn at bahnarchiv.net
• Photo album about the Karwendelbahn on eisenbahnen.at
• The Karwendelbahn ( Memento from November 1st, 2002 in the Internet Archive )
• Videos about the Karwendelbahn
• Pictures between Klais and Mittenwald in April 1985 by Jörg Klawitter
• Railway romance, episode 633: The Karwendel Railway - From Innsbruck to Munich
• Timetable north – south and south – north (via selection )

Individual evidence

1. ↑ https://www.youtube.com/watch?v=qqKifmjE5gk Youtube video at 1:40 pm
2. ^ ÖBB: Signaled train control operation on the Karwendelbahn , press release of the ÖBB of October 13, 2002.
3. ↑ ^{a b} closure of the Ausserfern and Karwendel lifts , orf.at of July 17, 2013, accessed on May 6, 2014.
4. ↑ Opening of the Mittenwald Railway. In:  Wiener Zeitung , No. 248/1912, October 27, 1912, p. 9, bottom right. (Online at ANNO ). .
5. ↑ The opening of the Mittenwalderbahn. In:  Innsbrucker Nachrichten , No. 248/1912, October 28, 1912, p. 8 f. (Online at ANNO ). .
6. ^ ^{A b} Ralf Roman Rossberg: Mountain railway with three gold medals. In: eisenbahn-magazin 1/2012, pp. 34–37
7. ↑ RGBl 1910/127. In:  Reichsgesetzblatt for the kingdoms and states represented in the Reichsrath , year 1910, pp. 301–306. (Online at ANNO ). .
8. ↑ From the Alps. (...) Garmisch-Mittenwald railway project. In:  Der Alpenfreund. Illustrated tourist magazine for the Alpine region , year 1896, No. 6/1896 (VI. Year), p. 61. (Online at ANNO ). .
9. ↑ From the Karwendelbahn. In:  Innsbrucker Nachrichten , November 5, 1912, p. 3 middle (online at ANNO ).
10. ^ Alfred Horn: 75 years of the Vienna light rail. "Between the 30s Bock and the Silver Arrow". Bohmann-Verlag, Vienna 1974, ISBN 3-7002-0415-9 , p. 92.
11. ↑ Deutsche Reichsbahn-Gesellschaft (Ed.): Official Gazette of the Reichsbahndirektion Mainz of August 6, 1938, No. 36. Announcement No. 488, p. 213.
12. ↑ Minutes of the parliamentary session of July 15, 1964, p. 2825 ( PDF  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this note. , 2, 4 MB, p. 37)  
13. ↑ Mittenwaldbahn back in operation. ORF.at , accessed on November 5, 2012 . 
14. ↑ After mudslides on the railroad tracks: Free travel again from Monday. (No longer available online.) Tiroler Tageszeitung Online, archived from the original on December 12, 2013 ; Retrieved November 5, 2012 . 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.  
15. ↑ Renovation and complete closure of the Karwendelbahn , Bezirksblätter Wildermieming from July 15, 2013, accessed on July 24, 2013.
16. ↑ ÖBB : The renovation of the Karwendel and Ausserfernbahn ( PDF  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. , 2.8 MB)  
17. ↑ Temporarily change in Mittenwald. (No longer available online.) Deutsche Bahn, formerly in the original ; Retrieved April 3, 2013 .  ( Page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.    
18. ↑ Description of the C4ü-bay 29 in: Horst J. Obermayer, Taschenbuch Deutsche Reisezugwagen , Franckh Verlag Stuttgart 1978, ISBN 3440-04589-7 , page 127
19. ↑ Lutz Uebel and Wolfgang-D. Richter (ed.): 150 years of rail vehicles from Nuremberg . EK-Verlag Freiburg 1994, ISBN 3-88255-562-9 , pages 130ff and 139
20. ↑ Merkur.de: Revival of a train stop , accessed on April 29, 2016
21. ↑ TMB literature recommendations . In: tmb.at , accessed on September 28, 2012.
22. ^ The Karwendelbahn - from Innsbruck to Munich. Broadcast on March 11, 2007, 4.15 p.m., SWR television . In: swr.de , July 14, 2008, accessed on July 13, 2013.

Remarks

1. ↑ An Imperial and Royal Railway Ministry did not exist until January 1896. - Joseph Dullinger: The Ministries of the Austrian Empire and the Austro-Hungarian Monarchy from the beginning of 1848 to the present - a chronology . Braumüller, Vienna (among others) 1901, OBV , p. 43.
2. ↑ Correction to inclusion on p. 152: Mittenwaldbahn. In:  Der Naturfreund , born in 1913, (17th year), p. 199, center left. (Online at ANNO ). .