Frankenbahn

Stuttgart Hbf – Würzburg-Heidingsfeld West
Route number (DB) :	4800 (Stuttgart – Bietigheim-B.) 4801 ( suburban tracks Stuttgart ) 4802, 4804 (Gütergl. S Hbf – S Nord) 4900 (Bietigheim-B. – Osterburken) 4910 (Gütergl. HN – Klingenb. – Hbf) 4120 (Osterburken– Heidingsfeld)
Course book section (DB) :	780 770 (Stuttgart – Bietighm – Bruchsal) 790.4, 790.5 (Stuttgart S-Bahn) 705 (Heilbronn – Eberb. – Heidelb.) 706 (Heilbronn – Sinsh. – Heidelb.)
Route length:	173.9 km
Gauge :	1435 mm ( standard gauge )
Power system :	15 kV 16.7 Hz  ~
Maximum slope :	15  ‰
Minimum radius :	312 m
Top speed:	Stuttgart – Neckarsulm: 140 km / h, Neckarsulm – Würzburg: 120 km / h
Dual track :	Stuttgart – Züttlingen, Möckmühl– Würzburg-Heidingsfeld West Ültg
Legend 0.0 Stuttgart Central Station 247  m Connecting track S 1 S 2 S 3 S 4 S 5 S 6 S 60 Filstalbahn to Ulm S 1 S 2 S 3 1.1 Overpass structure over the Filstalbahn (204 m) 1.4 Bft Stuttgart Hbf Gw Prague Gäubahn to Singen 2.3 Ehmannstrasse (56 m) 2.7 Stuttgart North Station 268  m Connection curve from the Gäubahn 3.5 Bft Stuttgart North Gbf Em 273  m 3.6 Prague tunnel (680 m) Feuerbach industrial railway 4.7 Stuttgart-Feuerbach 279  m Feuerbach industrial railway Feuerbach industrial railway 6.585 / 6.4 + 184 Stuttgart-Zuffenhausen 281  m 6.4 + 201.3 6.6 + 0.0 Distance jump 4801 Black Forest Railway to Weil der Stadt S 6 S 60 to Kornwestheim Rbf SW / SO 8.2 High-speed route to Mannheim Connection from S-Untertürkheim –SFS / –Rbf Schusterbahn from Stuttgart-Untertürkheim 10.5 Kornwestheim Pbf 301  m 12.2 Junction Kornwestheim Karlshöhe from Kornwestheim Rbf Nord-Ost from Kornwestheim Rbf Nord-West 14.0 Ludwigsburg 295  m Route to Backnang S 4 Route to Markgröningen 17.6 Asperg 268  m 20.2 Tamm (Württ) 250  m Line from Backnang (until 1945) 23.6 Bietigheim-Bissingen S 5 220  m Westbahn to Bruchsal 28.0 Bk forest 28.5 Enz , B 27 (205 m) 29.802 Besigheim 192  m 30.400 Awanst Besigheim BASF (until 2014) 32.032 Walheim (Württ) 185  m 34,900 Kirchheim (Neckar) Gla Fa Cronimet (Awanst) 35,151 Kirchheim (Neckar) 180  m 36.400 Kirchheim Tunnel (584 m) former Zabergäubahn from Leonbronn (until 1995) 40.511 Lauffen (Neckar) 172  m 46.475 Nordheim (Württ) 163  m 48.000 Klingenberg (Württ) 161  m 49.200 Heilbronn-Klingenberg (since 1975) 50,200 Heilbronn Gbf Süd 50.600 Heilbronn-Böckingen 159  m 51.242 Heilbronn Gbf formerly to the Kraichgaubahn Kraichgaubahn from Karlsruhe S 4 52.000 Heilbronn Canal Harbor (107 m) Heilbronn port railway Stadtbahn HN West-Ost (since 2001) S 4 52.4 + 157 Heilbronn main station 158  m 52.4 + 204.0 52.6 + 0.0 Distance jump 4900 Hohenlohebahn to Crailsheim 53.100 Neckar (60 m) 53.300 B 39 (61 m) Heilbronn industrial railway 53.903 Heilbronn Sülmertor 156  m Light rail HN north 54.700 Industrial bridge (59 m) 57.600 Neckar valley bridge on the A 6 (1350 m) Stadtbahn HN Nord from HN Harmonie S 41 S 42 58.160 Neckarsulm 155  m 58.691 Neckarsulm center 59.752 Neckarsulm north 62.000 Bad Friedrichshall - Kochendorf 155  m 62,082 Bad Friedrichshall Kochendorf Audi (Abzw) 62.145 Bad Friedrichshall - Kochendorf 155  m 62,600 Bad Friedrichshall Salt Works (Awanst) 62.700 Cooker (14 m) formerly Lower Kochertal Railway from Ohrnberg (until 1993) 63.763 Bad Friedrichshall main station 155  m Elsenz Valley Railway to Sinsheim S 42 Neckar Valley Railway to Neckarelz S 41 67.100 Duttenberg - Obergriesheim (until 1971) 156  m 68.830 Untergriesheim 160  m 73.578 Herbolzheim (Jagst) 161  m 75.121 Neudenau 164  m 78.699 Siglingen 176  m 81.618 Züttlingen 179  m 83.700 Jagst (144 m) 85.040 Möckmühl 181  m former Jagsttalbahn to Dörzbach (until 1988) 91.159 Roigheim 201  m 93.100 Seckach (47 m) 94,800 Sennfeld 217  m 98.044 Adelsheim Ost 232  m Line from Neckarelz S 1 101.8 00 81.287 Osterburken S 1 85.961 Rosenberg (Baden) 292  m 88.900 Hirschlanden 302  m 93.067 Eubigheim 333  m 95.400 Seewiese (Kehrbahnhof) 96,083 Eubigheim Tunnel (272 m) 99.700 Uiffingen 313  m 99.960 Regional border southwest / south 104.046 Boxberg-Wölchingen 260  m 105.900 Silent (bathing) 241  m 109.000 Undercover 251  m 110.900 Sachsenflur 206  m from Crailsheim 113.620 Koenigshofen (Baden) 192  m 116.080 Lauda 192  m to Wertheim 117.900 Lauda Railway Bridge ; Tauber (81 m) 118.416 Gerlachsheim 188  m 120.685 Grünbach ( Üst ) 122.923 Grünsfeld 205  m 126.481 Rooms (b Grünsfeld) 219  m 131.171 Wittighauser Tunnel (138 m) 131.671 Wittighausen (Hp Üst) 244  m 133.715 Gaubüttelbrunn 255  m 134.752 State border Baden-Württemberg / Bavaria 136.394 Kirchheim (Unterfr) (since 2001) 137.200 Kirchheim (Unterfr) (until 2001) 285  m 139.700 Freight loading point Moos (Unterfr) 143.242 Geroldshausen 318  m 148.600 Reichenberg (Unterfr) (until 1977) 251  m 149.410 Reichenberg (Unterfr) (since 2010) 152.400 Heidingsfeld viaduct on the A3 (664 m) 153.702 Würzburg - Heidingsfeld West 184  m Route from Treuchtlingen 154.015 Würzburg-Heidingsfeld West Ültg (Bft) Route to Würzburg Hbf

The Frankenbahn is a 180-kilometer-long railway line in the north of Baden-Württemberg and in the Lower Franconian part of Bavaria , which connects Stuttgart to Würzburg via Heilbronn . The name is derived from the Franconia region that is crossed for a large part of the route . The main line is now fully electrified and almost completely double- tracked.

designation

The term "Franconia Railway" for the rail route between Stuttgart and Würzburg is not a historical, but was until 1996 under the regionalization by the operator, the German Bahn AG (DB), and the ordering of local rail services are used, the Nahverkehrsgesellschaft Baden-Wuerttemberg , embossed.

In the timetable , the route is listed in table 780, which contains the branch Bad Friedrichshall Hbf - Mosbach-Neckarelz , which is to be assigned to the Neckar Valley Railway from a geographical, operational and historical point of view . Further course book tables that cover individual route sections are the numbers 790.4 and 790.5 for the Stuttgart S-Bahn .

Individual sections of the route have different official route numbers : The Stuttgart– Bietigheim-Bissingen section is assigned to the 4800 Stuttgart– Bretten route as part of the Württemberg Westbahn , the adjoining route to Osterburken has the number 4900. The continuation to Würzburg- Heidingsfeld is part route 4120, which historically begins in Mosbach-Neckarelz as part of the Baden Odenwaldbahn .

Other historical names for individual sections of the line are "Centralbahn" - this was the first Württemberg railway line Esslingen - Stuttgart - Ludwigsburg , "Nordbahn" - as a name for the extension to Heilbronn , "Untere Jagstbahn" or "Eastern fork railway" for the middle section from Bad Friedrichshall to Osterburken and "Odenwaldbahn" for the section on to Würzburg.

geography

The course of the route in the southern part largely follows different rivers, while the geographical conditions in the northern part made a route necessary that runs mainly across larger rivers. The course of the Neckar with many loops made a more complex route necessary in the south. With a straight line between Stuttgart and Heilbronn main train stations of around 40 km, the length of the railway line is around 50 km, while a continuous route along the Neckar would have meant a length of around 70 km.

This is why the line leaves the Stuttgart basin shortly after the train station and passes under the Pragsattel in a base tunnel . Along the outskirts of Stuttgart, the route continues to gain height in order to reach an apex along the plateau west of the Neckar near Kornwestheim . Passing the mountain and the Hohenasperg fortress near Asperg , the route approaches the Enz valley , which is reached near Bietigheim. The western railway branching off here crosses the Enz valley on the Bietigheimer railway viaduct at a height of about 33 m, while the stretch of the Frankenbahn to Besigheim der Enz almost reaches the river level. After the confluence of the Enz into the Neckar there, the route follows the Neckar valley with a lot of bends, with only one loop at Neckarwestheim being shortened by the Kirchheimer tunnel . In Heilbronn Hbf she meets the Kraichgaubahn and the Hohenlohebahn and has arrived in the Franconia region.

In Bad Friedrichshall-Jagstfeld, the route leaves the Neckar valley and heads northeast. It leads in the winding valley of the Jagst to Möckmühl upstream, from where it reaches the landscape of the building land to Adelsheim along the Seckach . The route runs along the Kirnau via Osterburken and the 333 m above sea level. NN highest station Eubigheim this route through the Eubigheimer tunnel , which crosses the watershed between Neckar and Main . Further to Königshofen , the route uses the valley of the Umpfer , which flows into the Tauber there .

The route then crosses the Tauber in the direction of Würzburg between Lauda and Gerlachsheim with the Lauda railway bridge and gains altitude along the Grünbach and Wittigbach streams, with the Wittighauser tunnel again shortening a loop. The following station, Gaubüttelbrunn, is still in Baden-Württemberg, the actual town is already in Bavaria. On this section of the route, the route crosses the fertile hill country of the Ochsenfurter Gau . From Geroldshausen the route descends through the Reichenberger Grund down to Würzburg- Heidingsfeld in the Main Valley.

history

From a historical point of view, the Frankenbahn was created from three different routes:

• of the Württemberg Central Railway between Stuttgart and Ludwigsburg, built until 1846,
• the Württemberg Northern Railway from Ludwigsburg to Heilbronn,
• the eastern fork lift between Heilbronn and Osterburken as a connection between the Baden and Württemberg railways and
• the Baden Odenwaldbahn between Osterburken and Würzburg , coming from Heidelberg built until 1866.

Besides the Odenwaldbahn and the Zentralbahn, there were no other railway lines in the region for the construction of the line.

→ Main article : Odenwaldbahn (Baden) # Development  and Zentralbahn (Württemberg) #Building history

Construction of the northern runway

The following important information is missing from this section:

The building history of the northern runway is completely absent

Help Wikipedia by researching and pasting it .

Construction of the fork track

On the basis of a state treaty concluded between Baden and Württemberg in 1864, a connection was established between the two railways, which was known as the "Lower Jagstbahn". This was built by Württemberg, led from Heilbronn via Jagstfeld to Osterburken and was opened between 1866 and 1869.

World War and later

Regional train from Stuttgart in front of the Kirchheim tunnel

In the period before the Second World War , several important express trains ran between Stuttgart and Berlin and after 1945 between Stuttgart and Hamburg , as this was the shortest connection between these two cities. For example, the route was used by these pairs of trains in 1934:

• D 11/12 Stuttgart– Berlin Anhalter Bahnhof
• D 13/14 Schaffhausen – Berlin Anhalter Bahnhof with through coaches from Rome
• D 15/16 Stuttgart – Berlin Anhalter Bahnhof

After the Second World War, the railway line was electrified; this began in 1959 from the south and was completed on June 1, 1975. In the period that followed, many train stations along the route - especially between Osterburken and Lauda - were abandoned. The Würzburg – Berlin axis via Schweinfurt , Meiningen , Suhl and Erfurt was interrupted by the division of Germany and not resumed after 1990 to the extent and offer as before. The Interregio "Rennsteig", which ran from Stuttgart to Erfurt and was the last long-distance train remaining on the Frankenbahn, was discontinued at the 2001 timetable change . In 1981, for example, one day and one night D-train pair each ran between Stuttgart and Hamburg with a stop u. a. in Heilbronn, Osterburken and Lauda.

On the other hand, there were improvements in local traffic: as part of the 2nd implementation contract for the Stuttgart S-Bahn from 1975, the line between 1976 and 1980 between Ludwigsburg and Bietigheim was expanded from three to four tracks and the last level crossings were removed. Due to the high traffic on the line - with more than 250 trains per day - the construction work was carried out in a large number of small steps, during which only one of the three main tracks was temporarily closed. S-Bahn service between Stuttgart and Ludwigsburg began on September 29, 1978, followed by the Stuttgart – Ludwigsburg – Marbach S-Bahn (S 4) in autumn 1980. At the 2010/2011 timetable change in December 2010, the Reichenberg (Unterfr) stop was reactivated. Since then it has been served by the regional trains between Lauda and Würzburg. In mid-December 2014, the S42 line of the Heilbronn Stadtbahn, which was put into operation at the 2013/2014 timetable change from Heilbronn city center to Neckarsulm station , was extended via Bad Friedrichshall Hbf and the Elsenz Valley Railway to Sinsheim (Elsenz) Hbf . At the same time, the new line S41 was put into operation, which runs from Bad Friedrichshall Hbf on the Neckar Valley Railway to Mosbach-Neckarelz and Mosbach (Baden) .

An application to provide for two additional tracks between Kornwestheim and Feuerbach as part of the Federal Transport Infrastructure Plan 2030 was rejected at the end of November 2016.

business

Regional Express RE1 from Mannheim to Heilbronn in front of the Bad Friedrichshall salt mine

passenger traffic

Regional Express on the single-track Jagstbrücke

The local transport lines from Stuttgart and Heilbronn / Würzburg were used by an average of 32,000 people on working days in 2014.

By December 2019, the total distance of was DB Regio with regional express trains on the drive on two-hour intervals, which are supplemented by some additional features. Regional trains coming from Ulm ran on the Stuttgart – Neckarsulm branch , as did the (Stuttgart–) Heilbronn – Osterburken section. Between Lauda and Würzburg there was a two-hour intervals with diesel railcars of the 628 series of Westfrankenbahn as a regional train.

In 2015 it was announced that DB Regio AG will hand over all lines within the Stuttgart network to the operators Go-Ahead and Abellio from 2019 . Since the timetable change in December 2019, Go-Ahead has offered line RE 8 (Stuttgart - Würzburg) every hour. The lines RE 10 (Stuttgart - Heilbronn - Mannheim) and RB 18 (Stuttgart - Heilbronn - Osterburken) are served by Abellio. The three lines complement each other in the VVS area at approximately 30-minute intervals.

With the change of provider, the use of modern train equipment in black-white-yellow country design is planned. The Talent-2 - and Talent-3 - multiple units of the manufacturer Bombardier should have air conditioning , bicycle and stroller parking spaces as well as WLAN , sockets and cell phone amplifiers . Due to delays in delivery of the new vehicles destined for the RE 10 line, passengers must first change in Heilbronn. DB Regio operates as a subcontractor with double-decker trains between Stuttgart and Heilbronn .

After frequent complaints about train cancellations, insufficient transport capacity and lack of punctuality after the change of operator since December 2019, DB Regio is to run double-decker cars on the route again on behalf of the state of Baden-Württemberg in order to bring about an improvement. In May 2020 it finally became known that the Ministry of Transport, in cooperation with GoAhead, was looking for a new operator for the Frankenbahn for a limited period of two years.

The hourly compression between Lauda and Osterburken is made possible by a financial contribution from the districts (status: 2018). For this purpose, the regional trains from Würzburg will be extended from Monday to Friday, and buses will run on weekends. If more than 500 passengers are transported on a regular basis during the three-year trial operation, the state will assume the entire operating costs in the future.

The Stuttgart - Bietigheim-Bissingen section is integrated into the Stuttgart S-Bahn network as the S5 line.

expansion

The Frankenbahn is almost completely double- tracked, only a 3.7 km long section in the area of ​​the bridge over the Jagst between Züttlingen and Möckmühl is single-track. By expanding this section, a cheaper timetable would be possible and delays would occur less frequently. Construction costs of € 22.3 million are expected for the implementation; it is the subject of a conflict between the state of Baden-Württemberg and DB Netz AG as the operator of the route infrastructure. While the state insists on expansion, Deutsche Bahn does not want to continue planning until it is financed by the state, regardless of whether the expansion takes place or not.

old (front) and new (rear) Enzbrücke shortly before dismantling the old structure (May 2006)

The 221 m long truss bridge over the Enz and the B 27 between Bietigheim-Bissingen and Besigheim , put into operation in 1874, was in a dilapidated condition and could therefore only be driven on at low speed. That is why it was completely replaced by a new building from 2004 to 2006. The next to the old bridge, built 205 m long follow-up structure consists of a five-span prestressed concrete - concrete box girder bridge and a steel truss trough bridge . As an extraordinary measure, a 130 m long subsequent section in the direction of Besigheim had to be secured due to a lack of geological stability with pile foundations over 40 m deep and a prestressed concrete slab, which is hidden in the dam for noise protection reasons . In December 2005, the main track leading north to Heilbronn was swiveled onto the new bridge, followed in June 2006 by the track leading south towards Bietigheim. The old construction was removed and scrapped, the immediate area renatured. The costs for the new building amounted to around € 17 million.

In June 2007, the Frankenbahn working group was founded by eleven neighboring communities along the route , aiming to significantly upgrade the Stuttgart – Würzburg connection. In addition to the restoration of the second track in the Züttlingen area and the elimination of the slow driving zones, it calls for continuous hourly intervals, as the Baden-Württemberg local transport company has been planning for several years, as well as the use of new vehicles with tilting technology in order to reduce travel times. These were (incorrectly) described as "longer than before the Second World War". The use of tilting technology vehicles was examined in an expert opinion as early as 1999, which determined a possible reduction in travel time from 88 minutes to 73 minutes and estimated the costs for the necessary infrastructure adjustments to be 65 million German marks . The Ministry of Transport assumes that the costs would be "many times higher" today.

In October 2018, the renovation work began in the Wittighauser tunnel , which by widening the tunnel cross-section also enables modern freight trains to meet. The construction work is to be completed by December 2019, with the renewed tunnel already being commissioned on September 11, 2019. During the main construction phase, the affected section of the route was completely closed.

outlook

The traffic forecast on which the Federal Transport Infrastructure Plan 2030 is based expects a traffic load of 360 trains (sum of both directions) between Stuttgart-Feuerbach and -Zuffenhausen, of which 164 long-distance and 196 regional trains. This corresponds to an increase of 32 long-distance trains compared to the reference case; no increases are planned for regional traffic.

In the middle of October 2019, the transport committee of the state parliament of Baden-Württemberg decided unanimously that the state should decide for “the capacity expansion of the northern inlet Feuerbach / Zuffenhausen by a 5./6. Track as a measure to implement the Germany clock "should use. This should close a gap between the end of the high-speed route and the start of the Stuttgart 21 infrastructure in Feuerbach. For this purpose, an approximately ten kilometer long tunnel between the high-speed line from Mannheim and the main station is being considered.

As part of a study financed by the state of Baden-Württemberg and carried out by Deutsche Bahn, measures to improve capacity and punctuality between Heilbronn and Osterburken are to be examined.

The Frankenbahn is to be integrated into the Stuttgart digital hub between Bietigheim-Bissingen and Stuttgart . A study from 2019 expects the use of optimized ETCS to reduce the minimum headway times by around 20 percent in the section between Zuffenhausen and Stuttgart compared to the signaling previously planned as part of Stuttgart 21.

Accidents

In June 1959, an express train collided with a fully occupied bus on a level crossing near Lauffen am Neckar, killing 45 people.

→ Main article : Lauffen bus accident

On August 12, 1984, a railway accident occurred in the area of ​​the southern entrance of the Vorbahnhof of the Heilbronn freight yard (station part Heilbronn-Klingenberg) when a night express train crossed a track change at too high a speed. Three people died, 35 were seriously injured and 21 were slightly injured.

→ Main article : Heilbronn railway accident

literature

• Hans-Wolfgang Scharf: Railways between Neckar, Tauber and Main . tape 1 : Historical development and railway construction . EK-Verlag, Freiburg (Breisgau) 2001, ISBN 3-88255-766-4 .
• Hans-Wolfgang Scharf: Railways between Neckar, Tauber and Main . tape 2 : Design, operation and machine service . EK-Verlag, Freiburg (Breisgau) 2001, ISBN 3-88255-768-0 .
• Hans-Wolfgang Scharf: The railway in Kraichgau. Railway history between the Rhine and Neckar . EK-Verlag, Freiburg (Breisgau) 2006, ISBN 3-88255-769-9 .
• Wolfgang Löckel, Nothing more going on at the Gräffinger Hof ..., in: BahnEpoche, No. 21, p. 8f.

Web links

Commons : Frankenbahn  - Album with pictures, videos and audio files

• OpenRailwayMap : route, operating points and permissible speeds
• Driver's cab ride on the Frankenbahn in 2009. Part 2 and 3 of a freight train journey from Fulda to Kornwestheim: Würzburg-Heilbronn on YouTube, Heilbronn-Kornwestheim on YouTube
• Tunnel portals of the Frankenbahn: Line 4800 , Line 4801 , Line 4900 , Line 4120
• Excerpt from the course book from 1944: p. 1 , p. 2 , p. 3 , p. 4
• Weblog about the Frankenbahn

Individual evidence

1. ↑ CXXVIII. One hundred and twenty-eighth session of the Chamber of Deputies. Monday, January 16, 1843. Under the presidency of President v. Guardian. In: G. Hasselbrink (Ed.): Negotiations of the Chamber of Deputies of the Kingdom of Württemberg at the Landtag from 1841–43. Volume 10, containing the protocols CXXVII - CXL. Stuttgart 1843, 36618813840011 at the Bavarian State Library, p. 3, 11, 12 and 17 ( limited preview in Google Book search).
2. ^ Jürgen Wedler: The Stuttgart S-Bahn 1981 - expanded to six lines . In: The Federal Railroad . tape 57 , 1981, ISSN  0007-5876 , pp. 681-688 .
3. ↑ Opening of the Heilbronn - Mosbach tram ( Memento from December 13, 2014 in the web archive archive.today )
4. ↑ Konstantin Schwarz: No chance for further rail expansion . In: Stuttgarter Nachrichten . tape 72 , November 24, 2016, p. 21 .
5. ↑ Oliver Stortz: Land of train drivers . In: Esslinger Zeitung . July 11, 2015, ZDB -ID 125919-2 , p. 6 .
6. ↑ ^{a b} Stuttgarter Netze: Bahn is subject to bidding competition. In: stuttgarter-nachrichten.de. November 18, 2015, accessed May 3, 2019 . 
7. ↑ ^{a b} News on the timetable change. In: vvs.de. Verkehrs- und Tarifverbund Stuttgart , December 10, 2019, accessed on December 29, 2019 . 
8. ↑ Christian Gleichauf: Crisis meeting in Stuttgart brings no improvements for the Frankenbahn. In: Heilbronn voice. January 14, 2020, accessed February 26, 2020 . 
9. ↑ Transport Minister puts Go-Ahead under pressure. In: Weblog about the Frankenbahn. January 16, 2020, accessed February 26, 2020 . 
10. ^ Christian Milankovic: Rail traffic in Baden-Württemberg: DB double-decker trains are returning. In: Stuttgarter Zeitung. February 20, 2020, accessed February 26, 2020 . 
11. ↑ Go-Ahead has to take a compulsory break - Ludwigsburg district - Ludwigsburger Kreiszeitung. Retrieved May 14, 2020 . 
12. ↑ SWR Aktuell, SWR Aktuell: Go-Ahead loses Frankenbahn order for two years. Retrieved May 14, 2020 . 
13. ↑ Experimental regional train service between Osterburken and Lauda. Ministry of Transport Baden-Württemberg, June 29, 2018, accessed on October 19, 2018 . 
14. ↑ PRESS RELEASE - Expansion of the Heilbronn – Würzburg railway line. (PDF; 261 kB) In: SCRITTI.Kommunikation. Baden-Württemberg Ministry of the Interior Press Office, February 17, 2006, accessed on February 9, 2014 . 
15. ↑ Example of the Frankenbahn: Regions are already victims of the Bahn's IPO
16. ↑ http://de.structurae.de/structures/data/index.cfm?ID=s0001208
17. ↑ http://www.bahnaktuell.net/News04/NKW17-04/Donnerstag/donnerstag.html
18. ↑ Mayors make Frankenbahn steam ( memento from September 30, 2007 in the Internet Archive ) - Rhein-Neckar-Zeitung from June 23, 2007.
19. ↑ Train travels to Stuttgart more often, but not faster . In: Main-Echo of September 27, 2010, accessed October 10, 2010
20. ^ Course book page from 1939 Course book page from 1939, accessed on July 14, 2012
21. ↑ Home bahn.de Timetable information Würzburg from 10:37 a.m. Stuttgart at 12:53 a.m., accessed on July 14, 2012
22. ↑ ^{a b} Landtag printed matter 16/1156 : Small inquiry from Abg. Dr. Wolfgang Reinhart CDU and answer from the Ministry of Transport: "Tilting technology for trains on the Frankenbahn line and expansion of the line"
23. ↑ Tunnel renovation in Wittighausen comes as planned in 2019 . In: mainpost.de . October 11, 2017 ( mainpost.de [accessed October 7, 2018]).
24. ^ The railway line between Lauda and Würzburg is free again. In: Rhein-Neckar-Zeitung . September 11, 2019, accessed September 11, 2019 . 
25. ^ German Bundestag (ed.): Bottleneck between Stuttgart-Feuerbach and Stuttgart-Zuffenhausen . tape 18 , no. 10925 , January 20, 2017, ISSN  0722-8333 , p. 3, 4 ([ BT-Drs. 18/10925 PDF file]).
26. ^ Christian Milankovic: Landtag puts pressure on rail expansion . In: Stuttgarter Zeitung . tape 75 , October 18, 2019, p. 21 ( online ).
27. ^ Christian Milankovic: Federal government is planning a new rail tunnel in Stuttgart . In: Stuttgarter Zeitung . tape 76 , March 13, 2020, p. 21 ( online for a fee ).
28. ^ Frankenbahn: Land commissions planning concept. In: vm.baden-wuerttemberg.de. Baden-Württemberg Ministry of Transport , March 26, 2020, accessed on June 27, 2020 . 
29. ^ Jens Bergmann: Digital node Stuttgart. (PDF) Declaration by DB Netz AG on content and objectives. DB Netz, April 21, 2020, p. 5 , accessed on April 24, 2020 . 
30. ^ Hannes Goers, Peter Reinhart, Rüdiger Weiß: Stuttgart node. (PDF) ETCS as a carrier for performance and quality improvements. In: vm.baden-wuerttemberg.de. DB Netz , DB Projekt Stuttgart – Ulm , January 9, 2019, pp. 25–31 , accessed on April 24, 2020 (German).