The Ulm–Friedrichshafen railway line, also known as the Württemberg Southern Railway, is a double-track main line in Baden-Wuerttemberg. It runs from Ulm via Biberach an der Riss, Aulendorf and Ravensburg to Friedrichshafen. It was built between 1846 and 1850 and doubled between 1905 and 1913. created during this period numerous station buildings are also new. The Südbahn continues the kilometerage of the Filstalbahn, Zero kilometers is therefore the old Stuttgart central station. The route is part of the overall network of the Trans-European Transport Network. The track was tested between March 2018 and December 2021 for a speed of up to 160 km/h - instead of before 140 km/h - expanded and electrified, which required several closures with rail replacement services. track date: Route number (DB): 4500 Timetable range (DB): 751; 306 (1963) Route length: 103.570 km Track width: 1435 mm (standard gauge) Course category: D4 Power system: 15KV 16.7Hz ~ Top speed: 160 km/h Duplication: continuous History until 1945: Under the technical direction of the Oberbaurat von Gaab, its consultants examined Autenrieth and Bühler from 1836 to an economic connection between Ulm and Friedrichshafen. As an alternative, a canal connection was under Use of cracks and shots considered, compared to a double-track railway connection, although slightly higher construction costs but promised a considerably easier operational process. With the law on the construction of railways On April 18, 1843, the state of Württemberg finally decided to build several railway lines, which turned out to be Northern, western, eastern and southern railways should be added to form a network that would meet the most urgent transport needs of the Kingdom should cover. The Southern Railway was part of a continuous railway connection from the navigable Neckar in Heilbronn via Stuttgart and Ulm to Friedrichshafen on Lake Constance. The straight connection from won among various route alternatives Ulm to Friedrichshafen.[4] The Ravensburg–Friedrichshafen section was opened on November 8, 1847 as the first isolated section. The Biberach an der Riss–Ravensburg section followed on May 26, 1849, and the rest of the line from Ulm on June 1, 1850. Initially, freight trains ran with one locomotive brought in on wagons and nine wagons Passenger transport as an island operation, so Friedrichshafen had its own workshop from the start, since it didn’t have one There was a connection to the railway workshop in Esslingen. With the closing of the gap in the Ostbahn between Stuttgart and Ulm via the Geislinger Steige on June 29, 1850, the Royal Württemberg State Railways the race to Lake Constance: The Royal Bavarians State railways reached the lake three years later, the Grand Ducal Baden State Railways only thirteen years later. On November 29, 1905, the second track between Meckenbeuren and Friedrichshafen was put into operation. Until 1913 the entire route was double-tracked for war economy reasons. 1945 to 2000: After the Second World War, several railway stations were built over the years, located far from the villages were shut down. Likewise, with the exception of the Herbertingen–Isny railway, all of them were used by the Southern Railway branching lines closed for passenger traffic. In addition to regional traffic, long-distance express trains also ran on the line - around five pairs of trains in the summer of 1963 other Dortmund-Innsbruck and Kiel-Lindau. From the 1990s, Interregios of the Saarbrücken–Lindau route ran on the route, from 1999 except for a pair of trains shortened and only between Stuttgart and Karlsruhe. From July 1, 1993, diesel railcars of the type NE81 of the am Bodensee-Oberschwaben-Bahn GmbH (BOB), also known as the "Geißbockbahn", was founded on October 15, 1991 between Friedrichshafen and Ravensburg, which were extended to Aulendorf in 1997. As early as 1994, the BOB had to procure additional cars due to the high demand, and in some cases they also borrowed them car e.g. B. from the Hohenzollerische Landesbahn (HzL). Partly with the commissioning of the "Geißbockbahn" train stations that have since been shut down have been reactivated. In order to cope with the traffic volume, which has meanwhile continued to increase since the autumn of 1998, railcars of the Stadler Regio-Shuttle RS1 type have also been operating on the Southern Railway. On the northern section of the southern railway, DB RAB took over local transport services. Thus, in 1999, the branch line Laupheim West–Laupheim Stadt, the last remaining section of the Laupheim West–Schwendi railway line, reactivated and the journeys to Langenau tied through to the Ulm–Aalen railway line. Since 2001: In 2001, the Interregios running on the route were shortened to one pair of trains on the Karlsruhe–Ulm route. With the abolition of this type of train at the end of 2002, the remaining Interregio train pair was replaced by an Intercity Münster (Westf)/Dortmund-Lindau-Innsbruck replaced. As a replacement for the Interregios, the Interregio-Express (IRE) type of train was introduced on December 15, 2002. In July 2008, the district of Biberach and Deutsche Bahn AG also decided to set up a train at Laupheim West station Approximately 400 meter long connecting curve from the Südbahn (Biberach side) to the existing line from Laupheim West to build Laupheim town. This means that regional trains will have direct connections from Biberach via Laupheim city to Ulm possible. The construction work for this started in June 2009 and was completed in June 2011. In the course of With this expansion, the entire signaling system in Laupheim West station was modernized. There is a draft by the Donau-Iller regional association for the integration of the Ulm – Aulendorf section into the Regional S-Bahn Donau-Iller. In addition, in the course of planning for the Regio-S-Bahn, a new connection to the Ulm-Sigmaringen railway was built between Erbach and Ehingen examined, but discarded again. To compensate for the timetable effects of Merklingen - Schwäbische Alb station, measures are to be taken on the southern railway Amount of three million euros planned.[10] The additional stop will increase the travel time Regional trains between Stuttgart, Ulm and Friedrichshafen by two minutes. Operation: Until December 2021, class 612 diesel multiple units ran every two hours as the Interregio-Express to Basel (Line IRE 3) and push-pull trains with locomotives from the 218 or 245 series and double-deck coaches as a regional express (also classified as Interregio-Express until 2017) every hour from Stuttgart to Lindau as RE 5. An exception to this is a timetable path that is occupied by the Münster–Innsbruck IC train pair. Hourly Regional trains running on line RB 51a between Ulm and Biberach (Riss) Süd and line RB 91 between Aulendorf and Friedrichshafen were operated with class 650 railcars owned by DB RAB, BOB and HzL. The only pair of Intercity trains was pulled by a class 218 double traction. The major transport contract between the state and DB Regio on which regional transport is based on the route ended in 2016. The follow-up contract was tendered at the end of December 2014 and awarded again to DB Regio in March 2016. Although the contract, which runs until 2023, came into force in December 2016, it only became effective on January 16, 2017 signed. The part for the so-called network 2, the line Stuttgart-Ulm-Friedrichshafen-Lindau, comprises 2.6 million train kilometers per year, of which around 94,000 train kilometers per year are in Bavaria. From then on, the Interregio-Express line Stuttgart-Ulm-Friedrichshafen ran hourly with renovated double-decker coaches with air conditioning, new seats, sockets in the seat and WiFi. In winter 2017/2018 there was criticism of DB Regio because of crowded trains and delays. Route: The southern railway leaves Ulm main station in a right-hand bend southwards and initially runs directly along the north bank the Danube. As the river then turns south, the route follows the western foot of the Danube valley. at Erbach, the latter is crossed in a straight line to the south over its full width and the Danube is bridged. In the valley floor Riß then continues in a straight line southwards, touching Biberach and at Winterstettenstadt through the local river Terminal moraine topography changed westwards into the Schussental. At the level of the former Wattenweiler station the route overcomes the watershed between the Danube and the Rhine. From Bad Schussenried, the line turns south again and after Aulendorf the waters enter the river Schussentobel to Wolpertswende. South of it via Ravensburg, it's very straight again in the wide valley floor to Oberzell. Before Meckenbeuren you follow a valley narrowing, from Meckenbeuren it goes straight on to about Lochbrücke, where the southern railway bends on its last kilometers from the Schussental southwest to Lake Constance and reached Friedrichshafen Stadt train station. Cultural history of the route: The section between Erbach and Biberach runs dead straight, past villages. the kingdom of wuerttemberg, which had no coal deposits wanted to take its trains to Lake Constance by the shortest possible route; threatened in the short term even the bypass of Biberach. In the song Auf de Schwäbsche Eisebahne the stations of the line are mentioned ("Stuttgart, Ulm and Biberach, Meckenbeuren, Durlesbach"). On the route, Durlesbach comes before Meckenbeuren; the different order in the lyrics is due to the rhyme, but corresponds to the importance of these stations in decreasing order. Since Durlesbach station is located away from the settlements in the Schussental, it was named after the stream that flows out there named. This station originally served to connect the city seven kilometers to the north-east Bad Waldsee, but lost this function with the opening of the first section of the Herbertingen–Isny line on July 25, 1869. In the same year, the tracks at Durlesbach station were expanded to use it instead for the Wood loading (also for export to Switzerland) to use. After the revival (1870) of two kilometers east located in Klosters Reute, the train station gained new relevance for the numerous visitors. Since the advent of Automobiles, however, Durlesbach steadily lost in importance until the station - finally only one stop with "Stop on application for hiking groups" - was finally closed in 1984. Today, the station building houses an art gallery with a café as the "Culture Station Durlesbach". A memorial train with Geißbock, Bauer, Weible und Konducteur (René Auer,[62] 1991) is reminiscent of the well-known song with the sad end of the billy goat, which had been tied to the end of the train by its owner - as he had done from his trips with the stagecoach was used to. From June 22, 2013 to January 19, 2014, a special exhibition on the history of the Southern Railway took place in the Biberach Museum. In 2020, at the International Lake Constance Conference, it was decided to implement the Lake Constance S-Bahn. There should be one new study "Bodanrail 2040" will be launched after the old concept "Bodan-Rail 2020" will no longer be pursued from 2010 became. The Ulm–Friedrichshafen route would be part of this project. Ulm Central Station: Biberach (Riß): Friedrichshafen Stadt: I would be very happy if this track would also appear for the TS20xx. Kind regards BR430
