Rosenheim–Salzburg railway
Rosenheim–Salzburg Railway | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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double track 3 (Salzburg Liefering - Salzburg Hbf) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Electrification | 15 kV/16.7 Hz AC overhead catenary | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Operating speed | 160 km/h (99 mph) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The Rosenheim–Salzburg railway is a continuous double track and electrified main line railway almost entirely within the German state of Bavaria. It is an international transport corridor, linking Rosenheim to Salzburg in Austria.
History
Planning, treaty and Munich-Rosenheim-Salzburg Railway Society
The first plan for a railway line between Rosenheim and Salzburg was in Friedrich List’s proposal in September 1828, which laid out as the main lines of the Bavarian network, a line from Bamberg via Nuremberg, Augsburg and Memmingen to Lindau, another from Kitzingen via Nuremberg and Augsburg to Munich and a third from Günzburg via Augsburg and Munich towards Austria. Simon Freiherr von Eichthal, a banker to the King of Bavaria, also called for a railway from Munich to Salzburg in 1835. On 5 January 1836, von Eichthal began a preliminary investigation of the building of the line. A messenger of the Bavarian government reported to the Austrian government on 7 April 1836 on the planned construction of the line. In 1838, von Eichthal failed to raise the necessary funds to carry the plan forward.[2][3]
Negotiations with Austria began again in 1838. It was planned to build a connection from Salzburg to the proposed rail link from
Construction of the line
On 1 September 1851, construction began on the Großhesslohe bridge near Munich. Meanwhile, the necessary land was acquired for the other sections of the line. In 1852, with the acquisition of the construction work by the Royal Railways Commission (Königlichen Eisenbahnbaukommission), Friedrich August Pauli was appointed executive of the board. Eduard Rüber was appointed as an architect of the railway line and Johann Georg Beuschel as the chief engineer. New Royal Railway construction divisions were established Between Munich and Salzburg. They organized and carried out the construction work. In 1852, Royal Railway construction divisions were opened in Rosenheim and Traunstein in 1853, Royal Railway construction divisions followed in Prien am Chiemsee and Freilassing. Contracts were called for the construction of the line in a total of 26 sections. In May 1854, contracts for all works were let, except for those between Munich and Großhesselohe. The line from Munich to Großhesselohe was commissioned on 24 June 1854. Work only finally resumed after 21 April 1856, with the conclusion of the new treaty. On 31 October 1856 the Großhesselohe–Rosenheim line was opened on 5 August 1858. This was followed by the opening of the Rosenheim–Kufstein railway.
Construction work focussed on the Rosenheim–Kufstein line until early 1858 because the construction equipment was needed to complete the line on time. Further Royal Railway construction divisions were opened in Grabenstätt and Teisendorf. The construction work in the area of the Chiemsee and Simssee lakes progressed slowly. As the railway embankments slipped again and again, the embankments eventually had to be propped up with wooden scaffolding. A Roman settlement was also discovered during the construction work at Vachendorf. A trial run was operated on the Rosenheim–Traunstein section for the first time on 26 April 1860. This section is then put into operation on 7 May 1860. A trial run was operated on the section between Traunstein and Salzburg on 16 July 1860, which opened on 1 August 1860. On 12 August 1860, the entire line was opened in the presence of King Maximilian II and Emperor Franz Joseph. The celebrations lasted for three days.[4][5][6]
Construction costs totalled 10,204,649 million guilders, of which 8,073,432 million guilders were for the embankment and the superstructure, 568,301 million guilders for the station buildings and 522,642 million guilders were for supervision and management. These were average costs in Bavaria.[2][3][7]
Transport development in the country and railway duplication
In 1866 a branch line was opened from Freilassing towards
There was a big boom in freight and passenger traffic in the 1880s. In order for goods and people to continue to be transported by rail, it was decided to duplicate the main lines of the Bavarian railway network. In 1890, the line was already served of 26 pairs of trains, including six pairs of expresses. Thus, a law was passed on 29 December 1891 that authorised the duplication of the lines between Munich–Grafing, Rosenheim and the Austrian border at Freilassing and between Rosenheim and the border at Kufstein. This anticipated the rise in traffic during the coming years. The contracts for the duplication of the Rosenheim–Freilassing line were let as nine sections. Duplication began in 1893 between Rosenheim and
World War I and electrification
The scheduled passenger traffic was severely restricted during World War I, so that only four pairs of trains ran each way from the beginning of the war. The line, however, became an important military connection to Austria and the Balkans.
In 1921, there were plans for the electrification of the Holzkirchen–Rosenheim, Rosenheim–Kufstein and Rosenheim–Freilassing lines. When the plans were completed in 1923, the Deutsche Reichsbahn did not have the financial means to implement them. When the Deutsche Reichsbahn Company was founded in 1924, the electrification of the main lines was seen as a major goal. Therefore, the electrification of the Munich–Grafing–Rosenheim, Rosenheim–Kufstein and Rosenheim–Salzburg lines was now planned. Electrification was completed between Munich and Rosenheim on 12 April 1927 and between Rosenheim and Kufstein on 15 July 1927. Electrification commenced between Rosenheim and Freilassing in August 1927. The overhead line between Rosenheim and Traunstein was completed on 21 March 1928. Operations commenced on the Traunstein–Freilassing section on 19 April 1928. The required electricity was partly supplied by the Walchensee Hydroelectric Power Station. This was supplied through a substation in Rosenheim (completed on 5 March 1928), which was connected by a 110 kV transmission line to the power station. A substation was built in Traunstein, which was connected via another transmission line to the Rosenheim sub-station.
Second World War and reconstruction
During World War II the rail traffic was again severely restricted, as the railway was mainly used by military trains. Salzburg was the target of numerous air raids between 16 October 1944 and 1 May 1945. Salzburg station was also destroyed. Rosenheim station was destroyed by numerous bombs between 18 and 20 April 1945 and operations at the station were not possible after that. 100 people died in Traunstein and the station area was almost completely destroyed in air raids between 18 and 25 April. A further 70 people died in air raids on Freilassing station on 25 April 1945 and the station building and some adjacent houses were destroyed in the attacks. On 2 May 1945 a train with Jewish prisoners passed through Traunstein and the prisoners were taken off the train and shot in a wooded area. In the following days, numerous bridges around Traunstein was prepared for demolition. The demolitions were prevented by the surrender of Traunstein without a fight. The surrender the city of Salzburg without a fight was negotiated on Saalach bridge on 4 May 1945. After the war ended in May 1945, only a single track was usable on most of the line. Only single track operations were possible in Rosenheim station, on the Übersee–Traunstein–Lauter section, in Teisendorf station, in Freilassing station and on the Freilassing–Salzburg section. On 18 May 1945, the first trains were run again for the U.S. Army and the line was once again a major military route. In 1949, the line was still operable at only 85 km/h.
The station buildings in Rosenheim, Traunstein and Freilassing, which were destroyed by air raids in World War II, were replaced in Traunstein and Freilassing by wooden sheds; a small part of the building was preserved in Rosenheim and continued to be used along with newly constructed wooden sheds. In 1952, a new station was completed in Traunstein. New buildings were completed in Rosenheim and Freilassing in 1954. The buildings were all built in the same style and look similar to each other. The war damage to the line was not eliminated until the mid-1950s, when normal operations were restored.
Modernisation of the line until today
In the 1960s, the signalling systems were rebuilt along the entire route.
Upgrade between Freilassing and Salzburg
Between Freilassing and Salzburg there has been a massive upgrade in recent years and the Salzach bridge has been rebuilt with three tracks. The two existing tracks between the neighbouring towns are being rebuilt and are being supplemented by a third track to give the necessary capacity to enable regular interval operations on the Salzburg S-Bahn. The first of the four new stations on this section, Salzburg Taxham-Euro Park was opened in June 2006 and the Mülln and Aiglhof stations opened in December 2009. Liefering station was opened in December 2013.
In February 2013, Deutsche Bahn and the Federal Ministry of Transport signed a financial agreement for the upgrading of the line from the Austrian/German border to Freilassing to three tracks. Funding of €50 million, of which €8.5 million is EU funding, has been earmarked for this work.[8] The largest structure is an additional bridge over the Saalach.
Route
At
The next station is
Operating points
Rosenheim
The station was opened on 24 October 1857 with the Mangfall Valley Railway as a provisional station. Because of some delays, the permanent station was not opened until 13 November 1858. Due to a lack of space, the old station was closed and a new one was opened west of the old station on 19 April 1876. The Rosenheim locomotive depot (Bahnbetriebswerk) was also significant for the line.[10]
Today, the station is the seventh largest station in Bavaria with about 20,000 passengers each day.[11] It is used by about 150 regional and long-distance passenger services each day.
Landl (Oberbay) junction
The
Stephanskirchen station
The station was opened in 1860 with a crossing loop on the first single-track railway line. A loading ramp, loading road and a goods shed were available for goods traffic. Passenger traffic was abandoned on 31 May 1981 and freight traffic ended four years later on 25 November 1985.[14]
Simssee halt
The halt (Haltepunkt) was put into operation in 1934. It mainly served excursion traffic to the Simssee and was therefore served for many years only in the summer season. The station was closed on 28 August 1967.[15]
Krottenmühl halt
A halt for passenger traffic was opened in Krottenmühl on 15 October 1895; a few years later it was also used for freight traffic. A mechanical signal box has controlled the switches and signals since 5 February 1901. The freight and passenger traffic was discontinued on 31 May 1981.[15] The entrance building still exists.[16]
Bad Endorf (Oberbay) station
Bad Endorf station was opened in 1860. The station became a junction station when the branch line to Obing was opened on 15 October 1908. The Obing line was closed for passenger operations in 1986 and for freight in 1996. The line to Obing was reopened as a heritage railway in 2006.[17][18]
Rimsting station
In 1881, the halt of Rimsting was built so that king Ludwig II could visit the construction site of the New Herrenchiemsee Palace. 70 years later, in 1981, the station was closed for passenger traffic. A siding still exists for freight traffic. The station building, which was built in 1911 and is now heritage-listed, houses a cultural meeting place.[19][20]
Prien am Chiemsee station
The station was put into operation with the opening of the line in 1860. Here the Chiemgau Railway (Chiemgaubahn), which went into operation in 1878, branches off to Aschau. Since 1887, the station has also been starting point of the Chiemsee Railway (Chiemseebahn) to Prien-Stock.[21]
Bernau am Chiemsee halt
Bernau am Chiemsee station was opened in 1860. The station had two platform tracks and a third track and some sidings for freight. The station had a two-storey entrance building, which was extended in 1875 by two side buildings. A mechanical signal box was completed in July 1904. The station was downgraded to a halt in early 1980. Ten years later, freight traffic was abandoned.[22] The station building was renovated in 2003.[23]
Rottau crossover
Rottau station was put into operation in December 1920. It was used to load peat from the Rottau peat railway. In June 1988, the operations of the peat railway were abandoned and the station became a crossover.[24][25]
Übersee station
Übersee station was put into operation in 1860. It became a junction station in 1885 with the opening of the Übersee–Marquartstein railway. This ended in 1992 when the line to Marquartstein was closed.[26]
Bergen (Oberbay) halt
Bergen station was commissioned in 1860 with the opening of the line. The station was converted to a halt before 1990. The entrance building is heritage-listed.[27][28]
Traunstein station
The station was opened on 7 May 1860 with the Rosenheim–Salzburg railway. The station became a railway junction in the following years. Today there are connecting lines to Ruhpolding, Waging and Trostberg / Traunreut.[29]
Lauter (Oberbay) crossover
Lauter (Oberbay) station was opened with the opening of the Rosenheim–Salzburg railway. There were two platform tracks and another dead-end track with a loading ramp and a goods shed. The station was closed for passenger traffic in 1982 and for freight in 1990. Since then Lauter has been a crossover.[30]
Rückstetten halt
The Rückstetten block post has existed since March 1906 and passenger trains have also stopped there since 1908. The Rückstetten block post was closed in July 1969 and Rückstetten station was closed on 23 May 1982.[31]
Teisendorf station
Teisendorf station was opened with the railway in 1860. After its opening, the station had larger than usual passenger and freight traffic because a road ran from Teisendorf to Bad Reichenhall and Berchtesgaden. The station had two platform tracks and another track and several sidings for freight. Around 1900, a mechanical signal box was completed in Teisendorf; this was replaced in 1978 by a relay interlocking controlled using a track plan display.[32] Freight operations were stopped in the 1990s, except for a rail connection to an LPG depot. The entrance building has been privately owned since 2008.[33]
Niederstraß halt
A halt was established in Niederstraß in 1895; this mainly served the loading of peat from the surrounding area. After the First World War, it was also connected to its own narrow-gauge peat railway. Parts of it are operated as a museum railway operated by the Freunde Ainringer Moos e.V. The halt was closed for passenger traffic on 1 October 1978. The building has been privately owned since April 1984; it has been rebuilt and as a result it is no longer accessible to the public. The peat loading ended in May 1990.[34][35] After the realignment of the federal highway B 304 on 26 October 2015, the level crossing was closed and the barriers were dismantled. The siding for the former peat plant and the warehouse were already dismantled before the end of peat mining.
Freilassing station
The station was put into operation with the opening of the line in 1860 and served as a border station between Bavaria and Austria. In 1905, an important locomotive depot was opened in the station.[36] Today, the Freilassing Locomotive World (Lokwelt Freilassing) is located in the locomotive depot. It is also a stop of the Salzburg S-Bahn.
Salzburg Liefering yard
During the Nazi period, Liefering station was put into operation on 1 June 1943 exclusively for invited guests to Obersalzberg. It was no longer used for passenger services after the war. It remained in use, however, as a goods yard and operational yard. The station was reopened as a halt in December 2013 as part of the establishment of the Salzburg S-Bahn.
Salzburg Taxham Europark station
The line was upgraded for S-Bahn operations between Salzburg and Freilassing and received new stations. Salzburg Taxham Europark station was put into operation on 17 June 2006. The station has three platform tracks and is served by S-Bahn services and some regional services. The station was named after the adjoining Europark shopping centre.[37]
Salzburg Aiglhof halt
The S-Bahn halt of Salzburg Aiglhof was opened on 13 December 2009 and it served mainly by S-Bahn services, but it is also served by some regional trains. The halt is named after the adjacent settlement of Aiglhof. The building of the barrier-free island platform required the demolition of freight tracks. The platform is covered for 70 metres and has steps and lifts at both ends.[37]
Salzburg Mülln-Altstadt halt
The halt was opened for the S -Bahn operations between Freilassing and Salzburg on 13 December 2009. Like Salzburg Aiglhof, it is served mainly by S-Bahn and regional operations. It has a barrier-free island platform and there are lifts at the two exits. The halt is located directly on the banks of the Salzach and serves, inter alia, the Salzburg district of Altstadt (old town).[37]
Salzburg Hauptbahnhof
The station was opened simultaneously with the Rosenheim–Salzburg railway and the Austrian Western Railway in 1860.
Salzburg Hauptbahnhof developed into an international transport hub. It is now used by about 25,000 passengers daily.[38]
Viaduct near Traunstein
The viaduct that crosses the Traun was initially not built over the river. Instead the river was diverted under the viaduct prior to its formal opening on 19 July 1859. The viaduct is 105 metres long and has five 30 metre-high arches. The bridge is made of nagelfluh (a variety of conglomerate) with decorated keystones.[39] Ten people were killed during its construction.[40]
Current operations
Frequent local passenger services, long-distance passenger services run over the line.
The entire route is served by trains from Munich to Salzburg, which are operated by the
Train class | Route | Frequency | Operator |
---|---|---|---|
M | Munich – Rosenheim – Traunstein – Freilassing – Salzburg | Hourly | Bayerische Regiobahn
|
RB | ( Mühldorf – Freilassing – Salzburg
|
Individual services | Südostbayernbahn |
Bad Reichenhall – Freilassing – Salzburg – Golling-Abtenau – (Saalfelden) | Hourly | ||
Freilassing – Salzburg – Golling-Abtenau – Schwarzach-St. Veit | Hourly |
The
In the 2008 timetable a pair of Railjet services ran for the first between Budapest, Vienna and Munich.
Line | Route | Frequency |
---|---|---|
IC 26 | Königssee: München Ost – Rosenheim – Berchtesgaden |
1 train pair |
EC 32 | Wörthersee: (Münster (Westf) –) Dortmund – Essen – Düsseldorf – Cologne – Koblenz – Frankfurt – Mannheim – Heidelberg – Stuttgart – Augsburg – Munich – Rosenheim – Salzburg – Klagenfurt |
1 train pair |
EC 60 | Karlsruhe – Stuttgart – Ulm – Augsburg – Munich – Rosenheim – Salzburg | 1 train pair |
EC 62 | Frankfurt – Heidelberg – Stuttgart – or Saarbrücken – Mannheim – Stuttgart – Ulm – Augsburg – Munich – Rosenheim – Salzburg (– Klagenfurt / Graz / Linz) | Every 2 hours |
RJ 90 | Munich – (Rosenheim –) Budapest |
Every 2 hours |
RJ | (Zürich – Bregenz – Bludenz –) Innsbruck – Salzburg – Vienna – Vienna Airport (– Budapest) | Hourly |
Future
This route is part of the
References
Footnotes
- ISBN 978-3-89494-146-8.
- ^ a b "History of the Maximilian's Railway" (in German). Archived from the original on 14 May 2010. Retrieved 14 February 2013.
- ^ a b c Franzke & Mauerer 2010.
- ^ a b Bufe 1995.
- ^ a b Fritz 1980.
- ^ "History of the development of Mangfall Valley Railway" (in German). Mangfalltal-Bahn. Retrieved 14 February 2013.
- ^ Nachweisung über den Betrieb der Königlich-Bayerischen Verkehrsanstalten (in German). Munich: Royal Bavarian Railways. 1861.
- ^ "Ramsauer: Weitere entscheidende Etappen beim Ausbau der Bahnstrecke München – Mühldorf – Freilassing – Salzburg erreicht" (in German). Newstix.de. 14 February 2013. Retrieved 9 March 2018.
- ^ Kosmas Lutz (1883). Der Bau der bayerischen Eisenbahnen rechts des Rheins (in German).
- ^ Freundl 1985.
- ^ "Statement zum Spatenstich zum Umbau des Bahnhofes Rosenheim" (PDF; 17 KB) (in German). rosenheim.de. Retrieved 8 January 2018.
- ^ Franzke & Mauerer 2010, pp. 124–125.
- ^ "List of German signal boxes (Rosenheim)" (in German). stellwerke.de. Retrieved 10 March 2018.
- ^ Franzke & Mauerer 2010, pp. 125–126.
- ^ a b Franzke & Mauerer 2010, p. 127.
- ^ "Bilder des Bahnhofes Krottenmühl" (in German). kbaystb.de. Retrieved 10 March 2018.
- ^ "History of the Endorf–Obing railway" (in German). leo-online.org. Retrieved 10 March 2018.
- ^ Franzke & Mauerer 2010, pp. 128–130.
- ^ for Rimsting at the Bavarian State Office for the Preservation of Historic Buildings and Monuments (PDF)
- ^ "Website of the Rimsting Culture Station" (in German). Retrieved 10 March 2018.
- ^ Franzke & Mauerer 2010, pp. 133–135.
- ^ "Die Geschichte der Bahnstation Bernau". Heimatbuch der Gemeinde Bernau am Chiemsee (in German). Berg Adalberg. 1991.
- ^ Franzke & Mauerer 2010, pp. 135–137.
- ^ "Feldbahn" (in German). Torfbahn Rottau. Archived from the original on 28 March 2009. Retrieved 10 March 2018.
- ^ Franzke & Mauerer 2010, pp. 137–138.
- ^ Josef 1990.
- ^ for Bergen at the Bavarian State Office for the Preservation of Historic Buildings and Monuments (PDF)
- ^ Franzke & Mauerer 2010, pp. 140–142.
- ^ Franzke & Mauerer 2010, pp. 142–148.
- ^ Franzke & Mauerer 2010, pp. 148–149.
- ^ Franzke & Mauerer 2010, p. 150.
- ^ "List of German signal boxes" (in German). stellwerke.de. Retrieved 10 March 2018.
- ^ Franzke & Mauerer 2010, pp. 150–152.
- ^ Franzke & Mauerer 2010, pp. 152–154.
- ^ "Photographs of Niederstraß station" (in German). kbaystb.de. Retrieved 10 March 2018.
- ^ Enzinger 2003.
- ^ a b c "Ausbau Salzburg–Freilassing" (in German). ÖBB. Retrieved 11 March 2018.
- ^ "Salzburger Hauptbahnhof Ende der Umwege". Die Presse (in German). Retrieved 11 March 2018.
- ^ Staller, Alfred. "Der Viadukt. Wahrzeichen der Stadt Traunstein". Jahrbuch 1996 des Historischen Vereins für den Chiemgau zu Traunstein [1996 yearbook of the Historical Association for the Chiemgau to Traunstein] (in German). pp. 7–15.
- ^ Reports in the Traunsteiner Wochenblatt of 9 October 1859, 4 July 1858 and 4 November 1860.
- ^ "Der Nah- und Fernverkehr zwischen München und Salzburg" (in German). Pro Bahn. Retrieved 14 February 2013.
Sources
- Bufe, Siegfried (1984). Eisenbahn in Oberbayern Volume 2 (in German). Egglham: Bufe-Fachbuch-Verlag. DNB 840703619.
- Bufe, Siegfried (1995). Hauptbahn München–Salzburg (in German). ISBN 3-922138-57-8.
- Enzinger, Kurt (2003). Freilassing: Geschichte einer jungen Stadt (in German). Rupertus Verlag. ISBN 3-902317-01-9.
- Franzke, Armin; Mauerer, Josef (2010). 1860-2010: 150 Jahre Bahnstrecke Rosenheim – Salzburg (in German). Munich: PB Service. ISBN 978-3-9812639-2-3.
- Freundl, Stefan (1985). Der Bahnhof am Wegekreuz Rosenheim: Eisenbahngeschichte und Stadtentwicklung (in German). Leonhardt: Die Bücherstube. ISBN 3-922310-13-3.
- Fritz, Moderegger (1980). 120 Jahre Hauptbahn München – Rosenheim – Salzburg (in German). Traunstein.
{{cite book}}
: CS1 maint: location missing publisher (link) - Fritz, Moderegger (1982). Bedeutende Ingenieurbauten an der alten und neuen Hauptbahn von München nach Salzburg und an der Bahnlinie Rosenheim – Mühldorf (in German). Traunstein.
{{cite book}}
: CS1 maint: location missing publisher (link) - Hertwig, Roland (1995). Die Einheitselloks der DB (in German). EK-Verlag. DNB 945971206.
- Josef, Metz (1990). Übersee am Chiemsee – Dorfgeschichte im Bild (in German). Übersee.
{{cite book}}
: CS1 maint: location missing publisher (link)