The line is owned by the Verkehrsverband Hochtaunus (High Taunus transport association, VHT).

The timetable is designed so that the trains that end in Bad Homburg always has a connection to S-Bahn line S 5 to/from Frankfurt.

The towns and district that are away from the line are connected to the Taunus Railway by bus services that are commissioned by the VHT.

Over the hill, after passing an old brickyard (which once have a siding), a curved section leads to Neu-Anspach, which was the only station that had been reduced to a halt (Haltepunkt, that is, has no sets of points) before the modernisation of the line.

A long run through open fields leads to Usingen, where the line's central signal box is located and trains are stored, assembled, disassembled and refueled.

This was formerly the location of the loading station of the 4 km-long narrow-gauge railway to a geyserite works (now Bremthaler Quarzitwerk)[3] and a siding from Raiffeisen Waren-Zentrale Rhein-Main (an agricultural cooperative).

The section with the steepest grade (up to 2.147%) begins there; Wilhelmsdorf station, which is at the end of it, is a good 390 metres above sea level.

After another slight climb past the junction of the BGS camp, the line reaches its high point at the edge of the forest.

The continuation of the line, on the route of the original Solmsbach Valley Railway (Solmsbachtalbahn), climbs past the former Jägerhaus timber loading point, which was used in freight operations from 1913 to 1985 and for passenger traffic from 1954 to 1981, and immediately afterwards passes through the Hasselborn Tunnel, which passes through the border into the Lahn-Dill-Kreis.

During the war, it was originally supposed to be used for the safe storage of the special trains of Adolf Hitler while he was in the nearby Adlerhorst.

Due to the increasing air raids on Frankfurt around 1941, the VDM copper works at Heddernheim shifted parts of the war production here and used forced labourers, which is commemorated on a plaque near the south portal.

[4] Shortly after the end of the tunnel is the new halt of Hasselborn which was moved from the old station about 100 metres closer to the village in 1999.

[2] The line from Grävenwiesbach to Friedrichsdorf (a station now served by the S-Bahn) was still open but threatened with closure, but it was taken over by the VHT in 1989.

The T-Bahn of the FVV was transferred on 26 May 1995 to the newly founded Rhein-Main-Verkehrsverbund (RMV) and received the regional route number of 15 with services at 30-minute intervals.

In 1996, the Lahn-Dill-Kreis acquired the route of the eight-kilometre-long railway line between Brandoberndorf and Grävenwiesbach from DB AG and transferred it to the VHT.

At the change of timetable on 9 December 2007, the control system was integrated with the signal boxes to clearly indicate departure times and any delays.

[12][13] This would allow the existing class 423 sets would be used—which would create no additional costs—but new vehicles would need to be procured for electrical operations to Grävenwiesbach.

[14] However, municipal committees and parties have demanded the electrification of the line beyond Usingen to Grävenwiesbach[15] and Brandoberndorf, which would make its implementation uncertain.

[16] On 18 May 2015, the district council of the Hochtaunuskreis unanimously voted to commission the Hochtaunus transport association to carry out the electrification of the Taunus Railway for the conversion to electrical operations at the timetable change in December 2019.

[18] In mid-February, a cooperation agreement between the Verkehrsverband Hochtaunus and the Rhein-Main-Verkehrsverbund was concluded, after which the RMV promised to bear half of the planning costs of €4 million.

The planning approval procedure would be initiated (according to the assessment at that time) in 2017 and the construction work would begin at the earliest in 2018.

The changeover would occur at the earliest at the timetable change in December 2020 with the introduction of operations under a new contract for the Taunus-Netzes (Taunus network).

[23] At the beginning of November 2014, it was announced that the Rhein-Main-Verkehrsverbund and Alstom had agreed to use new railcars with fuel cell propulsion (iLINT) on the lines of the Taunus network (12, 13, 15 and 21) from 2018 at the earliest.