Aspang Railway

Vienna Aspangbahnhof – Aspang
Course book route (ÖBB) :	Vienna Hbf – Wiener Neustadt Hbf: 720 Vienna Floridsdorf – Wolfsthal: 907
Route length:	85.241 km
Gauge :	1435 mm ( standard gauge )
Network category :	Vienna Aspangbahnhof – Vienna Central Cemetery: A Vienna Zvbf – Felixdorf: C
Route class :	Vienna Zvbf – Guntramsdorf-Kaiserau: D4 Guntramsdorf-Kaiserau – Felixdorf : C4
Power system :	Vienna Aspangbahnhof – Zentralfriedhof: 15 kV 16.7 Hz  ~
Maximum slope :	in the area of ​​the Pottendorfer line : 14.7  ‰
Minimum radius :	after the Traiskirchen train station: 370 m
Top speed:	120 km / h
Dual track :	Vienna Aspangbahnhof – Vienna Central Cemetery
Legend from the connecting railway 0.000 Vienna Aspangbahnhof 179  m above sea level A. Vienna St. Marx (Vienna Bio Center) 0.584 Landstraßer Hauptstrasse (17.50 m) 0.810 Grasbergergasse (8.50 m) 1.584 Landstraßer Gürtel (19.00 m) 1,821 (12.00 m) 1,864 Simmering Aspangbahn 184  m above sea level A. Vienna Geiselbergstrasse 2.327 Geiselbergstrasse (2 × 12.25 m) 3.293 Laaer Ostbahn (15.0 m) 3.397 Connection railway Vienna Erdbergerl. - Vienna Zvbf (15.8 m) 4,998 Vienna Central Cemetery 188  m above sea level A. "Cemetery loop" to Vienna central shunting yard Donauländebahn to Kaiserebersdorf Ostbahn from Vienna central shunting yard Eastern railway to Simmering crossing 6.140 Junction Laaerberg 190  m above sea level A. Donauländebahn to Oberlaa Provincial border Vienna / Lower Austria 10,360 Upper Lanzendorf 185  m above sea level A. 11.405 Maria Lanzendorf 183  m above sea level A. Start of re-routing Pottendorfer line End of realignment 16,556 Mödlingbach (8.0 m) 16.870 Laxenburg - Biedermannsdorf 190  m above sea level A. Neudorfer Strasse Laxenburg Railway 19.065 A2 (2 × 19.83 m + 2 × 35.13 m) 19,440 to the IZ NÖ-Süd Haidbach (14.2 m) 19.804 Connection of Scholz raw materials trading 20,936 Guntramsdorf -Kaiserau 23,170 Möllersdorf Aspangbahn 196  m above sea level A. "Main connecting line Möllersdorf – Traiskirchen" 24.636 Traiskirchen Aspangbahn 212  m above sea level A. Wing run of the Wiener Lokalbahnen to Tribuswinkel 25.378 Schwechat (17.0 m) 26.265 A2 (2 × 10.30 m + 2 × 21.20 m) 28.669 Trumau 202  m above sea level A. 29,454 Triesting (20.0 m) 30.719 Ober Waltersdorf 214  m above sea level A. 33,417 Tattendorf 236  m above sea level A. Local train Felixdorf – Tattendorf to Blumau-Neurißhof 35,330 Teesdorf 236  m above sea level A. 36.698 Gunselsdorf 37,804 Schönau Local railway Ebenfurth – Wittmannsdorf 39.261 Stora Enso Timber company 39,340 Wiener Neustädter Canal (3 m) 39.365 Stora Enso Timber company 40.083 Sollenau Aspangbahnhof 266  m above sea level A. Military train to Blumau-Neurißhof Local railway Ebenfurth – Wittmannsdorf to Ebenfurth Schneebergbahn to Steinabrückl 40.115 Maba company Southern runway from Vienna Hbf 41.372 Sollenau 264  m above sea level A. 42.672 Felixdorf 277  m above sea level A. Southern runway Pottendorfer line from Vienna Meidling 50,959 Wiener Neustadt Hbf 268  m above sea level A. Southern runway to Spielfeld - Straß Schneebergbahn to Puchberg am Schneeberg Mattersburger Bahn to Sopron 52.335 Junction Steinfeld to Wiener Neustadt exit station 53.217 Kehrbach (4.83 m) 54,305 Katzelsdorf 58.358 Lanzenkirchen 298  m above sea level A. 61.206 Schwarza (16.35 m) 61,580 Bad Erlach 312  m above sea level A. 63.710 Brunn ad Pitten 320  m above sea level A. 64.783 Pitten 325  m above sea level A. 65.115 temporary end of the route 66.653 Connection to the Hamburger paper mill 67.020 Sautern - Schiltern 337  m above sea level A. 68.086 Seebenstein 347  m above sea level A. 71.080 Gleißenfeld 360  m above sea level A. 73.010 Scheiblingkirchen - Warth 378  m above sea level A. 73.914 Kirchauer Bach (7.00 m) 73,950 Warth 378  m above sea level A. 74.023 Connection to WIN-Warth 74,926 Pitten (31.0 m) 76.180 Petersbaumgarten 391  m above sea level A. 77.013 A2 (3 × 15.40 m + 1 × 27.40 m + 1 × 8.10 m) 78.165 Edlitz - Grimmenstein 405  m above sea level A. 61.206 Pitten (16.35 m) 78.912 B55 (1 × 15.20 m + 2 × 15.40 m + 1 × 27.40 m + 1 × 8.10 m) 79,062 Pitten (37.60 m) 79,089 Connection Profümed 79.287 Factory canal (5.7 m) 79.330 A2 (2 × 16.85 m + 3 × 18.70 m) 81.281 Pitten (31.50 m) 82,340 Feistritz - Kirchberg 477  m above sea level A. 82.365 Connection Schmidt 83.678 Municipal road (2 × 4.95 m + 1 × 6.00 m) 84.887 Aspang 506  m above sea level A. 85.236 Former property border railway Vienna-Aspang / Wechselbahn 85.241 former end of the route Alternating path to Friedberg

The Aspangbahn is an Austrian railway line that runs from the former port of the Wiener Neustadt Canal in Vienna's third district, Wien-Landstrasse, via Wiener Neustadt to Aspang . It is the fragment of a large plan, a railway line that should lead from Vienna to Saloniki . Even today you can find kilometer stones with the initials “WSB” for “Vienna-Saloniki-Bahn” along the route .

The 85.241 kilometer long line was built by the private railway Vienna-Aspang (EWA) and opened on August 7, 1881 to Pitten and on October 28, 1881 to Aspang. Due to economic difficulties, the management was transferred to the Austrian Federal Railways on July 1, 1937 . On January 1, 1942, it was incorporated into the Reichseisenbahn property of the Deutsche Reichsbahn and thus nationalized. After the end of the Second World War , the Aspang Railway became the property of the Austrian Federal Railways .

history

In the great railroad construction fever during the founding period , there were also a number of projects in the area of ​​the Wiener Neustädter Canal, one of which was the pre-concession for the route Vienna - Laxenburg - Ebenfurth - Wiener Neustadt on November 30, 1869 and another on January 2, 1870 for the Wiener Neustadt – Pitten route. The company operating the shipping canal ("Erste Österreichische Schifffahrts-Canal-Actien-Gesellschaft") got involved in the planning on the basis of these developments and on June 4, 1872 received the concession for the construction and operation of a meter-gauge locomotive railway Vienna– Leopoldsdorf –Laxenburg– Leesdorf - Blumau , whereby the responsible ministry of trade requested an extension of the route from Dornau (today part of Schönau an der Triesting or Leobersdorf ) to Pitten and from Steinabrückl to Wöllersdorf .

The Habsburg interests on the Balkan Peninsula and the construction of a railway from Saloniki to Mitrovica opened up the possibility of continuing this line through the Sanjak and Bosnia as well as via the standard-gauge railway Banja Luka - Bosanski Novi - Dobrljin, which has existed since 1872, and further via the Croatian railway network to to Vienna, so that a direct connection Vienna – Zagreb –Saloniki would have been possible, bypassing Serbia and Hungary . Several partners in the Kanal-AG subsequently applied for this project (up to the Croatian-Bosnian border) and thus the AG received on June 27, 1874 the approval for preparatory work for the route Vienna – Aspang– Friedberg - Radkersburg – Croatian border . A Belgian company called “Société Belge de chemins de fer” was found to finance the project, but the banking and economic crisis in 1873 made the large-scale project illusory and the planning was therefore limited to the Vienna – Pitten – Aspang section. The line was finally licensed on November 28, 1877 after a complaint by the Südbahn-Gesellschaft had been rejected by the Constitutional Court. Construction work began immediately after the concession was granted. The construction costs amounted to 8,650,000 guilders.

Overview map of the Aspang Railway from 1882

The Aspang train station in Vienna around 1905

Aspang train station around 1885

The Rennweg Canal Harbor was chosen as the starting point, which was drained after shipping was stopped in July 1879. In 1880/1881 the Aspangbahnhof was built on this site , after which the railway used the route of the abandoned canal including the aqueduct over the Liesingbach for a few kilometers. This structure was blown up at the end of the Second World War, but temporarily repaired with steel girders in order to continue the route. The remains of the Liesingbach aqueduct were removed around 1980. From June 1880 the construction of the line began, with the infrastructure of the Südbahn-Gesellschaft being used in the " Péagebetrieb " between Felixdorf and Wiener Neustadt . A separate bypass east of Wiener Neustadt could not be realized.

Finally, after just over two years of construction, the line from Vienna to Pitten was opened to traffic on August 7, 1881, and the remainder of the line from Pitten to Aspang on October 28, 1881. The distance from Vienna Aspangbahnhof to Aspang was 85.447 kilometers, minus the Péage section it was 75.916 kilometers.

In order to get a connection to the connecting line Matzleinsdorf – Nordbahnhof, two connecting tracks were built and opened on October 21, 1881. A few Aspangbahn trains started in the Hauptzollamt station before 1914 , where there was a connection to the Viennese steam light rail . To distinguish them from that, they had signs similar to light rail vehicles with the inscription "Aspangbahn".

With the opening of the so-called “ Wechselbahn ” - the tenth and last Austrian mountain railway - on October 12, 1910, which closed the gap between Aspang and Friedberg / Styria. produced, the Aspangbahn received a further upgrade. The Wechselbahn (Hartberg – Friedberg – Aspang) made the connection with the local railway Fehring – Fürstenfeld – Hartberg (now called the Thermenbahn ) built by the Hungarian West Railway .

In the period after the First World War , the railway established itself as an excursion railway for the Viennese and in 1930 passenger traffic returned to pre-war levels. The train was very inexpensive and lured the Viennese into the " Bucklige Welt " with its sights and natural treasures.

The state management of the Aspang Railway took place in installments. From July 1, 1937, the Austrian Federal Railways took over the operation and shifted the passenger traffic more and more to the Südbahn, whereby the Aspangbahn between Vienna and Sollenau was degraded to a purely local railroad in passenger traffic. A direct consequence of this change of operator was the subsequent integration of the line to Teesdorf in the alternating traffic between the Viennese electric light rail and the state railway from October 31, 1937. On January 1, 1942, the "kk priv. Eisenbahn Wien-Aspang", as well like the Schneeberg Railway , incorporated into the Reichseisenbahn assets of the German Reich, with which the Vienna-Aspang Railway finally ceased to exist. Your concession would have expired until October 28, 1971.

During the Second World War , between October 1939 and October 1942, around 50,000 Jewish citizens were rounded up at the Aspangbahnhof in Vienna for a total of 47 transports and initially transported to collective camps known as ghettos , and later directly to Nazi concentration and extermination camps .

On January 17, 1962, electrical operation began on the route (junction Vienna Aspangbahnhof -) Vienna Aspangbahnhof – Zentralfriedhof (- Klein Schwechat).

In the period after the Second World War, the Aspang train station lost its importance. With the opening of the Rennweg express train station on May 23, 1971, passenger traffic at Vienna's Aspangbahnhof was abandoned, and in June / July 1977 the already desolate reception building was demolished. Only the freight traffic remained until the extensive expansion of the airport express train S7 until July 1, 2001.

Sollenau station, which opened on August 23, 1883 (with the opening of the Ebenfurth – Wittmannsdorf local railway ) , had already experienced the same fate . During the First World War, this was a large railway hub in Steinfeld . Due to the connection to the powder factories on the Mittel, the Sollenau station had to provide enormous transport services. On October 4, 1953, the former large railway station was devalued to a stop and loading point, on October 26, 1958 to a mere stop and all track systems were removed. On July 14, 1975, with the relocation of the line in the local area of ​​Sollenau, the “Sollenau Aspangbahn” stop was also closed.

The Aspang Railway today

The construction of the Kledering central marshalling yard also affected the routing of the Aspangbahn. While it used the Praterstern / Wien Nord station as a starting point in the 1970s, the Aspangbahn trains have been departing from Vienna Südbahnhof (eastern section) since May 27, 1979 and only returned to their original route via the eastern railway line after Kledering. The Viennese main line is now used by the Wiener Schnellbahn S7.

This route was changed again with the timetable change on December 12, 2004. The trains on the Aspangbahn departed from Vienna's Südbahnhof (south side); the journey, which was almost 15 minutes longer, led over the Südbahn to Vienna Meidling , on over part of the Pottendorfer line to the Donauländebahn and on to the Ostbahn . Only after the Kledering stop did the trains reach the main line of the Aspang Railway. In the 2008/09 timetable (timetable table 720), the trains again departed from the east side of Vienna's Südbahnhof (platforms 1–9). After the start of the 2010 timetable (in December 2009), the trains already ended in Maria Lanzendorf. From there there was a direct rail replacement service by buses to Vienna to Südtiroler Platz, because the Vienna South Station was replaced by the new Vienna Central Station (full operation started in December 2014).

However, the Aspangbahn was upgraded in the section from Wiener Neustadt to Aspang. In the course of the new network categorization of the ÖBB in 2000, this section was given the status of the "supplementary network" (second highest route category). Since 2002, the Aspangbahn between Aspang and Wiener Neustadt has been used not only by ÖBB trains but also by freight trains of the Styrian State Railways  (STLB), which transport car parts from Weiz to Bratislava : In Wiener Neustadt, however, these trains are taken over by ÖBB.

course

Originally the line began at the Aspang station in Vienna; the multiple changes and the current situation are described above in the chapter "The Aspang Railway Today". It runs via Laxenburg - Biedermannsdorf and Traiskirchen to Sollenau, then uses the tracks of the Südbahn from Felixdorf to Wiener Neustadt, then leads through the Pittental and ends in Aspang, which gave the line its name.

In 1910, a line from Aspang via the Wechsel to Friedberg - the " Wechselbahn " - closed the gap to the existing railway from Fehring via Hartberg to Friedberg , now the thermal railway . This enabled continuous traffic via Gleisdorf to Graz . However, since these routes did not belong to the EWA, they were not used by their vehicles.

Since the travel time from Vienna to Graz via the changeover is much longer than on the Südbahn via Semmering , the Aspangbahn is only of local importance. Express trains do not run on the Aspangbahn, the so-called “sprinters” need four hours from Vienna to Graz.

Today the section from Vienna central shunting yard to Felixdorf is referred to as the "inner Aspangbahn" and the section from Wiener Neustadt to Aspang as the "outer Aspangbahn". The route is not electrified.

"Inner Aspang Railway"

Reception building and track systems in Maria Lanzendorf station.

Reception building and signal box in Laxenburg-Biedermannsdorf station.

Reception building in the Trumau stop and loading point.

Listed reception building and goods store in the Oberwaltersdorf stop and loading point.

The reception building in Tattendorf station still has the typical Aspang railway ensemble and has therefore been placed under monument protection.

Note: Operations that no longer exist or that no longer exist for the Aspangbahn are shown in italics .

• ; Connection to the Vienna connecting railway
  • Opened October 21, 1881

• ; Vienna Aspangbahnhof
  • Opened August 7, 1881 as a terminus station
  • Adapted to a through station on October 21, 1881
  • Station with five main tracks and numerous side tracks, five platforms, boiler house with turntable, several ramps and goods stores, reception building with station restoration, two connecting lines in the station
  • May 23, 1971 passenger handling abandoned
  • 1977 reception building demolished
  • May 25, 1979 closed for operation of the Aspang Railway
  • Abandoned July 1, 2001
  • December 15, 2002 Recommissioning of the tunnel route for the airport express train "S7"

• ; Simmering Aspangbahn
  • Opened May 10, 1882 as a temporary summer stop
  • December 1, 1891 Conversion into a stopping and loading point called "Simmering Aspangbahn"
  • 1901 conversion to the train station
  • two main tracks, two side tracks, four connecting tracks in the station
  • 23 May 1971 passenger traffic ceased
  • May 25, 1979 closed for operation of the Aspang Railway
  • Abandoned July 1, 2001

• ; Vienna Central Cemetery
  • Opened August 7, 1881 as a train station
  • four main tracks, four side tracks, a siding in the station, locomotive shed, water tower
  • November 29, 1881 Junction station for the wing railway to Klein Schwechat
  • May 25, 1979 closed for operation of the Aspang Railway
  • December 15, 2002 restart for the airport express train "S7"

• ; Laaerberg junction
  • Opened October 28, 1881 for connection to Oberlaa station
  • 1916 Expansion with connection to the line to Simmering
  • Abandoned May 4, 1937
  • Rebuilt April 1, 1940
  • Abandoned May 1955

• ; Upper Lanzendorf
  • 19 July 1884 stop opened
  • Abandoned in 1901

• ; Maria Lanzendorf
  • Opened August 7, 1881 as a train station
  • four main tracks, two side tracks, four connecting tracks in the station
  • Today three main tracks with a side platform, a siding, two connecting tracks in the station

• ; Laxenburg - Biedermannsdorf
  • Opened August 7, 1881 as a train station called “Biedermannsdorf”
  • two main tracks, one side track, two connecting tracks in the station
  • May 22, 1932 after the discontinuation of the " Laxenburger Bahn " Mödling - Laxenburg name change to "Laxenburg-Biedermannsdorf"
  • today two main tracks with a side platform, a siding, a siding in the station

• ; Guntramsdorf -Kaiserau
  • Opened as a stop on February 1, 1899
  • August 1, 1899 extended to a stopping and loading point
  • Upgraded to a station in 1901
  • three main tracks, one siding
  • 1943 Extension with five side tracks for aero engine works east
  • 1947 Dismantling to a stopping and loading point
  • August 1, 1969 by creating the IZ NÖ-Süd again upgraded to a station
  • 1983 again expansion to three main tracks and six side tracks; four connecting lines in the station
  • 1984 Equipped with a track bridge scale
  • today three main tracks with a side platform, six side tracks, three connecting tracks in the station

• ; Möllersdorf Aspangbahn
  • Opened July 19, 1883 as "Möllersdorf stop" at km 23.330
  • abandoned around 1926
  • Reopened in 1944 at km 23.170
  • 1946 name change to "Möllersdorf Aspangbahn"

• ; Traiskirchen Aspangbahn
  • August 7th, 1881 station with the name "Traiskirchen" opened
  • three main tracks, two side tracks
  • January 28, 1900 connection to the line to Wienersdorf (today Tribuswinkel) of the Wiener Lokalbahnen
  • 1901 name change to “Traiskirchen Aspangbahn”
  • 1910 - 1955 connection to the “main connecting line Möllersdorf - Traiskirchen”, to which five connecting lines are connected
  • Today three main tracks with a side platform, a side track, a siding in the station

• ; Trumau
  • Opened August 7, 1881 as a train station
  • two main tracks, one siding
  • May 28, 1967 Conversion into a stopping and loading point
  • today mainline tracks with side platform, a siding with two connecting tracks

• ; Oberwaltersdorf
  • Opened August 7, 1881 as a train station
  • two main tracks, one siding
  • January 1, 1952 Conversion into a stopping and loading point
  • Today main track with side platform, a siding (may only be used for construction vehicles)

The reception building and the goods store are under monument protection ( list entry ).

• ; Tattendorf
  • Opened August 7, 1881 as a train station
  • three main tracks, a siding, water tower, two connecting lines in the station
  • May 15, 1928 - August 31, 1932 connection station to the Felixdorf – Tattendorf local railway (built in 1914 as a military towing railway)
  • today two main tracks with a side platform, one side track

The reception building, the toilet, the goods depot, the signal box and the water tower are listed as historical monuments ( list entry ).

• ; Teesdorf
  • Opened as a bus stop on February 20, 1886

• ; Gunselsdorf
  • Opened July 10, 1909 as a company switch
  • two main tracks
  • Abandoned September 1, 1925

• ; Schönau
  • Opened as a stop on March 20, 1884
  • Abandoned October 3, 1937

• ; Sollenau Aspangbahnhof
  • Opened August 23, 1883 as a station with the name “Sollenau Lokalbahn” with the opening of the Ebenfurth – Wittmannsdorf local line with four main tracks and two side tracks
  • subsequently expansion to six main tracks and three side tracks, four platforms (two of which are covered), locomotive shed, turntable, water tower; Reception building with station restoration
  • August 27, 1900 Connection of the Sollenau – Steinbrückl – fireworks line to the Schneeberg Railway
  • 1907–1927 connection station to the Blumau powder factory
  • 1915–1945 the station reached its greatest extent with eight main tracks, four side tracks and two groups of siding
  • August 19, 1922 Change of name to "Sollenau Hauptbahnhof"
  • October 28, 1922 name change to "Sollenau Aspangbahnhof"
  • October 3, 1937 the Schneebergbahn wing line was closed
  • May 1, 1939 name change to "Sollenau"
  • October 4, 1953, after the Ebenfurth – Wittmannsdorf local railway was closed, it was converted into a stop and loading point
  • October 26, 1958 Conversion to a stop, removal of all switches and tracks
  • Abandoned July 14, 1975

• ; Sollenau stop
  • originally only a stop for the southern railway
  • since July 14th 1975 also stop of the Aspangbahn (unoccupied)

• ; Felixdorf
  • Southern Railway Station

"Outer Aspangbahn"

Lanzenkirchen train station, formerly Klein Wolkersdorf.

Listed building of the Bad Erlach train station.

Seebenstein station under construction.

Listed building for the Scheiblingkirchen-Warth station.

Edlitz-Grimmenstein train station.

Aspang train station, 2008

Note: Operations that no longer exist are shown in italics .

• ; Wiener Neustadt Hbf
  • Southern Railway Station

• ; Steinfeld junction
  • Opened April 15, 1942
  • today part of the Wiener Neustadt Hbf train station

• ; Katzelsdorf
  • 19 July 1883 stop opened
  • Abandoned in 1899

• ; Lanzenkirchen
  • Opened August 7, 1881
  • three main tracks, one siding
  • until 1930 seat of a railway maintenance office
  • today: unoccupied station, two main tracks with a central platform, a siding
  • December 14, 2008 Name change from "Klein Wolkersdorf" to "Lanzenkirchen"

• ; Bad Erlach
  • The station opened on August 7, 1881
  • two main tracks and two side tracks, three connecting tracks in the station
  • May 1st, 1939 name change to "Erlach (Pitten)"
  • March 23, 1946 name change to "Erlach"
  • today: unoccupied station, two main tracks with a central platform
  • December 14, 2008 name change to "Bad Erlach"

The reception building is a listed building ( list entry ).

• ; Brunn on the Pitten
  • On July 19, 1883, the stop opened at km 63.714
  • October 2, 1882 - 1939 connecting line for the kk paper mill
  • 1929 - 1931 connecting line for the Pitten ore mine
  • October 1, 1938 Renaming to "Brunn (Pitten)"
  • July 1942 stop moved to km 63.817
  • March 23, 1946 Renaming to "Brunn an der Pitten"
  • October 15, 1952 - 1974 connecting railway for the Wüster company
  • unoccupied stop today

• ; Pitten
  • Opened August 7, 1881
  • three main tracks, two side tracks, water tower
  • September 1973 demolition of the water tower
  • today: unoccupied station, two main tracks with a central platform, a siding

• ; provisional end of the route km 65.115
  • August 7th - October 28th, 1881

• ; Sautern - Schiltern
  • July 19, 1883 Stop called "Sautern-Schildern" opened
  • April 15, 1949 Renaming to "Sautern-Schiltern"
  • 24 October 1900 to 14 July 1987 connecting line for the Hamburger company
  • unoccupied stop today

• ; Seebenstein
  • Opened October 28, 1881
  • two main tracks, one siding
  • October 7, 1910 railway master position abandoned
  • today: unoccupied station, two main tracks

• ; Gleißenfeld
  • July 19, 1883 Stop called "Gleissenfeld" opened
  • May 20, 1951 Renaming to "Gleißenfeld"
  • unoccupied stop today

• ; Scheiblingkirchen - Warth
  • October 28, 1881 station with the name "Scheiblingkirchen" opened
  • two main tracks, one siding
  • May 1, 1907 Change of name to "Scheiblingkirchen-Warth"
  • today: unoccupied station, two main tracks with a central platform, a siding

The reception building is a listed building ( list entry ).

• ; Warth
  • Requirement stop around 1930 (according to community chronicle), never officially appeared in the timetable

• ; Petersbaumgarten
  • 19 July 1883 stop opened
  • unoccupied stop today

• ; Edlitz - Grimmenstein
  • October 28, 1881 station with the name "Edlitz" opened
  • October 1, 1906 name change to "Edlitz-Grimmenstein"
  • today: unoccupied station, two main tracks with a central platform, a siding, a siding in the station

• ; Feistritz - Kirchberg
  • July 19, 1883 Stop called "Feistritzthal" opened
  • May 1st 1902 change of name to "Feistritz-Kirchberg"
  • Abandoned May 26, 1996

• ; Aspang
  • Opened October 28, 1881
  • four main tracks, four side tracks, boiler house, turntable (diameter 15.5 meters), water tower
  • 1910 Extension with four side tracks, a second boiler house (for the Imperial and Royal State Railways), enlargement of the reception building, construction of a station restoration
  • September 29, 1973 Demolition of the water tower
  • 1977 Demolition of both boiler houses, the turntable and all tracks of the train conveyor system
  • 1999 Reconstruction of all track systems and construction of a central platform
  • June 5, 2000 Commissioning of the remote control center for the entire route from Wiener Neustadt (exclusively) to Aspang in "simplified remote control operation" (previously "train control operation")
  • today: only a station with a dispatcher, four main tracks with a central platform, five side tracks

• ; Property line km 85.236
  • October 12, 1910 to January 1, 1942

• ; former end of the route km 85.241
  • October 28, 1881 to October 12, 1910 (commissioning of the changeover )

Flugelbahn to Klein Schwechat

Vienna Central Cemetery - Klein Schwechat
Route number :	191 01
Route length:	3,866 km
Gauge :	1435 mm ( standard gauge )
Power system :	15 kV 16.7 Hz  ~
Legend Aspangbahn from Vienna Aspangbahnhof 0.000 Vienna Central Cemetery 188  m above sea level A. "Cemetery loop" to Vienna Zvbf Main line of the Aspang Railway to Felixdorf 1,750 Central cemetery- Kledering 178  m above sea level A. “Schwechater-Loop” from Vienna Zvbf Donauländebahn from Oberlaa 3,866 Klein-Schwechat 171  m above sea level A. to Mannersdorf Donauländebahn to Vienna Albern Hafen Lst.

Vehicle use

Steam locomotives

Originally, only the steam locomotives procured by EWA were used on the route. After the Second World War, only the ÖBB 75 series was in use. On the Wiener Neustadt – Aspang section, the passenger trains were initially hauled by the ÖBB 75, ÖBB 77 , ÖBB 91.1 and ÖBB 93 series, while a pair of express trains from Vienna-Südbahnhof – Hartberg ran with the ÖBB 3071 series . The freight trains were run with the series ÖBB 58 and ÖBB 52 , but also with ÖBB 42 or ÖBB 91.1 if there was a lack of locomotives . In the last few years of steam operation only ÖBB 52, ÖBB 77 and initially also ÖBB 93 were used.

Diesel locomotives and railcars

With the advent Verdieselung appeared new vehicles on the Aspangbahn it came ÖBB 5041 , ÖBB 5042 , ÖBB 5044 / ÖBB 5144 , ÖBB 5145 , ÖBB 5046 / ÖBB 5146 , ÖBB 5081 , ÖBB in 2045 and later ÖBB 2043 , ÖBB 2050 and ÖBB 2143 to Commitment. The locomotives ÖBB 2060 , ÖBB 2062 , ÖBB 2067 and ÖBB 2068 were used for shunting . The railcars were replaced by ÖBB 5047 / ÖBB 5147 .

Since the beginning of 2005, only the railcars ÖBB 5022 (Desiro) from Siemens and ÖBB 5047 have been used on the passenger route , while the locomotives of the 2016 "Hercules" series are used for locomotive-hauled trains (mostly with City Shuttle trains) . Freight traffic is also mainly handled by ÖBB 2016 . 2143 and 2068 are to be observed in front of construction trains and in front of tunnel rescue trains guided for training purposes .

architecture

Historic water tower in Tattendorf station

The listed Tattendorf station still has the typical Aspang railway ensemble and is part of the Lower Austrian Industriestraße .

The stations of the Aspangbahn were created for the first time in Austria according to standardized type plans. The specifications for this came from a Belgian architect whose name is no longer known today. Even after more than 125 years, the standardized systems in some stations are still clearly understandable. A typical train station ensemble comprised the reception building with customer facilities (counter, waiting room), service area and official apartment on the upper floor; own toilet block; wooden goods shed with loading ramp and occasional water towers (in the train stations Zentralfriedhof , Laxenburg-Biedermannsdorf, Tattendorf, Sollenau, Pitten and Aspang). The main characteristics are the red-painted door and window frames, building edges and pilaster strips made with exposed bricks, which create a harmonious contrast to the light-colored plaster.

Only the train stations in Erlach (when the line opened) and Guntramsdorf (from 1901) deviated from these standards and were only built as single-storey buildings without an official apartment or toilet block. The Erlach, Pitten, Seebenstein and Aspang train stations were also equipped with verandas just a few years after they opened.

Between 1910 and 1930 this uniformity was lost in the course of equipping the stations with mechanical safety systems of type 5007. While the stations of the "inner Aspangbahn" (with the exception of Sollenau) were equipped with their own signal boxes, the security systems in Sollenau and on the "outer Aspangbahn" were installed directly in the reception building or in extensions that were built directly onto the reception building.

The outbuildings in many train stations were demolished and are therefore no longer there. Likewise, the facade of some train stations has been plastered and the buildings have been rebuilt in a postmodern manner. The original ensemble can only be seen in the original in the Tattendorf train station. Between 1978 and 1985, all buildings in Tattendorf station were renovated and restored according to the original. The station was then placed under monument protection and is part of the "Niederösterreichische Industriestraße". The historic water tower has been used as a film set several times.

criticism

Like all routes in the Vienna Basin, the “inner Aspangbahn” has few and mostly wide curves and from this point of view would allow a high route speed. The numerous unsecured level crossings as well as the partially poorly dimensioned and outdated superstructure only allow a slower pace.

For decades, the inner Aspangbahn with its sparsely occupied passenger trains has been passing the southern edge of the industrial center of Lower Austria South with around 10,000 jobs, while road traffic in the IZ regularly collapses at the start and end of work due to the flow of commuters. Although the industrial center has been calling for its own bus stop for years and a financial contribution has been promised, a committed local transport policy is currently not even rudimentary. With a simple loop to connect the Aspangbahn to the Pottendorfer line near Achau , modern railcars between Vienna Meidling - the start of the main S-Bahn line, the U6 stop and the option to change to a tram line and seven bus lines - and the industrial center of Lower Austria South would be attractive Travel times of 15 to 20 minutes are possible.

The ongoing expansion of the Pottendorfer line creates the infrastructural prerequisites for better local passenger transport services south of Vienna. In accordance with the strategic basis, the ÖBB target network 2025+, the 54-kilometer electrified route will be consistently double-tracked and expanded for a speed of up to 200 km / h. Two of the four sections (7 km + 21 km) are in the process of being upgraded or have already been upgraded. The section between Hennersdorf and Münchendorf submitted for an environmental impact assessment (EIA) in 2009 (including the swiveling of the Aspangbahn route) was completed in summer 2019. The route selection process has been completed for the new Ebreichsdorf section, and commissioning is scheduled for 2022.

gallery

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  Tattendorf station reception building

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  Entrance area to Tattendorf station

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  Historic water crane in Tattendorf station

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  Exterior view of the signal box in Laxenburg-Biedermannsdorf station

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  Interior view of the signal box in Laxenburg-Biedermannsdorf station

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  Class 5045 railcars entering Pitten station

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  ÖBB 5047.058 in Seebenstein station

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  Aspang train station from a bird's eye view

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  ÖBB 2143.063 + ÖBB 2016.013 in Aspang station

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  Celebrations 125 years of the Aspangbahn

See also

• List of railway lines in Austria

literature

• Hans Sternhart, Friedrich Slezak: Lower Austrian Südwestbahnen - Leobersdorf, Hainfeld, St. Pölten, Traisen, Kernhof / Türnitz, Wittmannsdorf, Piesting, Gutenstein, Pöchlarn, Scheibbs, Kienberg-Gaming . International Archive for Locomotive History, Volume 25. Slezak Verlag, Vienna 1977, ISBN 3-900134-35-9
• Paul Slezak (co-author): From the ship canal to the railroad. Wiener Neustädter Canal and Aspangbahn . Slezak-Verlag, Vienna 1981, ISBN 3-900134-72-3
• Festschrift: 100 years of the Aspangbahn . Self-published by the Union of Railway Workers, Vienna 1981
• Paul Slezak: Canal, nostalgia, Aspangbahn. Supplementary volume to the book "From the ship canal to the railroad" . Slezak-Verlag, Vienna 1990, ISBN 3-85416-153-0
• Gerhard Kletter : The Aspangbahnhof and the Vienna-Saloniki Railway . Sutton-Verlag, Erfurt 2006, ISBN 3-89702-928-6
• Josef Steindl (Red.): 125 years of the Vienna - Aspang railway. 1881-2006 . Self-published by the Museum and Education Association Pitten, Pitten 2006

Web links

Commons : Aspangbahn  - collection of images, videos and audio files

• Early documents and newspaper articles on the Aspang Railway in the 20th Century press kit of the ZBW - Leibniz Information Center for Economics .
• Schedule the ÖBB (inner Aspangbahn)
• ÖBB timetable (outer Aspangbahn)

Individual evidence

1. ↑ Opening of Vienna Aspanger track .. In:  Neue Freie Presse , August 7, 1881 page 6, middle right (Online at ANNO ).
2. ↑ RGBl. 1872/87
3. ↑ RGBl. 1872/156
4. ^ Communal news. (...) (Another local railway project. In:  Die Presse , September 30, 1876, p. 10, center right.) (Online at ANNO ).
5. ^ Remains of the Liesing aqueduct , accessed on November 30, 2014.
6. ^ Railway Vienna-Aspang. In:  Badener Bezirks-Blatt , August 6, 1881, p. 6, column 1. (Online at ANNO ).
7. ^ Tattendorf, August 3, 1881. In:  Badener Bezirks-Blatt , August 6, 1881, p. 6, column 3. (Online at ANNO ).
8. ^ Hans Peter Pawlik, Josef Otto Slezak: Wagner's work for Vienna. Total work of art Stadtbahn (= International Archive for Locomotive History. Volume 44). Slezak, Vienna 1999, ISBN 3-85416-185-9 , p. 21
9. ^ Alfred Horn: Wiener Stadtbahn. 90 years of light rail, 10 years of underground. Bohmann-Verlag, Vienna 1988, ISBN 3-7002-0678-X , p. 172.
10. ↑ The station building was shipped to Allerheiligen to the “Centralfriedhof” station around 1898, where it was used as a ticket office. Möllersdorf. (The wandering station building). In:  Badener Zeitung , November 5, 1898, p. 4, right column (online at ANNO ).
11. ↑ On this day, a new route from km 39.49 to km 41.61 was put into operation between the stations in Tattendorf and Felixdorf. The track of the Aspangbahn now runs from the southern railway kilometer 38.38 (southern railway stop Sollenau) parallel to the Leobersdorf - Wiener Neustadt line. The Sollenau stop of the Südbahn was expanded and made usable for trains of the Aspangbahn (2 tracks Südbahn, 1 track Aspangbahn). - Sternhart, Slezak: Südwestbahnen , p. 100.
12. ↑ Once short, once long . In: Die Presse , June 19, 2009; Retrieved October 13, 2010
13. ↑ Austrian Library Association