Wien Mitte station (Landstrasse)
| Wien Mitte station (Landstrasse) | |
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 Wien Mitte train station
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| Data | |
| Operating point type | Through station |
| Design | Tunnel station |
| Platform tracks | 5 Track 1–4 (S-Bahn) Track 5 (CAT) |
| abbreviation | Hz ( ÖBB ), LA ( VOR ) |
| IBNR | 8100449 (items 1 - 4) 8198449 (items 5) |
| opening | July 1, 1859 |
| location | |
| City / municipality | Vienna |
| state | Vienna |
| Country | Austria |
| Coordinates | 48 ° 12 '23 " N , 16 ° 23' 5" E |
| Railway lines | |
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| List of train stations in Austria | |
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Landstrasse until 1962: main customs office |
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| U3 platform | |
| Basic data | |
| District : | Country road |
| Coordinates : | 48 ° 12 ′ 23 " N , 16 ° 23 ′ 5" E |
| Opened: | 1899 (light rail) |
| Newly designed: | 1978 (U4), 1991 (U3) |
| Tracks (platform): | 4 ( central platform ) |
| Station abbreviation: | LA |
| use | |
| Subway lines : |
 
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| Transfer options : |
 R O 74A N75 Wieselbus L
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| Passengers: | 146,000 / day |
The Wien Mitte (Landstrasse) train station is a regional and long-distance train station in the central part of Vienna's 3rd district, Landstrasse . It is located on Vienna 's main S-Bahn line and, together with the neighboring Landstraße subway station , which is served by the U3 and U4 lines, forms the most important transfer point. There are also stops of the tram line O and the bus line 74A as well as the departure station of the City Airport Train (CAT) to Vienna Airport .
According to the last frequency counts by ÖBB, the train station is the most frequented in Austria, probably because of the two underground lines that were included in the count. The station is on the main line , the former Viennese connecting line between the north and south lines .
With the introduction of the WESTblue line of the WESTbahn in December 2017, the station was served by long-distance trains for the first time since the Vindobona was closed. This connection was discontinued with the timetable change in December 2019.
investment
The station has 5 tracks, with platforms 1 to 3 each 210 meters, platform 4 175 m and platform 5, which serves the CAT, 150 meters long.
The central platform of line U4 is on the same level and parallel to the train tracks. The central platform of the U3 line, which crosses under the Vienna River , has been located deep below and at right angles to it since 1991 . With this underground connection, the station became the most frequented transport structure in Austria. An underground distribution floor was created during the construction of the U3. There is a bakery branch that opened after 2000. Parts of the wall cladding were artistically designed by Oswald Oberhuber . From this distribution floor , escalators , fixed stairs and elevators lead to the U3 platform one floor below, and the U4 platform one floor higher to the ÖBB platforms.
service
history
Opening in high position (1859)
The Vienna harbor of the Wiener Neustädter Canal had existed on today's station grounds since 1803 ; this port and the adjoining canal section were filled in until 1849, after a new port basin had been built in 1847–1849 on the area of what would later become the Aspang station. The intention of private rail concessionaires at the end of the 1830s to build the Gloggnitz station , Vienna's 1st southern station , roughly where the Wien Mitte station is today, was rejected by the state. Even before the completion of the continuous connecting line, as can be seen on a city map from 1856, there was a track, partly built on the former canal route, from the Gloggnitz train station, which opened in 1841, to the main customs office north of today's Wien Mitte train station.
After the city wall was razed in 1858, a terminus station was planned near the city center, but a through station was built on July 1, 1859 on the new connecting line from the north station to the south station . This route ran in the area of today's Wien Mitte train station, which was then named after the nearby main customs office, originally in an elevated position.
Lowering for the Vienna Stadtbahn (1899)
In order to link the communication path established with here in depth position, Wiener steam rail of the Commission for traffic installations in Vienna to allow, was reached after long discussions, decided the new railway junction main customs office in the course of the light rail construction and Wienfluss regulation to build also in deep level. As a result, a temporary wooden station was built, supported by 3,000 pilots , which was opened on June 30, 1896 after three months of construction.
Only then could the demolition of the old station begin, which in turn involved a movement of 380,000 cubic meters of earth and stone material, which was brought to Floridsdorf by rail , and the new construction of the final station took place. However, the complex renovation, which cost over eight million Austrian crowns, caused great difficulties. The work was carried out while the rail traffic to the main customs office and the wholesale market hall was largely maintained and involved time-consuming makeshifts. The station had to be lowered by 6.82 meters for the light rail, because both adjacent new lines were underground railways. This project was made more difficult by the existing connection to the north station, which in turn remained an elevated railway.
The lowering of the station was carried out with the simultaneous increase of four busy streets with a total of around 20,000 daily carts, namely Ungargasse , Landstraßer Hauptstrasse , Marxergasse and Hintere Zollamtsstrasse. They previously crossed under the connecting line using long, hose-like underpasses with only very low clearance heights of 3.6, 4.0 and 4.45 meters. The overpassing of the four above-mentioned streets required the construction of iron bridges with widths of 54.8, 70.2, 92.6 and 63.6 meters. In addition, existing water and gas pipes with a total length of 2520 meters had to include various cables a total length of 3520 meters, 260 meters of pneumatic tube lines and the main sewer there. The outflow of the Wiener Neustädter Canal was accomplished by installing a siphon . Semi-parabolic girders were originally intended for the bridges in order to gain more space for the railway systems, but box girders then had to be used out of consideration for the cityscape.
Because the main customs office was not to lose its siding , an electrically operated hoist had to be constructed there for goods wagons weighing up to 30 tons, its lifting height was six meters. The wholesale market hall, on the other hand, received a new siding at a lower level, but electrical elevators had to be installed in the building in order to use it.
While the construction of the new reception building was completed in August 1896, the flood in July 1897 delayed further construction work considerably. The construction completion dates set for 1897 were therefore corrected by the Imperial and Royal Railway Ministry with an announcement of January 9, 1898. The actual construction work for the lowering did not begin until August 4, 1897, with passenger and freight traffic only being interrupted for 30 days. From April 1, 1898, the new station was completed in terms of track and signaling, so that all through traffic on the connecting line could roll through the underground station. Initially, four provisional signal boxes served ten turnouts and twelve signals.
In the final stage, the new station had five platform tracks, they were distributed over a house platform and two central platforms and were connected to each other and the main building by a pedestrian bridge .
The station then started its operation as a new joint station of the kk state railways and the commission for transport facilities in Vienna on June 30th, 1899, when the lower Viennese line of the light rail was opened.
The third and last section of the light rail, the Danube Canal line from the main customs office to Heiligenstadt , was then handed over to its destination on August 6, 1901 without any special ceremony . The two final signal boxes at the main customs office operated 24 points and 14 signals as early as June 1901.
The main customs office gained additional importance from 1914 with the opening of the Pressburger Bahn . Although it had its own station in Vienna's Großmarkthalle on the forecourt, the station became an important transfer point between the Stadtbahn and the Pressburger Bahn.
Separation of the electric light rail (1925)
In 1923 the municipality of Vienna leased the Vienna light rail, which had been largely idle since 1918, with the exception of the suburban line, and reopened it as the Vienna Electric Light Rail (WESt.), Which also served the main customs office from September 7, 1925. First the trains coming from the direction of Meidling-Hauptstraße ended at the main customs office, after the full commissioning on October 20, 1925, they continued to Heiligenstadt. On the same day, a collective tariff for the tram, which is also operated by the city, came into force. As a result, the passenger frequency increased considerably and the Hauptzollamt station also became an important transfer point between the Stadtbahn and the tram lines E2, G2, H2 and O (all four in Invalidenstraße ) and J and T (in Landstraßer Hauptstraße ).
In the run-up to electrification, light rail operations at Hauptzollamt station were completely separated from full- line rail operations on the connecting line, i.e. a touch station was created without any track connection between the two parts of the station, which were also separated from each other by a chain-link fence. The main customs office WESt station . the electric light rail kept the operational abbreviation HZ from the steam light rail times in 1925, while the station part of the Austrian Federal Railways got the new abbreviation HA. The only thing left for the Stadtbahn was platform I on the city side and platform II in its half width, while all the rest of the connecting railway remained. In addition , a second connecting switch was built between the two direction tracks towards the Zollamtsbrücke , so that the electric light rail system was available at both ends of the station. The tram station did not need its own signal box because the switch connections were secured with switch locks and the limiting block signals reached the stop position as soon as the switches were changed. In this way, light rail trains could still turn around in the main customs office, although - apart from a few weeks in September and October 1925 and in the last year of the war in 1945 - no regular use was made of this.
In addition, the wholesale market hall lost its siding in 1924. Their track connection was also spanned with an overhead line and from then on served as a storage space for one of the two transformer cars , for which a high-voltage connection was laid.
Further development after the Second World War
From March 1959, the Hauptzollamt railway station received a covering, on which one of the first shopping centers in Vienna, the AEZ , which no longer exists today , was built. In its place is now the Village Cinemas building. At the same time escalators were installed, making the main customs office the most modern light rail station for a long time from 1961.
As early as June 1, 1959, the Hauptzollamt station was served by the Wiener Schnellbahn, which was newly established on that day and was initially operated by steam locomotives . In the course of their electrification, the ÖBB part of the station first had to be lowered by 40 centimeters in order to be able to install the overhead line . The electric high-speed train finally went into operation on January 17, 1962, in this context the station was renamed Landstrasse on January 18, 1962 . The operational abbreviations were henceforth LA for the light rail and SLA for the rapid transit system. There was a bus station for regional buses above the railway site , which was closed around 2000.
Because of the new construction of the Franz-Josefs-Bahnhof , the station was also a station for international trains such as the Vindobona express train from 1975 . This was the reason for the renewed renaming on September 1st to Wien Mitte , together with the Wien Nord train station , "in order to better describe the two train stations as the starting and end points of international train and coach connections than Vienna train stations, especially abroad." The nearby tram station, which has been an underground station since August 15, 1978, has retained the name Landstrasse to this day .
Since the 1990s there were plans for a new, denser development of the station area, combined with a new station building; the existing building stock from 1961 had been neglected for a long time and was considered an "eyesore". The immediate vicinity, however, testifies to the tendency in Viennese urban planning to densify buildings in this area (office and cinema building W3, Justice Center Wien-Mitte ).
In 1999 a completely new construction of the train station was planned, whereby the Ortner high-rise project Wien Mitte provided for office towers up to 97 m high. A large citizens' initiative turned not only against these towers, but above all against the disproportionate density and the associated traffic and structural problems. Also presented the UNESCO questioned whether this project with the World Heritage Site is compatible status of the immediately adjacent Old Vienna. In 2003 the project was dropped.
The project, which was realized later, was significantly reduced in overall dimensions. It has a gross floor area of 150,000 m² and a maximum height of around 70 m. A shopping center with approx. 30,000 m² and office space of approx. 62,000 m² are now part of the complex. Construction began on the building, which has the shape of a U open to Marxergasse, on October 11, 2007. Completion was originally planned for the end of 2011, but the first shops did not open until November 8, 2012. The shopping center was fully operational in April 2013. With 50 stores, it is Vienna's largest inner-city shopping center and is marketed under the name The Mall . The building also houses the new Vienna-Mitte financial center, which concentrates seven existing Vienna tax offices at this location. A solar power plant with 1,424 panels and approx. 3,100 square meters of collector area was built on the roof of the building. It has an output of 356 kilowatts peak and delivers around 324 megawatt hours per year. It is the fifth and so far largest citizen solar power plant in Vienna and was put into operation on December 2nd, 2013. The building complex with the shopping center was sold by Bank Austria to a consortium led by Morgan Stanley Real Estate Investing (MSREI) in 2015. According to the BA, this is the largest property sale in Vienna.
In 2016 the station was voted the third most beautiful station in Austria .
gallery
Site plan of the train station in through traffic from April 1, 1899
View of the main customs office with the wholesale market hall around 1905
Former administration building of the main customs office in Untere Viaduktgasse 4a (listed)
The Wien-Mitte train station from 1962 to 2006
City Airport Train platform
U4 platform
The car-free forecourt of the train station
Entrance area on Landstraßer Hauptstraße
Shopping center to the east
Shopping center to the west
.jpg)
Design
On the distribution floor between the U3 and U4 stations is the permanent graffiti enamel mural by Oswald Oberhuber . The installation was created in 1991 as the second work of Viennese underground art. The picture comes from Oberhuber's phase of "wild paintings"; in the style of graffiti it shows strange animals such as amoeba-shaped elephants, elephant-shaped amoebas, intertwined snake birds, an innocent-looking poodle sheep camel, etc. Oberhuber explains his work as “telling without telling” or as “tale stories that mean nothing”.
In 1993, the video installations Planet der Commuter with the 3 time moons by Hofstetter Kurt were set up at two points on the U4 platform . At the head of a stylized pendulum clock is a tube monitor that shows the floor of a connecting passage in the passage from a fisheye perspective, combined with the ambient noises that are also played live. The circular image is surrounded by three “moons” that show the time as hour, minute and second hands. The installation was realized jointly by Wiener Linien and ÖBB; two identical installations are located on platforms 1 and 4 of the S-Bahn.
Permanent graffiti mural
Overall view (panorama)
view from the right
detail
Installation planet of the commuters with the 3 time moons
various
Wien Mitte is the title of the third episode of the Austrian television series “ Kottan determined ”. In this episode, two people are murdered on one of the platforms of the express train station.
literature
- Wolfgang Kos, Günter Dinhobl (Ed.): Large station. Vienna and the wide world. Czernin, Vienna 2006, ISBN 3-7076-0212-5 ( special exhibition of the Vienna Museum 332), (exhibition catalog, Vienna, Vienna Museum, September 28, 2006 - February 25, 2007).
Web links
Individual evidence
- ↑ derStandard.at - Stephansplatz has the most U-Bahn passengers , accessed on November 5, 2011
- ↑ New Wien-Mitte train station opened ( Memento of the original from August 26, 2013 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. on wien.gv.at . Accessed September 8, 2013.
- ↑ Westbahn runs more often - and also from the Praterstern. In: www.kurier.at. Courier , September 7, 2017, accessed September 10, 2017 .
- ↑ From December 15: New Westbahn hourly service with additional offers , Kleine Zeitung, accessed on December 23, 2019
- ^ Hugo Koestler: The Vienna light rail . In: Hermann Strach: History of the railways of the Austro-Hungarian monarchy. For the fiftieth anniversary of the reign of his imperial and royal apostolic majesty Franz Joseph I. Volume 1,2, magnificent edition. Prochaska, Vienna 1898, p. 441.
- ↑ a b c Arthur Oelwein: The light rail. In: Vienna at the beginning of the XX. Century - a leader in a technical and artistic direction. published by the Austrian Association of Engineers and Architects, edited by engineer Paul Kortz Stadtbaurat, first volume, Vienna 1905, published by Gerlach & Wiedling , Vienna, pp. 110–122.
- ^ Otto Antonia Graf: Otto Wagner. 1: The Architect's Work 1860–1902. 2nd Edition. Böhlau, Vienna 1994, pp. 134–248.
- ↑ RGBl. 1898/9
- ^ 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. 23
- ^ Arthur Oelwein: Reconstruction and new construction of the main customs office station of the Vienna light rail. (Lecture by the kk Ober-Baurathes Professor A. Oehlwein, site manager of the Wienthal-Linie, held at the plenary meeting on April 22, 1899). In: Paul Kortz (Red.): Journal of the Austrian Association of Engineers and Architects . Volume 51.1899, self-published, Vienna 1899, pp. 365-370. - Full text online (PDF)
- ^ A b 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
-
^ Community newspaper. (The opening of the lower Wienthall line.). In: Das Vaterland , July 1, 1899, p. 5 (online at ANNO ). as well as
local report. The opening of the lower Wienthal line and the connecting railway. In: Neue Freie Presse , Morgenblatt (No. 12519/1899), July 1, 1899, p. 6, center right. (Online at ANNO ). - ↑ The Danube Canal Line of the Vienna City Railway. In: Wiener Bilder , No. 32/1901 (Volume VI), August 7, 1901, p. 9 (online at ANNO ). .
- ↑ Chapter Stadtbahn in: Städtewerk: Das neue Wien , Elbemühl, Vienna, 1928, pp. 98–115.
- ^ Alfred Horn: Wiener Stadtbahn. 90 years of light rail, 10 years of underground. Bohmann-Verlag, Vienna 1988, ISBN 3-7002-0678-X , p. 135.
- ^ Alfred Horn: Wiener Stadtbahn. 90 years of light rail, 10 years of underground. Bohmann-Verlag, Vienna 1988, ISBN 3-7002-0678-X , p. 296.
- ^ Alfred Horn: Wiener Stadtbahn. 90 years of light rail, 10 years of underground. Bohmann-Verlag, Vienna 1988, ISBN 3-7002-0678-X , p. 141.
- ^ Alfred Horn: Wiener Stadtbahn. 90 years of light rail, 10 years of underground. Bohmann-Verlag, Vienna 1988, ISBN 3-7002-0678-X , p. 76.
- ↑ Dr. Kirchmayer ch, Press and Advertising Department of the Austrian Federal Railways: Readers' opinion: Renaming of train stations . In: Arbeiter-Zeitung . Vienna May 11, 1975, p. 04 , center right ( berufer-zeitung.at - the open online archive - digitized).
- ↑ barreal Wien Mitte ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.
- ↑ Wien-Mitte opened by the Federal President. wien.orf.at, November 7, 2012, accessed on November 8, 2012 .
- ↑ Wien Mitte Immobilien GmbH ( Memento of the original dated November 13, 2012 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ http://www.news.at/a/the-mall-wien-mitte-einkaufszentrum-eroeffnung , from April 25, 2013
- ↑ Wien-Mitte: Largest solar system in the city center opened ( Memento of the original from December 28, 2013 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 18 kB)
- ↑ "Greatest Deal Realty Vienna" Wien-Mitte sold on ORF of 15 December 2015 called on December 15, 2015.
- ^ Arthur Oelwein: Reconstruction and new construction of the main customs office station of the Vienna light rail. (Lecture by the kk Ober-Baurathes Professor A. Oehlwein, site manager of the Wienthal-Linie, held at the plenary meeting on April 22, 1899). In: Paul Kortz (Red.): Journal of the Austrian Association of Engineers and Architects . Volume 51.1899. Self-published, Vienna 1899, issue 23, plate III. - Online (PDF; 17.6 MB)
- ↑ Ursula Riederer in Johann Hödl (ed.): Viennese subway art . Wiener Linien, Vienna 2011, ISBN 978-3-200-02173-0 , pp. 129ff.
- ↑ Lucas Gehrmann in Johann Hödl (Ed.): Viennese U-Bahn-Kunst . Wiener Linien, Vienna 2011, ISBN 978-3-200-02173-0 , pp. 135ff.
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