Vienna Südbahnhof

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Wien Südbahnhof / Wien Ostbahnhof
Suedbahnhof wien-2.jpg
The third Südbahnhof (1956–2009) on the Wiedner Gürtel
Data
Operating point type Long-distance station until December 12, 2009, terminus until December 8, 2012
Platform tracks 20 (Dec. 13, 2009– Dec. 8, 2012: 13)
1–9 (Ostbahn, Dec. 13, 2009– Dec. 8, 2012: 11 tracks)
11–19 (Südbahn, until Dec. 12, 2009)
21–22 (S-Bahn main line)
abbreviation Wb (south line) , Wbo (east line) , Mat H3S (S-Bahn main line)
opening 1841 (1st), 1874 (2nd), 1957 (3rd South Station)
Conveyance December 13, 2009 (reception building and south runway), December 8, 2012 (east runway)
Architectural data
architect (1.) Matthias Schönerer ; (2.) Wilhelm von Flattich; (3. Südbahnhof :) Heinrich Hrdlička , collaboration: Rudolf Maculan , Kurt Walder
location
City / municipality Vienna
state Vienna
Country Austria
Coordinates 48 ° 11 '12 "  N , 16 ° 22' 48"  E Coordinates: 48 ° 11 '12 "  N , 16 ° 22' 48"  E
Railway lines
List of train stations in Austria
i16 i16 i18

Location of the Südbahnhof in Vienna's railway network
On the site of the reception building on Wiedner Gürtel, Erste Bank built a new corporate headquarters from 2012 to 2016

The Südbahnhof in the 10th district of Vienna , Favoriten , was the largest train station in Austria until December 12, 2009 , before the reception building, shunting tracks and the extensive freight station were demolished the following year. The first main train station in the history of the city and two new districts, which are only partially completed, were built on the site. Only the underground station of the S-Bahn remained as the only operational part of the Südbahnhof. Since December 9, 2012, this has been called the Wien Quartier Belvedere stop .

There were two train stations on the site until 1956: the Gloggnitz train station , which opened in 1841 and is known as the "first south train station", and the Raab train station , which opened in its immediate vicinity in 1845 , the starting point of the eastern railway. This facility, soon known as the State Station , later called the Ostbahnhof , was, like the Südbahnhof, a terminal station. In 1957 it lost its separate reception building and became the south station (east side) .

When fully operational, the new central station will completely replace both former terminal stations. On December 8, 2012, the name Wien Südbahnhof was used for the last time in rail operations.

Traffic functions

The station last existed

  • from the actual Südbahnhof for the trains of the Südbahn (with the famous Semmeringbahn ),
  • from the so-called Südbahnhof (east side) for the trains of the Ostbahn ,
  • the Südbahnhof stop, a low-lying S-Bahn station ( Vienna Südbahnhof (S-Bahn) ),
  • and the Südbahnhof freight station , the move of which began long before 2009.

The station was created by merging the original Südbahnhof and the former Ostbahnhof and was therefore divided into two parts: the south side for the southern line and the east side for the routes to Laa an der Thaya ( northern line or Laaer Ostbahn ), to Bratislava via Marchegg ( eastern line or Marchegger Ostbahn ) and to Budapest or Bratislava via Bruck an der Leitha ( main line ). Since 1945 (the northern station was closed ), the long-distance trains of the northern line in the direction of Brno via Hohenau an der March also departed from the east side of the southern station.

In detail:

Plant details

The Südbahnhof was located a short distance south of the city center of Vienna, not far from the Belvedere , the Swiss Garden , the former Museum of the 20th Century and the Arsenal . The Wiedner Gürtel delimited the station area to the 4th district, the tracks on the east side and Arsenalstraße delimited the station area to the 3rd district, Gudrunstraße and Sonnwendgasse in the 10th district delimited the large freight station with loading tracks and warehouses in which numerous (transport) companies Operating facilities maintained.

The main entrance opened from the north from the Wiedner Gürtel with the stops of the tram lines O and 18 to the station hall. An exit led from the platforms, avoiding the hall, eastwards to the terminus of tram line D, bus lines 13A and 69A, to a taxi stand and a car park. The entrance and exit of the hall on the west side led to another taxi stand, a car parking lot later built over with a multi-storey car park and to the station post office 1103 Vienna. A little further west was the entrance to the Vienna Post Center and the Südtiroler Platz bus station .

In the station hall there was comparatively little space for retailers (bookstore, fast food restaurant, travel agency and the like), so in later years small stalls and container booths were also placed in the hall.

The cash registers were on the western long side of the hall. From there, the traveller's route originally led via a staircase with escalator to the exit level of the Ostbahn located on the first floor (with the entrance to the station restaurant), from there at right angles to the right via another staircase with escalator to the exit level of the Südbahn located on the second floor . Crossing an intermediate hall (standing buffets, café, newspaper shop) one came to the head platforms of the southern railway (nine tracks) spanned with simple steel girder roofs. The originally narrow escalators were replaced by wider ones in the late 1970s.

Another way to the south runway led from the eastern side entrance on Arsenalstrasse over a steep staircase (side branch on the left to the east runway) to a bridge-like transition from which one could see the whole ticket hall and which led directly into the intermediate hall in front of the south platforms.

In 1986 efforts were made to make the distances in this “station of long distances” more convenient and a moving walkway was installed. Two moving walks led to a distribution level set in front of the aforementioned transition into the hall, two further moving walks were stretched across the hall to create a wall breakthrough that was added later and provided access to the aforementioned intermediate hall. At the western end of the platforms of the Südbahn, an additional exit (underpass and stairs, no cash registers, only ticket machines) to the Südtiroler Platz bus station was created, from where the Südtiroler Platz subway station could be reached after a hundred meters on foot . At the Wiedner Gürtel , for example where the side facade of the first south station used to be, the administrative and social wing there still showed the old floor plan.

From 1956 a new underground railway line was built for the Schnellbahn through the Schweizergarten, then along the Wiedner Gürtel to Südtiroler Platz. To the south-west of this square, the “Schnellbahntunnel” joins the line that has been used since around 1870 next to the disused Steudel tunnel . The Südbahnhof express train stop was opened on January 17, 1962 together with the main line of the Vienna S-Bahn (Floridsdorf – Wien Meidling). It is located under the south side of the intersection of Gürtel / Arsenalstrasse or under the park of the Schweizergarten. The stairs (stairs and escalator) used until December 12, 2009 were sloping or winding, as they led to an underground hall next to the express railway line (at the beginning this was also where cash desks were housed). From there, stairs and escalators led to the large ticket hall of the Südbahnhof and to the corner of Gürtel and Arsenalstrasse.

History 1841-2015

1841/1845: 1. Südbahnhof and Raaber Bahnhof

View of the Vienna-Gloggnitz train stations

The first train stations on this area were the Gloggnitzer Bahnhof (starting point of the Südbahn , 1. Südbahnhof, opened 1841) and the Raaber Bahnhof (starting point of the Ostbahn , opened 1845), which were built under Matthias Schönerer in a classical style and were arranged symmetrically. Both train stations used the connecting depots, depots and workshops.

The important Austrian railway pioneer Schönerer made it a millionaire in the course of his career and was raised to the nobility. Until 1870 he was involved in almost every major rail project. As chief technician responsible for route planning for the Raaber Bahn, he laid the foundation stone for the station triangle between Belvedere Palace and the Favoriten suburb, which has been in use for 160 years .

The Raaber Bahn planned two railway lines starting from Vienna: one to Wiener Neustadt and Gloggnitz and one, the actual Raaber Bahn , via Bruck an der Leitha to Raab , with the continuation in the direction of Neu-Szöny (today district of Komorn south of the Danube) and a branch line to Bratislava . The latter was never carried out by the Raaber Bahn. In the first planning phase, the Hungarian route seemed to promise more freight and higher yields, and there was also talk of its long-term continuation to Croatia and Trieste. That is why they were chosen for the company name.

In contrast, the Gloggnitzer Bahn seemed to have to fear competition from the Vienna – Wiener Neustädter Schifffahrtskanal in freight traffic . However, it received the necessary official permits faster and was routed in such a way that a high number of passengers was to be expected, namely to the popular excursion and wine locations such as Mödling , Gumpoldskirchen , Baden near Vienna and Bad Vöslau . In a sense, it was the first Austrian railway that was explicitly geared towards passenger transport.

Instead of a common exit station - a through station would have made the most sense - Schönerer had two terminal stations adjacent to one another at right angles built. The third side of the triangle formed the company's own machine factory with a locomotive workshop and wagon depot.

The reception building of the first Südbahnhof was kept in the typical classical style that was common for public buildings around 1840. The entrance and exit were at the front of the building, facing today's Schweizergarten . Back then, the train station was much closer to today's Südtiroler Platz than it was before. A staircase led to the platform hall on the first floor from an entrance and ticket hall (vestibule). This was the first in Vienna, offered space for four tracks, had large arched windows on both sides for lighting and was covered by a construction made of mighty wooden beams reinforced with iron bands. The span of the ceiling construction was 23 meters, over the exit a brick double arch spanned.

Between the Gloggnitzer and Raab train stations stood a residential building that also contained a common train station restaurant for both train stations. This building was the only one to survive all the new constructions of the following 110 years, but later both train stations received separate catering facilities. Like all Viennese train stations, the 1st Südbahnhof also housed a luxurious court salon for the imperial court.

The Südbahnhof existed in this form until 1869. Before 1857 the track of the connecting railway towards the main customs office (now Wien Mitte station ) was laid across the forecourt , which ran right through the area of ​​today's Swiss Garden and rose slightly between the residential building and the Südbahnhof the Südtiroler Platz led to the Südbahn .

1870: State train station, later Ostbahnhof

After the traffic requirements had increased enormously in the course of industrialization , the Raab train station was replaced by the state train station from 1867–1870 according to plans by the architect Carl Schumann (official from May 1, 1914: Ostbahnhof ); the name should be reminiscent of the (private) State Railway Company that operated the Eastern Railway and was not nationalized until 1909. The station was therefore last operated by the Imperial and Royal State Railways during the monarchy . (The Südbahn, however, came back into private hands after a brief nationalization and remained a private transport company until the 20th century.)

1874: 2nd south station

Original plan of the cross-section of the station
Station concourse around 1870
Vienna Südbahnhof, around 1875
Ticket hall of the Südbahnhof, 1900

During the boom of the Wilhelminian era (1859–1873), the Südbahn decided to create a new, larger and, above all, more representative terminus, the “Süd-Bahnhof”, instead of the Gloggnitz station . The planning was entrusted to the chief architect of the Südbahn, the Württemberg Wilhelm von Flattich . The construction was completed in 1874 - not in time for the 1873 World Exhibition in Vienna. During the world exhibition, the Südbahn must have annoyed its passengers with a "construction site chaos".

The new building with side wings was around three times as wide as the old one, the hall now reached a span of 35.7 m, the second largest in Vienna, which was enough for five, later six tracks with relatively narrow side and tongue platforms. In front of the hall portal there was later a short seventh track for local trains on the south side (actually there were four tracks there, but only one had its own exit signal and seems to have been used regularly by trains). The shortness of the platform tracks must have been clearly noticeable in later years. The building was designed in the neo-renaissance style and was less playful than the north station and focused on clearer lines.

In terms of technical functionality and architectural design, the second Südbahnhof was one of the most valuable pieces of Austrian railway architecture from the early days. You entered it like the old Gloggnitz train station from the forecourt (" Ghega -Platz"), which was located in the place of the ticket hall of the third south station. A sumptuous staircase, which split halfway up, connected to a five-generous window-axis wide ticket hall, which received light through skylights in the roof. It was used to get to the platform hall and numerous ancillary rooms (e.g. restaurant on the south side, courtyard waiting rooms on the north side).

Since the trains of the Südbahn ran on the left until 2012, and therefore preferably arrived at the northern side platform, another staircase led from this to the side front, where a glass roof spanned the sidewalk between two three-axle side pavilions and offered a comfortable opportunity to switch to waiting fiakers and single-horse cabs. These pavilions were crowned by stone Lions of St. Mark , two of which have been preserved (one in Laxenburg , one in the ticket hall of the main train station). The tram stops were later located on the side of the building ; a loop back was in the area of ​​what is now the Südtiroler Platz bus station, the opposite loop circled Ghegaplatz. The combined tram and light rail line 18G , which existed between 1925 and 1945 and provided a direct connection to Heiligenstadt station , also ended there. At the rear of the Südbahnhof and Ostbahnhof, there were various auxiliary buildings, built diagonally between the two, on the Südostbahnstraße, which appeared on the city map after 1970, lastly a post office and a customs office.

In this form, the Südbahnhof existed practically unchanged from 1874 to 1945. The trains to Ljubljana , Trieste and Italy departed here; you could travel via Marburg and the Drautal to Carinthia ( Klagenfurt , Villach , Spittal ) without leaving the network of the Südbahn. Travel to East and South Tyrol . On the Southern Railway wrong before 1914 and one of the legendary CIWL - luxury trains , the St. Petersburg-Cannes Express , which from North Station on the connecting web (1870 over the station favorites and two tunnels - StEG - and Steudeltunnel - among Eastern and Southern Railway passed through) and pushed back from the Matzleinsdorfer freight station to board the hall of the south station. Until 1939, a successor to this train operated as the Vienna-Cannes Express to and from Vienna Südbahnhof.

The Südbahn has maintained the densest local passenger traffic of all railways in the Vienna area since the times of the Vienna – Gloggnitz Railway. In 1924 the operation of the southern railway was nationalized and transferred to the BBÖ , but ownership of the facilities remained with the southern railway successor Donau-Save-Adria-Eisenbahn AG until the annexation to the German Reich .

Südbahnhof and Ostbahnhof 1936 on an advertising city map. On the left is the entrance to the Steudeltunnel , between the two stations the Favoriten station in the cut, in front of the Arsenal the cut of the connecting railway towards the north station .

The second Südbahnhof survived the Second World War relatively lightly, contrary to widespread legends that all Viennese train stations were condemned to be “destroyed in the war”. The facilities were hit by a few bombs; during the fighting in April 1945, glass surfaces in particular were broken on a large scale. The fabric of the building and, in particular, the steel roof construction remained structurally undamaged, as photos show, the damage was repaired, and rail operations started up again relatively soon.

The hall construction of the second south station was dismantled from the beginning of 1956, dismantled, numbered on behalf of the ÖBB and used again in the construction of a workshop hall for the main workshop in Floridsdorf. The construction of the French iron, steel and bridge construction company "Compagnie de Fives" in Lille from 1874 was in use until the hall was demolished in 2010.

1956: 3rd Südbahnhof (with east side and S-Bahn)

Platform of the Südbahnhof until 2009 with express train (left), EuroCity (center) and regional train (right)

After 1945, the entire area of ​​Schönerer's “double-ended station” was available for use. The obstacles that had prevented a change to Schoner's draft to facilitate rail operations from 1841–1945, especially after the management of the two railway lines had been separated, were no longer there. The southern and eastern railways belonged to the ÖBB, the area in the corner between the two stations was available after the StEG locomotive factory closed in 1929, the war damage and the construction of the rapid transit railway provided justification for generous new planning. The general renovation of the building was therefore not considered: In the spirit of the 1950s, the Wilhelminian architecture was not considered to have a shaping effect on the cityscape. (Even the memorial plaque unveiled in 1901 by the sculptor L. Vischer for the builder Flattich, which had survived the war, disappeared during the new construction work.)

While the third Südbahnhof was being built, the Southern Railway between Vienna and Gloggnitz was electrified; electrical operation began with the 1956 winter timetable. As a result of the new station building, the route of the southern railway in the direction of Schweizergarten was lengthened, so that the zero point of the southern railway was now roughly in the area of ​​Südtiroler Platz. However, apart from a minimal expansion of the track plans, the track system of the station corresponded to the state before 1945 and did not bring any advantages in long-distance traffic, opened no new connections and made no rationalization possible. The continuous management of trains on the south and east runways was therefore not possible and not planned. Freight stations, train conveyor systems (depots), wagon sidings, etc. essentially remained where they were, and thus continue to exist twice.

  • Entrance area of ​​the Südbahnhof until December 12, 2009

  • Ticket hall in the Südbahnhof until December 12, 2009

  • St. Mark's Lion from the roof corner of the second south station in the main hall of the third south station was rebuilt on September 29, 2014 in the new main station

Construction and architecture

In the 1950s, the ÖBB decided to redesign the entire site. The building was built between 1955 and 1961 according to plans by the architect Heinrich Hrdlička, central inspector in the construction department of the ÖBB. He could refer to a study carried out by Rudolf Maculan and Kurt Walder in 1951 ; the two authors worked on the station design. The east and south lines have now been brought together in one station building; the Ghegaplatz, until then the forecourt of both stations, was taken over by the new station concourse. The new Südbahnhof was officially opened on September 29, 1956, although it was far from being completed at the time.

From the outside, the reception building looked simple and compact, the facade was finally gray and dirty due to environmental influences. Jan Tabor , however, attested the building's extraordinary architectural and design quality (including the processing of many types and shapes of stone) and criticized the Federal Monuments Office for failing to place it under protection. As a “temple of progress”, the voluminous checkout hall had balanced proportions and a large room height; Later installations, especially the inclined moving walks to the platforms, changed the original, spacious architectural concept significantly. The interior of the underground S-Bahn station was kept simple in contrast to the above-ground part: side platforms, tiles as the only design element, otherwise only bare concrete on the walls and ceiling. Although the main hall received light from a large light grid ceiling and glass windows on the north and south sides, the actual incidence of daylight was only moderate. The light grid ceiling in particular was heavily soiled over the years.

The station and the area deteriorated more and more over time. The ÖBB did not feel compelled to invest more in the infrastructure. Of all the train stations in Vienna, the Südbahnhof had the worst reputation in the 1990s. The fall of the Iron Curtain in 1989 and the growing number of travelers made a change of image urgently necessary for ÖBB. The growing unpopularity of the station among the population was also the motivation to make the decision to demolish and rebuild.

In 2005 the British historian Tony Judt described in the foreword to his history of Europe after 1945 (Orig. Postwar ) the "desolate, uninviting Südbahnhof, a shabby, gloomy meeting place for poor foreigners" in stark contrast to the "pulsating Westbahnhof " as an "involuntary" symbol for the division of Europe.

Contemporary history

On June 2, 1961, the top Soviet politician Nikita Khrushchev arrived at the Vienna summit meeting with John F. Kennedy in the Südbahnhof (east side) and was welcomed by Federal President Adolf Schärf , observed by media from all over the world .

From 1965 onwards, many thousands of Jews emigrating from the Soviet Union arrived at the Vienna Südbahnhof “in the free world” on the east side, under police protection after the hostage-taking in Marchegg in 1973. Here they were received by Jewish aid organizations who organized their onward journey to Israel . Not all accepted this offer; some of the newcomers decided to immigrate to the United States .

demolition

In autumn 2009, the station's furnishings were sold and works of art such as the St. Mark's Lion, which is reminiscent of Venice , from the roof corner of the second south station , were stored. The lion was set up again on September 29, 2014 in the new main station. The media installation “ A Moment of Time ” by Hofstetter Kurt was loaned to the Center for Art and Media Technology (ZKM) in Karlsruhe and is also to be rebuilt in the new main train station.

The last day of operation of the station in its previous form was December 12th, 2009. The demolition of the reception building began on January 4th, 2010 with the removal and was completed on schedule before summer 2010. The freight station was leveled by 2009. Ninety percent of the demolition material with an expected 225,000 m³ was recycled, 80,000 m³ of which was concrete demolition on site. The rest was transported away by train. The cladding of the pillars made of red Engelsberg marble from the now disused quarry in Muthmannsdorf was dismantled by stonemasons that are engaged in restoration.

Under the station hall, thus under the Ghegaplatz, which was built over with it, there were two air raid shelters built from 1939, each with 600 m² and walls up to 3 m thick. From 1946 to 1947 they served as emergency sleeping places for those who had been bombed out. Model railway enthusiasts later moved in and built one of the largest systems in Austria; it was dismantled in mid-2008. The bunkers were removed in summer 2010. City archaeologists were employed to work below street level to secure historical relics. In addition to other war relics from the Battle of Vienna , a heavy Borgward IV load carrier was found, which caused a stir in the media. The load carrier was recovered by experts from the Military History Museum in Vienna , restored there and is now on display in the museum's permanent exhibition.

  • Demolition of the main facade, (March 2010)

  • View from the east side of the railway towards the Gürtel, the hall has already been demolished (March 2010)

  • The area of ​​the south station after the complete leveling (August 2010)

2009–2012: 4th Südbahnhof (Ostbahn and S-Bahn)

The provisional station Südbahnhof (Ostbahn) , which was in operation from December 2009 to December 2012, then dismantled
The underground S-Bahn station was retained after the third southern station was demolished. It was renamed Quartier Belvedere on December 9, 2012 and was renovated in 2015.
The main station has been built since 2010 on the sloping tracks in the background

The station name Wien Südbahnhof was retained until December 8, 2012: As Wien Südbahnhof (Ostbahn) it was in use until then for the temporary systems of the Ostbahn. Since December 13, 2009, the Ostbahn traffic has been handled in a provisional facility on Arsenalstrasse with 150 meters shortened and eleven instead of the previous nine tracks. The Aspangbahn has not stopped here since December 13, 2009; A bus shuttled between Wien Südtiroler Platz and Maria Lanzendorf without stopping until more tracks were available in the new main station. The car train system at the south station was relocated to the Vienna Matzleinsdorfer Platz stop until the new systems at the main station were completed.

The reception building, which was operated until December 8, 2012, was located at the intersection of Schweizergartenstrasse and Arsenalstrasse and had a taxi stand and a bus stop for the 69A bus. Vienna Südbahnhof (Ostbahn) was served by the following lines of the transport association :

S60 Bruck an der Leitha - Vienna Südbahnhof (Ostbahn)

S80 Vienna Hirschstetten - Vienna Simmering - Vienna Südbahnhof (Ostbahn)

69A Simmering, Simmeringer Platz - Geiselbergstraße - Vienna Südbahnhof (Ostbahn) - Vienna Südbahnhof (S-Bahn)

The S-Bahn continued to serve the underground station Wien Südbahnhof (S-Bahn) , tracks 21 and 22 of the third Südbahnhof, which received new entrances in the Schweizergarten , corner of Arsenalstrasse / Landstrasser Gürtel, as the previous access from the station concourse was no longer available. There were about 200 meters between the two stations. The S-Bahn station was served by the following lines until December 8, 2012:

Austrian Federal RailwaysRegional and regional express trains to Deutschkreutz , Bratislava , Marchegg , Pamhagen , Wulkaprodersdorf , Győr , Payerbach-Reichenau , Břeclav , Znojmo , Wiener Neustadt Hbf

S1 Mödling - Vienna Meidling - Vienna Südbahnhof (S-Bahn) - Vienna Floridsdorf - Gänserndorf

S2 Wiener Neustadt Hbf - Baden - Vienna Meidling - Vienna Südbahnhof (S-Bahn) - Vienna Floridsdorf - Wolkersdorf - Mistelbach - Laa an der Thaya

S3 Vienna Meidling - Vienna Südbahnhof (S-Bahn) - Vienna Floridsdorf - Stockerau - Absdorf-Hippersdorf or Hollabrunn

18 Burggasse-Stadthalle - Westbahnhof - Matzleinsdorfer Platz - Südbahnhof (S-Bahn) - St. Marx - Schlachthausgasse ( stadium bridge )

D Beethovengang - Nussdorf - Franz-Josefs-Bahnhof - Schottentor - Schwarzenbergplatz - Belvedere Palace - Südbahnhof (S-Bahn)

O Migerkastraße (Raxstraße, Rudolfshügelgasse) - Südbahnhof (S-Bahn) - Rennweg - Ungargasse - Landstraße / Wien Mitte - Radetzkyplatz - Praterstern

13A Skodagasse - Neubaugasse - Mariahilfer Straße - Pilgramgasse - Wiedner Hauptstraße - Südbahnhof (S-Bahn)

69A Simmering, Simmeringer Platz - Geiselbergstraße - Vienna Südbahnhof (Ostbahn) - Südbahnhof (S-Bahn)

From December 13, 2009, the southern railway traffic was only run to / from Vienna Meidling station. However, many Südbahn regional trains are continued on the S-Bahn main line. With the partial commissioning of the main station on December 9, 2012, the provisional Ostbahnhof was shut down and demolished. The S-Bahn station was renamed “Quartier Belvedere”. The station or train station name Wien Südbahnhof was finally history. As a reminder, a new road bridge, which leads in the southeastern part of the Sonnwendviertel over the Ostbahn tracks to Arsenalstrasse in the 3rd district, should be completed in 2015, but could only be used from August 2018, was named Südbahnhofbrücke .

2007–2015: Construction of the main train station

View of the major construction site at the main train station: the reception building of the south station was in the background along the Schweizergarten
Same direction of view in June 2014

After many discarded planning variants, the proposal to build a new main station on the site prevailed. The ground-breaking ceremony took place on June 12, 2007. The new building, which actually started in 2010, was built on the area of ​​the former Südbahnhof area southwest of the demolished reception building in the diagonal between the Südbahn and Ostbahn, near the S-Bahn station Südtiroler Platz , connecting the Südbahn and Ostbahn a continuous connection and was fully completed by December 2015.

The new main train station was partially put into operation on December 9, 2012, the first long-distance trains reached it on December 14, 2014. Since December 13, 2015, all ÖBB long-distance traffic from all directions has been handled via the main station. The new terminal Vienna Hauptbahnhof has also replaced the car train systems at Matzleinsdorfer Platz and Westbahnhof since June 2014.

On the site that was vacated by the demolition of the 3rd and 4th Südbahnhof and the relocation of the freight station, bounded by Wiedner Gürtel , Arsenalstraße, Gudrunstraße and Sonnwendgasse (around 59 hectares), two new ones will be built by 2025 under the leadership of the Vienna City Planning Department, 2018 Partly already built districts: in the northern part the Belvedere quarter , in the southern part the Sonnwendviertel . Income from the sale of the property forms part of the financing for the new central station.

literature

  • Wolfgang Kaiser: The Vienna Railway Stations • History, Present, Future . GeraMond, Munich 2011, ISBN 978-3-86245-110-4 , pp. 42-52.
  • Thomas Ilming: The “miracle weapon” under the Südbahnhof: Borgward B IV c . In: Viribus Unitis . Annual report 2010 of the Army History Museum, Vienna 2011, ISBN 978-3-902551-19-1 , pp. 150–156.
  • 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).
  • Thomas Kohlwein (Ed.): Vienna Südbahnhof . Wieser, Klagenfurt 2010, ISBN 978-3-85129-877-2 ( Europa Erlesen ).
  • Roman Bönsch: Vienna Südbahnhof. Existence and demolition 2007-2010 . Springer, Vienna 2011, ISBN 978-3-7091-0837-6 .
  • Bundesdenkmalamt (Ed.): Zeitschienen II. The south station in Vienna . Berger, Vienna 2010, ISSN  1993-1271 ( Find reports from Austria material booklets : Series A, special issue 13 ).

Web links

Commons : Wien Südbahnhof  - Collection of images, videos and audio files
Commons : Demolition of the Südbahnhof  - collection of pictures, videos and audio files

Individual evidence

  1. ↑ Closure of the Südbahnhof - What will change from December 13, 2009 (?) On Hauptbahnhof-wien.at
  2. ↑ Ostbahnhof relocated ( memento from June 14, 2013 in the Internet Archive ) on the blocking page of the Südbahnhof of the City of Vienna (wien.gv.at)
  3. ↑ New ÖBB timetable since December 9, 2012 ( memento of July 3, 2013 in the Internet Archive ) http://www.wien.gv.at/verkehr-stadtentwicklung
  4. ↑ Terminal description ÖBB Autoisezug car loading station Vienna Südbahnhof (PDF file)
  5. ↑ Carl Schumann. In: Architects Lexicon Vienna 1770–1945. Published by the Architekturzentrum Wien . Vienna 2007.
  6. ↑ City map in Kiessling's Wiener Baedeker , Verlag Alexius Kiessling, Vienna & Berlin 1873
  7. ^ Railways. (...) Vienna Ostbahnhof. In:  Economic Chronicle of the Austro-Hungarian Monarchy , year 1914, p. 226, bottom right. (Online at ANNO ). Template: ANNO / Maintenance / vwc.
  8. ↑ Communication from Helmut Portele, January 2011
  9. ↑ Hans Haider: Variations from Stone , in: Wiener Zeitung , Vienna, September 11, 2009
  10. ↑ The new Südbahnhof festively opened . In: Arbeiter-Zeitung . Vienna September 30, 1956, p. 1 ( berufer-zeitung.at - the open online archive - digitized).
  11. ↑ Jan Tabor: In the last trains , in: Wochenzeitung Falter , Vienna, No. 50, December 9, 2009, p. 42 f.
  12. ↑ Tony Judt, History of Europe from 1945 to the Present , Munich 2006, p. 17
  13. ^ Historical dossier from the Austria Press Agency (APA) on the Kennedy-Khrushchev summit in Vienna in June 1961
  14. ↑ derStandard.at - Steinerner Markus Löwe returned to the main station . Article dated September 29, 2014, accessed October 2, 2014.
  15. ↑ Courier - The stone lion of St. Mark is back . Article dated September 29, 2014, accessed October 2, 2014.
  16. ↑ orf.at - St. Mark's Lion now at the main train station . Article dated September 29, 2014, accessed October 2, 2014.
  17. ↑ orf.at - Südbahnhof- "eyes" depart . Article dated March 9, 2009, accessed October 2, 2014.
  18. ↑ KOMMUNALES - demolition of the south station in full swing , oesterreich.orf.at, 13 January 2010
  19. ↑ Kampfzone Südbahnhof  ( 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. in: Wiener Zeitung.at, March 31, 2010@1@ 2Template: Toter Link / www.wienerzeitung.at  
  20. ↑ Construction site of the main train station: tanks unearthed ( memento of March 4, 2016 in the Internet Archive ) in: Heute.at, April 2, 2010
  21. ^ Journal of Rail Traffic News , Verlag Peter Pospischil, Vienna, No. 8/2009, p. 24

Remarks

  1. ↑ When it was installed on June 12, 1956, this escalator was the longest in Austria at 16.5 meters. - See: Austria's longest escalator in the Südbahnhof . In: Arbeiter-Zeitung . Vienna June 13, 1956, p. 6 , top right ( berufer-zeitung.at - the open online archive - digitized).