The Vienna S-Bahn or Wiener Schnellbahn is a rapid transit system in Vienna and the surrounding area operated by the Austrian Federal Railways (ÖBB) and integrated into the Eastern Region Transport Association (VOR). In addition to the public transport offered by Wiener Linien, it is the second integral part of public transport in the federal capital. The term “ S-Bahn ” was unusual in Vienna for a long time, although it was used in the literature occasionally, even before 1962; from 1962 to 2005 the term "Schnellbahn" was used almost exclusively. It was not until the 2005/2006 timetable change that the term “S-Bahn” was officially introduced in timetable notices and loudspeaker announcements.
The main route can be found in the ÖBB timetable book under the timetable image number 900. The sections Wien Meidling - Wien Praterstern of the connecting line and Wien Praterstern - Wien Floridsdorf of the northern line are called the main line. The further course of the northern line to Vienna Leopoldau or that of the connecting line to Vienna Hütteldorf and the southern line are not part of the main line.
The intervals are between 10 and 120 minutes, depending on the line, route section, weekday and time. Overlaying results in shorter intervals on certain route sections; on the main route, including regional trains, a 3-minute cycle is run (with gaps). There is a basic cycle on all lines, which in many cases - especially in the morning - is deviated from. Lines with an all-day, daily and even interval as well as a fixed route (e.g. S45) are rather the exception. On some sections of the route, regional trains supplement the S-Bahn cycle. In November 2019 it was announced that the suburban line (S45) as well as the main line between Vienna Floridsdorf and Vienna Meidling and on to Mödling would again be continuous in the nights before Saturday, Sunday and public holidays from the ÖBB timetable change on December 15, 2019 Night traffic will be served. There was a comparable, continuous night-time operation between 2006 and 2010.
Since the partial opening of the new main station on December 9, 2012, the names of the lines have again been based on the route (previously a distinction was made according to the destination station / direction of travel, see line history ).
The designation of the S-Bahn lines in the Verkehrsverbund Ost-Region is based on the line scheme of the Vienna tram . The numbering starts on the northeast axis and is counter-clockwise. Lines over the main route are given one-digit numbers, all other lines two-digit numbers, each with the prefix S.
In the network plans, lines 1, 2, 3, 4 and 7, insofar as they run over the main line (Vienna Meidling - Vienna Floridsdorf), are drawn as a line bundle in pink. The timetables are designed in such a way that an S-Bahn runs on the main route every 3 to 9 minutes.
On June 1, 1959, the line from Vienna Floridsdorf via Vienna Praterstern to Vienna Main Customs Office , known as the Vienna Schnellbahn, was opened as a frequently used inner-city rail link, which was mainly of interest to workers commuting to Vienna. At first, steam and diesel locomotives were still used here; not all passenger trains coming from the north and north-west railways went to the main customs office.
After the opening of the electrified rapid transit railway with fixed intervals in 1962 (which initially, from Wien Meidling northwards, only included the later S1 to Gänserndorf and the later S3 to Stockerau) no line signals were used for a long time. It was only with the introduction of the Verkehrsverbund Ost-Region in 1984 that a decision was made to assign route numbers. Since there was only one south branch (south runway) for the lines of the main line, the line numbers were assigned after the north branch traveled on (S1 north runway, S2 Laaer east runway, S3 north west runway); the airport express train S7 ran exclusively from Vienna North (today: Vienna Praterstern).
In contrast to the line names, which are usually based on the entire route, from 2005 to 2012 the name of the main route lines was usually independent of the point of departure and the destination of the train. This necessity resulted from the numerous possible combinations of the four southern with those of the four northern outer branches. Therefore, the trains on the main line were given different names for each direction of travel (S1, S2, S3, and S5 to the north; S6, S9 and S15 to the south). There were the following major exceptions: Trains on the Pottendorfer Line were given different line names to distinguish them from trains on the Südbahn (S5 or S6, the station Wien Matzleinsdorfer Platz could not be served); Trains with a shortened train route on certain days retained the line designation of the entire route (e.g. S15 for trains ending in Vienna Meidling at the weekend, which continued to Unter Purkersdorf Monday to Friday) and for trains ending in Vienna Floridsdorf Trains, the route of the basic cycle was decisive (e.g. S2 for Vienna Hütteldorf to Vienna Floridsdorf). In addition, since the timetable change in 2010, line S7 has been designated as such in both directions, before that the trains to the north ran as the S8. Another exception was the S15 line, which was given a two-digit line name as the main route line to clarify the link with the Western Railway.
With the partial commissioning of the Vienna Central Station at the 2013 timetable change, the line scheme of the Vienna S-Bahn was simplified. The directional system of trunk lines was abandoned, the number of lines was halved: Lines S1, S2, S3 and S7 were retained, while the line names S5 (after Absdorf-Hippersdorf, now S4), S6 (Pottendorfer line, now S60), S9 (Südbahn, now S3 or S4) and S15 (Westbahn, now S80) were abandoned.
The course book number of the main route was originally 12b, later 9, since 2001 the timetable has been designated as 900.
Omitted line names
- Line S5: Wiener Neustadt Hbf - Ebenfurth - Vienna Meidling - Vienna Floridsdorf - Stockerau - Absdorf-Hippersdorf
- Line S6: Hollabrunn - Stockerau - Vienna Floridsdorf - Vienna Meidling - Ebenfurth - Wiener Neustadt Hbf
- Line S8: Wolfsthal - Vienna International Airport - Vienna Floridsdorf - Vienna Leopoldau - Vienna Stadlau - Vienna Simmering - Vienna Südbahnhof (east)
- Line S9: Trains heading south, which ended between Vienna Floridsdorf and Wiener Neustadt Hbf along the main line or southern line
- Line S15: Trains on the main line and connecting line to Vienna Hütteldorf and in rush hour also to the west
- Line S65: Vienna Südbahnhof (east) - Nickelsdorf and back, only existed for a few years
From 2000 to 2005 there were Regio-S-Bahn (RSB), which served all stations on the main line, but not all stops on an outer branch; however, this type of train was only displayed with the prefix S on the platform displays.
The S-Bahn routes
The most important route of the entire S-Bahn network is the main S-Bahn line Meidling - Floridsdorf in the heart of Vienna, which is used by the majority of the S-Bahn lines. It is the central component of the entire S-Bahn network, as all stations along the route are transfer points to the rest of local and long-distance traffic. Around 640 trains, which carry around 270,000 passengers, run the approximately 13-kilometer route every day.
In addition to the main line, the suburban line Hütteldorf - Handelskai used by the S45 is the second important line in the S-Bahn network in Vienna. It connects the western districts of Vienna. Many stations are important transfer points to the rest of the local transport.
The outside routes
On any of the external routes, the individual S-Bahn lines that run over the main route do not have their own track routes. Here you will find mixed traffic rather than with the rest of people and goods. The routes are therefore described for the respective railway lines (see list of lines above). This also applies to the section between Wien Meidling and Mödling or Wiener Neustadt , which is the busiest railway line in Austria. The surrounding lines also share the tracks with passenger and freight traffic; An exception is the suburban line between Vienna Heiligenstadt and Vienna Penzing, on which pure S-Bahn traffic takes place, and the other is the Westbahn, which is equipped with two separate local transport tracks between Vienna Hütteldorf and Unter Purkersdorf . These come from the time of the steam light rail .
The following S-Bahn lines are (at the moment) only single-tracked:
- Wolkersdorf - Laa an der Thaya
- Stockerau - Hollabrunn
- Stockerau - Absdorf-Hippersdorf
- Vienna Airport - Wolfsthal
- Münchendorf - Wampersdorf
- Vienna Hütteldorf - Penzing (S45)
- Wien Hütteldorf - St. Veit an der Wien (station closed)
- Vienna Heiligenstadt - Vienna Brigittenau ( suburb line )
- Tulln - St. Pölten Hbf
The Vienna Stadtbahn , which belonged to the Commission for Transport Systems in Vienna and was operated by the Imperial and Royal State Railways , was the forerunner of the S-Bahn in its original mode of operation, as it was a full-line operation that was also supposed to handle local traffic. However, since other factors, such as military transport, long-distance transport, etc., played an important role in their planning and the railway was operated with steam locomotives , it was not a great success.
As a result, numerous suggestions for improving the situation were subsequently made, but most of them failed. In these proposals, no distinction was generally made between mainline and underground, so that many proposals under the designation "underground" mostly included railway facilities. The original light rail plan contained more routes than were actually built; these remained legally binding until 1951. However, the Stadtbahn, which was shut down after 1918, was reopened in 1925 by the Vienna City Administration as the Wiener Elektro Stadtbahn and in the tariff association with the tram; For the sets, turning loops were built in Vienna Hütteldorf and Vienna Heiligenstadt, and connecting tracks to the tram network at the Gumpendorfer Strasse station, and the cars used could also run on the tram . The track connections to the main line network, however, were shut down or dismantled. The Stadtbahn was therefore ruled out for an operation that extended to the region.
When in 1933 the council Wildganshof ( 3rd district was built), a railway line between the buildings was depreciated so that an elevated railway on the corridor would have been possible. In the entrance area of the facility there is a board in which this planned route is designated as a subway.
After the “Anschluss” in 1938, Siemens Bau Union worked with municipal offices to develop a combined underground and S-Bahn network, the latter being to be operated by the Reichsbahn . The planned network was extremely extensive, but because of the onset of war it was not possible to go beyond test drilling. In the post-war period there were renewed proposals, but these were rarely of an official nature. A suggestion by Otmar Denk from 1947 looked very similar to the project that was realized later.
The Vienna S-Bahn project
After the war, the destroyed railway systems had to be rebuilt. The connecting line was already included in the electrification program of the federal railways at that time, but the necessary modifications were not yet clear. In 1954, Transport Minister Karl Waldbrunner gave the ÖBB an order to work out a S-Bahn project for Vienna so that this could be taken into account when the lines were rebuilt. This also had the advantage that, in contrast to others, such as subways, such a project was relatively easy and cheap to implement, which was particularly important at the time. In addition, the strong increase in traffic in the future was already foreseeable back then. There was no general transport plan, so the planning had to be coordinated with the City of Vienna. Since most of the structures on the connecting line were badly damaged or destroyed, the reconstruction was almost the same as a new building. In 1954, the rapid transit railway was included in the federal government's major investment program for federal railways, post offices and motorway construction to finance it.
At the beginning of July 1955 the concept worked out by the Vienna Federal Railway Directorate was available, but for the time being the construction of other war-torn facilities had priority. The S-Bahn was already taken into account in the reconstruction of the Südbahnhof . Because of the importance of the railway for urban traffic, the Vienna City Council decided in April 1958 to take over the pre-financing of the first expansion stage in the amount of 634 million schillings. Passenger surveys this year also showed that most passengers on the Nordbahn and Nordwestbahn were interested in continuing into the city. An agreement was concluded between the federal government and the City of Vienna that provided for the repayment of the pre-financing within ten years, of which three years remained grace-free. The city of Vienna undertook to pay half of the interest and to agree to a joint tariff between the S-Bahn and tram.
Construction work could now begin, but in 1960 there was a financing gap in the city's investment budget, which is why the work was stopped with a few exceptions. The half-finished buildings, however, hindered the traffic enormously and damaged the cityscape. There was strong criticism in the media and so the City of Vienna decided to provide 180 million schillings each in 1960 and 1961. The planned opening date, January 1st, 1961, could not be kept, but was delayed by more than a year.
The two openings of the Wiener Schnellbahn
On May 31, 1959, the northern railway bridge was reopened and passenger traffic between Floridsdorf and Praterstern was resumed on June 1, 1959, for the time being with steam locomotives . The product name Wiener Schnellbahn has been used since then. Five pairs of trains of the Northwest Railway (the Northwest Railway Bridge was closed and replaced by the North Bridge) and six of the North Railway were continued to the main customs office; On this section there was still single-track operation. It was not until January 25, 1960 that the second track was put into operation and the number of trains increased to 118 per day, 83 of which were operated by steam locomotives, the rest by diesel railcars. Some trains of the Pressburger Bahn and the Aspangbahn also used the new route. From March 27, 1961, the trains between the main customs office (now Wien Mitte station ) and Floridsdorf could be used at a joint tariff with the Vienna public transport company . From January 8, 1962, test drives were carried out with two 4061 series locomotives .
The main opening of the Schnellbahn took place on January 17, 1962 with celebrations in the presence of over 900 invited guests, including Federal President Adolf Schärf and Vice Chancellor Bruno Pittermann . After the big ceremony at the Südbahnhof with speeches by ÖBB General Director Maximilian Schantl, Transport Minister Karl Waldbrunner , Mayor Franz Jonas and Federal President Adolf Schärf, a pageant was put into operation, which stopped at every stop on the main route, where the relevant district chiefs gave short speeches. Then the train went to Gänserndorf, where a class 52 locomotive was set up. The mayor and member of the Lower Austrian state parliament , Josef Graf, gave a speech. The train then returned to Floridsdorf and drove to Stockerau, where Mayor Josef Wondrak greeted them. After that, the routes were traveled without passengers. The actual passenger service only began at 11:45 p.m. in the evening. A driving ban for steam locomotives was immediately imposed between Meidling and Praterstern. The Hauptzollamt station was renamed “Landstrasse”, analogous to the tram station.
The Schnellbahn was an instant success. There was overcrowding, which could only be eliminated by replacing the single with double sets. An agreement was signed with the Vienna public transport company that allowed passengers to use the parallel lines of the other carrier in the event of a disruption without having to buy additional tickets. In 1963, the first television monitors for train handling were installed in the Südbahnhof station on a trial basis.
The main line was initially driven every quarter of an hour, but as early as October of the opening year, traffic between Floridsdorf and Landstrasse was increased during rush hour, and from 1964 onwards on the entire main line.
Foundation of the transport association
Line signals were introduced with the opening of the VOR on June 1, 1984. The vehicles of the 4030 series, which had no target sign boxes, were given signs in the windows. The line designation and the destination were also placed on the side panels of all trains without a destination display and for lines that were not in the display.
On October 26 and 27, 1984, the construction of the Danube bank motorway A22 required the trunk line to be completely closed for the first time. Although this actually only affected the Floridsdorf - Vienna North section, the circumstance was immediately used to renew the overhead contact line in the Rennweg - Meidling section.
Recommissioning of the suburban line
With the timetable change on June 1, 1986, the possibility of taking bicycles and station announcements on the train through a tape operated by the driver was introduced. On May 31, 1987, the renovated suburban line , with the exception of the Unter-Döbling station , was put back into operation as line S45 after a big party had taken place the day before. However, this line has no direct connection with the main line and was never extended to external routes, although train destination displays were available to Neulengbach and Tulln Stadt. However, their commissioning was the reason to create a new line overview plan that contained all the S-Bahn lines and was installed in the vehicles. At first this was only the case on the suburban line itself, only later did the other sets received this plan.
On July 1, 1989, trains on the S3 line, which had previously ended at Wien Meidling station, were extended to the Westbahnhof via the connecting line . Curiously, the trains ran in the opposite direction from the Wien Hütteldorf train station; However, this was necessary because of the connections from the trains of the Western Railway, especially since only an hourly service was introduced. Only the Vienna Speising stop was built on the route itself . The Viennese traffic concept from 1980 provided for the extension via the connecting railway, although this was to end in Speising at Hofwiesengasse. In addition, there were plans for a station at the Stranzenberg Bridge, which was not implemented.
History of the external routes
The external routes to Stockerau and Gänserndorf were electrified for the introduction of the rapid transit system, otherwise no changes were made there for the time being for financial reasons. The mostly existing earth platforms were only replaced later.
Route to Gänserndorf (S1)
The northern line is not only the oldest locomotive railway in Austria, it is also one of the oldest S-Bahn lines. At the beginning of the S-Bahn service, every hour, since May 28, 1967 every half hour.
In 1972 the track between Floridsdorf and Leopoldau was completely replaced. Since Austria's largest satellite town, the Großfeldsiedlung , is located in the Leopoldau area , the station was equipped with a turning track, central platform and a passenger tunnel in 1976.
In 1977 the first official park-and-ride facility was opened at Gänserndorf train station , 80% of which was financed by the federal government and 20% by the state of Lower Austria. A few more such parking lots followed.
Although not directly related to it, the Süßenbrunn station was also rebuilt in 1980 on the occasion of the construction of the S2, and received an underpass and two island platforms. On May 23, 1982, the quarter-hourly service to Leopoldau was introduced, but this already happened in view of the imminent opening of line S2, which also uses this section. The new Helmahof station was opened on September 30, 1984.
In 1994 the overhead line was renewed. The rather primitive stop at Siemensstraße was rebuilt on the occasion of the widening of the street that gave it its name with a higher central platform and an underpass and opened on October 9, 1996.
With the extension of the U1 to Leopoldau in 2006, the platform at this stop was extended to the northeast in order to provide access to the underground.
From December 2021, the S1 is to be extended every hour via Gänserndorf to Marchegg via the connecting line that has been electrified up to then and replace the regional trains that run there.
Route to Mistelbach and Laa an der Thaya (S2, S7)
Although it could be a main route in terms of traffic strategy , the former StEG route ( eastern line, northern branch ) was only of secondary importance and was geared towards local traffic. With the so-called “Nahverkehrsmilliarde”, the decision was made to upgrade to the S-Bahn, which for electrotechnical reasons was initially only planned as far as Wolkersdorf . On February 8, 1978, a contract was signed between Vienna, Lower Austria and the ÖBB, Lower Austria contributed 20% of the costs.
The most complex structure was the crossing-free integration of the new line into the S-Bahn main line or northern line in the area of Süßenbrunn . With the exception of a short double-track section between Seyring and Kapellerfeld, the line remained single-track. In addition to Süßenbrunn, Wolkersdorf also received a new track plan signal box. In Neubau-Kreuzstetten and Mistelbach, simpler versions of the “VGS 80” type were created. In addition to Neubau-Kreuzstetten, Schleinbach train station had to be expanded because there are train crossings there.
After 22 months of construction work began on September 25, 1983, with every hour drive to Mistelbach; Wolkersdorf was served every half hour, later this half hour service mostly extended to Schleinbach. This resulted in a large increase in passengers on the route, but with the introduction of express trains, the S-Bahn again lost customers.
Despite initial resistance from ÖBB, a contract was signed on July 12, 1999 between ÖBB and Niederösterreichische Verkehrsorganisationsgesellschaft mbH (NÖVOG), which provided for the continuation of the S-Bahn to Laa an der Thaya . However, the construction work did not begin until 2003. The expansion required the electrification of the stretch between Mistelbach and Laa an der Thaya. In addition, the section between Vienna and Wolkersdorf has now been expanded to two tracks, and the safety systems have been modernized. The start of operations took place on December 10, 2006, and the double-track expansion to Wolkersdorf was completed in 2005.
Route to Stockerau and Hollabrunn (S3, S4)
The north-west railway line to Stockerau had also been operated as an S-Bahn train since 1962, the opening year of the main line. In contrast to the other routes, legal operation prevailed here for historical reasons. As on the Northern Railway, there were hourly intervals at the beginning and half-hourly intervals from May 28, 1967. The short stretch between Floridsdorf and Jedlersdorf was only passable on a single track until June 23, 1969. After the expansion, the new track could be used on June 5, 1969. On September 27, the new Brünner Straße stop went into operation.
On May 27, 1979 - after electrification and the expansion of the crossing stations - the S-Bahn service was extended to Hollabrunn (hourly). In December 1979 a new central signal box was put into operation in Korneuburg . With the commissioning of the flyover in Floridsdorf, the route was switched to left-hand traffic.
After the electrification of the line from Hollabrunn to Retz , some S-Bahn trains were run to Retz from September 26, 1993 until the timetable change in December 2001.
Jedlersdorf station was the last in the core area of the rapid transit system that did not have track-free access to the platform. In connection with the new construction of the central signal box in Floridsdorf, the renovation also started here in 1999. It is noteworthy that the bridge over Koloniestraße south of the station has been replaced by a new concrete bridge, but the steel pillars of the old bridge will continue to be used for a bicycle parking space north of the station.
"Airport express train" and line to Wolfsthal (S7)
Since the city route of the Pressburger Bahn was destroyed after the Second World War and was not rebuilt, the trains within Vienna used the Aspangbahn route . In contrast to the rest of the route, this section had to be driven on in steam mode.
With the opening of the Schnellbahn in 1962, this section was also electrified, which made it unnecessary to change traction; However, the route was not included in the express train tariff. Regular traffic every two hours began on June 1, 1975. Although test drives were carried out as early as 1970 and then some trains were operated with them, the 4030 series was only in use as planned from this point in time.
In the rush hour , the operation was increased. From 1964 onwards there was a very well-frequented shuttle service between the Landstrasse and Klein Schwechat train stations (today: Vienna Kaiserebersdorf ) every half hour because there is a train stop of the same name at the back of the central cemetery . The location of Vienna Airport on the Pressburger Bahn meant that the expansion of the route was planned as early as the early 1960s; the realization was very hesitant.
Because of the construction of a second runway at the airport, the route had to be relocated in this section in a tunnel from May 19, 1977. From September 25, 1977, the airport was driven every hour and the speed increased slightly. There were no further improvements, only tough negotiations followed between the ÖBB and the city of Vienna.
It was not until 1992 that the planning began to move again, when the route in the city of Vienna was controversial. The ÖBB wanted to run the trains over the Ostbahn to the Südbahnhof (east side) . The district council of the 11th district , on the other hand, requested integration into the main S-Bahn line.
Since May 29, 1994, it has been driven almost every half hour. The expansion began shortly afterwards in Lower Austria. From 1996 there was an exact half-hourly service. On June 4, 1997, the new route between Groß Schwechat (today: Schwechat) and Mannswörth was put into operation.
Flughafen Wien AG in particular vehemently called for full expansion. In 1997 it was decided to expand it to the city of Vienna, whereby it was also planned to leave several stops without replacement, which was only the case at Zentralfriedhof-Kledering . Other stops have also been closed ( Simmering Aspangbahn , Klein Schwechat ), but replaced by new and more conveniently located stops ( Sankt Marx , Geiselbergstraße , Kaiserebersdorf ). At the Rennweg station, a junction-free structure was built and the route to the south was moved into a tunnel that extends to Sankt Marx and is therefore called the St. Marx tunnel . The rest of the route was also designed to be free of crossings.
On May 24, 1998, the new route between Mannswörth and the airport was opened. Because of the construction work in Vienna, the trains were directed from July 1, 2001 to December 14, 2002 via the Ostbahn to the Südbahnhof; In addition, a rail replacement service was set up between Schwechat and Simmering. The start of operations on the new route in Vienna took place with the timetable change on December 15, 2002. The planned travel time was shortened somewhat, but the 30-minute cycle was retained.
The city of Vienna requested more traffic, but this was refused by the ÖBB for operational reasons. Although a much more dense timetable is possible on the newly expanded line, problems then arise on the main S-Bahn line, which can hardly accommodate more trains.
The expansion of the airport also required the expansion of the Vienna Airport train station . The platforms were lengthened, the track system enlarged and a separate area created for the City Airport Train . A new slope tunnel was also built.
The 4020 trains only used the route between Hainburg and Wolfsthal with a special permit. According to this, the trains were only allowed to travel at a maximum of 10 km / h due to their weight.
With the Vienna Central Station project , the situation has changed again; ÖBB intended, among other things, to use this new through station to route trains coming from the west to the airport through the new Wienerwald tunnel and the new Lainzer tunnel . For this purpose, the level crossing with the Donauländebahn was switched off in 2012–2014 with appropriate unbundling structures . Since mid-December 2014, long-distance trains from the main train station south of the central cemetery have been able to use the “airport express train” without crossing and can thus be taken directly to the airport.
Route to Mödling and Wiener Neustadt (S3, S4)
Even at the beginning of the S-Bahn operation in 1962, five pairs of trains on the main line were continued on the southern line, but the heavily used route did not allow regular traffic. Nevertheless, the number of trains was increased again and again, so that in 1972 already 70 S-Bahn trains were running on the Südbahn. From 1980 to 1982 trains also ran to Payerbach-Reichenau .
The security systems had to be expanded to set up regular traffic. In order to keep the main tracks free of connecting rail traffic, an additional track for freight trains was put into operation on May 7, 1979 between Atzgersdorf-Mauer and Liesing . Therefore, the Atzgersdorf-Mauer stop had to be relocated slightly to the south. It was reopened on March 8 of the same year.
On May 23, 1982, the regular traffic of the S-Bahn main line started every 15 minutes to Liesing. In order to be able to carry more traffic on the southern line in Lower Austria, all stations of the southern line to Wiener Neustadt Hbf were rebuilt and equipped with new safety systems from 1990 onwards as part of the “local transport contract” between the federal government and the state of Lower Austria .
In 1991, the hourly service to Wiener Neustadt was introduced for the time being. For the denser operation up to Mödling , level crossings had to be removed, new underpasses built, rail connections adapted to operations, new switchgear built and points converted for higher speeds. The Mödling train station was extensively rebuilt. It received a turning system and a second island platform with the result that there is no longer a house platform today. Since the existing underpass was too small, it had to be widened. After completion of the renovation work, the scheduled 15-minute intervals of the main S-Bahn line could be run from 1998 to Mödling instead of Liesing.
S-Bahn traffic from / to Viennese terminal stations
A forerunner of the S-Bahn was the so-called " Commuter ", in official parlance a short train that has been running on the Westbahn , the Franz-Josefs-Bahn and the Mödling – Laxenburg wing railway since 1932 . With this type of push- pull train operation , the locomotive was in the middle of the train, which therefore did not have to be turned at the terminus.
This railway was the second important area of use for the “commuter”, which was particularly important for bathing traffic to the river baths on the Danube. Diesel locomotives were also used here later , often shunting locomotives (series 2060 , 2062 , 2067 ). The 2050 series was also used.
Between the Franz-Josefs-Bahnhof and Tulln, S-Bahn traffic was established every hour from June 1, 1965, but this was soon watered down and only reintroduced in 1975. Since the line had not yet been electrified, diesel railcars of the 5046 and 5146 series with corresponding intermediate and control cars were used.
Electrical operation began on September 29, 1978. A substation was built in Tulln. Now railcars of the 4030 series were used, and there were also locomotive-hauled trains with the 1042 series . In 1985 the traffic was intensified, with half-hour intervals during rush hour. In addition, train stations and security systems have now been expanded. At the beginning of 1990, double-decker cars of the SBB were tested on the FJB, which were drawn at both ends with locomotives of the 1042 series.
On December 12, 2004 the stop (Vienna) Kahlenbergerdorf was taken out of service.
After the completion of the new Westbahn line , the regular, previously suspended hourly train service between Tulln and St. Pölten was resumed, which means that the previously orphaned Tulln-Stadt station is again served by the S40 trains. The route to the state capital of Lower Austria changed so that part of the Tullnerfelder Bahn now runs parallel to the Westbahn and therefore a connection to the Tullnerfeld station was established, where long-distance trains also stop, which are also used by commuters for trips to Vienna or St. Pölten can be used.
From December 2013 trains of the type ÖBB 4020 were used almost exclusively as express trains and in some cases also as regional trains, which replaced the actually newer sets of the 4024 series . 4024 trains were increasingly used on weekends . From December 2016, the ÖBB increasingly started using the new series 4744 and 4746 (Siemens Desiro ML with 4/6 doors), which operate in mixed operation with the series 4020 . The vehicles on the S40 line were in a shared schedule with the REX trains Sigmundsherberg - Vienna FJB until the class 4744/4746 was deployed . For example, the ÖBB 4020 deployed on REX 2161 (Sigmundsherberg (from 9:09) - Vienna FJB (at 10:27)) changes to the S 40 with train number 21022 (Vienna FJB (from 10:38) - St. Pölten Hbf (at 12:48).
The Westbahn was the most famous area of operation for the historical “commuter”, who ran its own tracks there (following the Vienna Stadtbahn ) between Hütteldorf and Unter Purkersdorf. It served the excursion traffic in the Vienna Woods and as a connection between the developed housing estates and the city. Instead of the originally planned class 112 locomotives, the classes 229 and 30 were mainly used. After the Second World War, other steam locomotives were also used.
This mode of operation was retained after electrification with locomotives of the 1161 , 1073 and 1080 series . The class 4030 multiple units were only used later. Due to the very low level of use, the commuter was discontinued with the 1972 summer timetable and replaced by the 50B bus line , which is operated by the ÖBB vehicle service on behalf of Wiener Linien.
Between the Westbahnhof and Tullnerbach - Pressbaum there has been an approximate regular service with the 4030 series since 1963, which was extended to Rekawinkel in the following year . In 1974 an exact cycle schedule was introduced. Some trains continued to Neulengbach , from 1975 onwards there were all of them. Initially, the 4030 sets consisted of four parts with two intermediate cars. Due to the increasing occupancy of the Westbahn by other trains, the terminus of this regular service was later gradually shifted back towards Vienna. The first non-smoking trains were introduced on this route on a trial basis. From August 2, 2004 push-pull trains were used on this line, and in 2005 the use of 4024 sets began. Neulengbach has been the end point again since December 13, 2015 and is served every hour.
Ostbahn (S60 / S65)
Between the south station (east side) and Bruck an der Leitha there was a two-hour service with diesel multiple units of the 5145 series since June 1, 1975, after electrification of the line (1974 and 1975) with the series 4030. For traffic to Neusiedl am See had to be near Parndorf A new junction should be built from the direction of Vienna, as the old junction was made from the direction of Budapest because this area belonged to Hungary (until 1921). In the course of this, the new Parndorf Ort stop was also created. The new junction was operated from May 27, 1979. The electrical operation to Neusiedl am See was started on September 30, 1979, with the station receiving additional platforms. At times, the express train service was also extended on the actual main line to the Nickelsdorf border station ; these trains ran under the line designation S65 from Vienna Südbahnhof. In 2018, almost all of the traffic will be provided by class 4024 railcars . Individual services between Bruck an der Leitha and Vienna are carried out with Raaberbahn railcars of the 4744 series (ventus) . In exceptional cases, usually when a talent fails, the 4020 series is used.
Since December 2015, the S60 trains have been running via Vienna Central Station , Meidling and the Pottendorfer Line to Ebenfurth and Wiener Neustadt Hbf , after having been routed to the Westbahn for several years.
Eastern Railway (S80)
In 1965 test runs with steam locomotives were undertaken between the south station (east side) and the Erzherzog-Karl-Straße stop in order to open up the increasingly populated area in the 22nd district . In fact, from May 28, 1967, diesel multiple units were used every hour. However, since the number of passengers fell short of expectations, the interval was later partially extended to two hours, and instead of the originally planned class 5145 and 5045 railcars , vehicles of the 5041 and 5044 series were used. In 1975 the hourly service was reintroduced.
Electrical operation was started on June 3, 1973 to Stadlau and on August 2, 1976 to Erzherzog-Karl-Strasse.
The collapse of the Reichsbrücke meant that on this branch of the Eastern Railway, replacement traffic for the discontinued tram lines was started on the same day at approximately 30-minute intervals with an additional diesel multiple unit, which could also be used with tickets from the Vienna public transport company. After test drives with 4030 sets had been carried out in the afternoon, these were used as planned from the following day. Because of the strong increase in frequency, the standard tariff remained in place even after the situation calmed down. Only the number of trains was reduced again after the Reichsbrücken replacement bridge went into operation.
The increasing development of the 22nd district made an extension necessary, and on May 31, 1980 the line was extended by one stop to Hirschstetten-Aspern . On May 31, 1987, it was extended by one stop to Hausfeldstrasse. In 1991 it was possible to introduce a 30-minute interval. Occasional use of 5145 sets occurred again and again on this line, but not due to a lack of vehicles, but mostly due to the disconnection of overhead lines. The extension of the motorway Southeast tangent resulted in the range of Stadlau on the railways also to massive renovations that were completed in 1992 substantially. The Erzherzog-Karl-Straße stop, which had been quite primitively designed until then, was given a central platform and elevators.
Like the northern railway bridge before, the Stadlauer Ostbahn bridge had to be raised due to the construction of the Freudenau power plant , because the water level would rise sharply due to the damming of the Danube. The route was therefore closed from June 30th to August 4th 1995. However, the replacement traffic was less expensive than on the main route. Some of the trains ran from Erzherzog-Karl-Strasse to Leopoldau (main line), and a replacement rail service was set up between the Haidestrasse and Erzherzog-Karl-Strasse stops.
As a result of the bridge being raised, the Stadlauer Brücke-Lusthaus and Lobau stops were closed. However, the former was reopened on January 8, 1996 under the name Praterkai . The abandonment of the Lobau stop led to public protests, so that it too was rebuilt and - after a party had already been celebrated on June 2, 1996 - it was put back into operation as planned on August 30. The Lobau station was to be closed again with the opening of the U2 underground line to Aspernstraße on October 2, 2010 and functionally replaced by the new Stadlau (S80 and U2) and Donaustadtbrücke (U2) stations. There was also resistance from the population against this planned abandonment, so that this station was not closed until December 14, 2014. In April 2016, demolition work began on the station.
The extension of the U3 underground line to Simmering caused major modifications. For the S-Bahn , a new station was built west of the street to replace the Simmeringer Hauptstraße stop , which was east of the street of the same name, and linked directly to the U3 terminus. This required numerous embankments and new bridges to be built. The facilities were expanded to four tracks, which primarily serves to improve the entrance to the central marshalling yard. The opening took place at the same time as the underground on December 2, 2000. In 2005 there was a 20-minute cycle, but this was postponed again with the following timetable change. From this point on there was only a not quite regular half-hourly traffic, whereby diesel-powered trains of the Eastern Railway were included. Since December 2019 there has been a regular 30-minute cycle again.
From December 2012 to December 2015, the S80 was extended to Wiener Neustadt Hbf via this and the Pottendorfer line , made possible by the partial opening of the Vienna Central Station . This branch is now served by the S60; The S80 has been running from Vienna Hirschstetten to Wien Hütteldorf station on the Westbahn since December 2015 and partially to Unter Purkersdorf until December 2019. The new ET series 4746 are sometimes used here.
Since May 19, 2017, the S80 has been suspended in the Vienna Erzherzog-Karl-Straße and Vienna Hirschstetten area due to the double-track expansion of the Marchegger Ostbahn. Since December 9, 2018, the S80 has been running to the newly built Vienna Aspern Nord stop.
The S-Bahn stations are only partially characterized by a uniform corporate design . In the beginning, white and yellow tiles were used extensively on the main route, the existing steel structures were painted blue. Blue then also became the key color for the S-Bahn, in which the vehicles and logo were identified. The S-Bahn lines are also shown in blue on network maps.
In the mid-1970s, the building construction department of the ÖBB building management held an ideas competition for bus stop buildings in local transport. The prerequisites were a uniform appearance, resistance to vandalism and low maintenance costs. The combination of the designs for the first two prizes then resulted in a kind of modular system in the "tube style". In 1978 the first of these structures was erected in the platform area of the Korneuburg station.
In the course of the ÖBB's "station offensive" that began in 2000, a number of new stations were built, including some on S-Bahn lines. Although they are by different architects, they are all characterized by the abundant use of high quality materials such as glass and steel. In the S-Bahn area, this was the first to affect the Baden train station , which was designed by the architects Henke & Schreieck . A particularly extensive renovation was carried out in the Vienna Praterstern train station by 2008 .
In July and August 2017, new pink boards were hung up at the stations along the main route, which are intended to provide better orientation. The boards show the two outer borders of the main line ( Floridsdorf and Meidling ) depending on the direction in which the trains are traveling on the platform. Following the same principle, the suburb line was given light green panels.
This chapter deals with the vehicles in connection with the S-Bahn. While initially the colors beige , orange and blue were on the 4030 series for the S-Bahn, these were replaced by the colors blue and white , which are on the 4020 series. The new ÖBB look, in which the 4024 and a few 4020 trains are kept, is red-silver-red, based on the Austrian flag. Details on the individual railcars can be found in the associated articles.
After the ÖBB had considered purchasing completely new vehicles, but the prices demanded by the industry were too high, they decided to purchase modified class 4030 railcars from SGP , which had been in use since 1956. These consisted of a railcar, an intermediate car and a control car. The sets with the numbers 23 to 26 of this series were still equipped with automatic, compressed air operated doors and disc brakes for the S-Bahn service and were then designated as series 4030.100. The first two sets of the 4030.100 series were in use between Hütteldorf and Purkersdorf from 1960. The actual rapid transit vehicles had the series designation 4030.200; Of the fifteen initially ordered, only three were available when operations began, so that class 4030.0 railcars also had to help out. However, this hindered operations as the doors were manually operated. The 4030.200 series had significantly lighter seats without headrests and lighter bogies compared to the predecessor sets, which resulted in a weight reduction of 17 tons per set. In addition, each set had a luggage compartment. The heavy use soon resulted in excessive wheel flange wear , which is why the vehicles were fitted with automatic wheel flange lubrication . The interior was divided into three parts, with the small end compartments intended for smokers, so that the ratio to the non-smoking spaces was 1: 1. From May 28, 1972 this was changed so that only the intermediate car was intended for smokers, whereby the ratio was 1: 2. This was also the case with the 4020 series. Ten further sets were delivered from the end of 1965, which had a new type of bogie (SGP Type V). In 1969, another four sets of the 4030.0 series were converted, these were then referred to as 4030.3, from 1975 this also happened with the remaining vehicles of the 4030.0 series. When a subsequent delivery took place in 1972, the sets were equipped with Scharfenberg couplings at the ends , and they were also equipped with a protective step board and external loudspeakers. As a result, the existing vehicles were also converted, including 4030.0 and 4030.3. Initially, the ÖBB impeller was attached to the front of the vehicles, later the S-Bahn logo and finally the new ÖBB logo. The last use on the S-Bahn main line took place on December 13, 2003, on the S50 they ran as planned until August 1, 2004, and occasionally until December 31.
As early as 1970 people were thinking about a new generation of vehicles. After testing with the 420 series of the DB did not produce the desired results, one for the further development of the series 4030 the company decided in 1975 SGP . The 4020 series is also a thyristor-controlled , three-part set consisting of multiple units, intermediate and control cars. The vehicles are already equipped with a Scharfenberg coupling. Other differences to the 4030 series are the train destination display, non-partitioned interiors, wider doors and a higher top speed of 120 km / h. The first vehicle was delivered in October 1978 with a delivery deadline of more than half a year. After a few technical problems and test drives in Tyrol , they were used for the first time on May 20, 1979 on what was to become the S80 line, and from June they also ran on the main route. From 1985, the vehicles were given a load compartment with fold-up longitudinal benches. For operation on the suburban line without a driver, some changes were made, especially to the door control. In 1990 first attempts were made with Flipdot Matrix target displays. Such displays were then installed in major repairs from 1998 onwards. In some vehicles, the Broseband displays were initially expanded without replacement. From 1994 the ivory color of the paintwork was replaced by a gray-white one. In 1995 some vehicles (4020.001–005) were given ticket machines on a trial basis, which were then used on the S80. In the same year, headrests began to be added to the seats. Because of the safety requirements for entering the new tunnels of the airport express train, the trains received an emergency brake override from 2002 .
In 2000, a bidding consortium of Bombardier and ELIN won the tender for the procurement of local railcars for Salzburg and Vienna and in 2001 the ÖBB supervisory board decided to buy Bombardier Talent (ÖBB 4024). The four-part railcars have previously unusual Jakobs bogies in Austria . The low-floor design in the entry area requires platform heights of 550 mm, the doors are also somewhat narrower than with the 4020 sets. There are several steps inside for this. The vehicles have a temperature reduction system. However, numerous requirements of the supervisory authority delayed the commissioning, so that they were not used on the S7 for the first time until December 14, 2004. The vehicles designed for 140 km / h were only allowed to travel at a maximum of 120 km / h and the operation of double sets was also prohibited. One requirement was the installation of magnetic rail brakes , which had to be retrofitted to the existing vehicles, the new buildings received them ex works. From 2005 a two-frequency version of the Talent with the designation 4124 (initially 4824) was delivered, which is also suitable for 25 kV / 50 Hz. Although this is not necessary on the Wiener Schnellbahn, these vehicles are mainly used. On November 9, 2005, the Ministry of Transport issued the permit for almost unrestricted operation; the permit for tandem formation was not granted until December 5. The Talent trains have now partially replaced the 4020 series on some S-Bahn lines that do not use the main route (S45, S50, S60, S80), but an exchange to another model is being implemented.
Since the 4024 series is not actually designed for urban S-Bahn operations, but rather for regional train operations and has numerous technical problems, a working group was created at the beginning of 2007 to clarify questions regarding the acquisition of new vehicles and to develop the tendering conditions.
In mid-April 2010 it became known that the ÖBB was ordering up to 200 electric multiple units of the Siemens Desiro ML type. This new type will mainly replace the 4024/4124 series in Vienna. The cityjet concept was presented on September 3, 2013, and from the end of 2015 30 sets of the S-Bahn variant are to be used in Vienna and Lower Austria. A special feature of the new concept is the subdivision of the train into communication, work, relaxation and service zones, and it also includes various comfort improvements such as information monitors, window blinds as well as sockets and reading lights at each seat. In December 2016, ÖBB ordered a further 64 Cityjets in the S-Bahn version with delivery by the end of 2019. These are to completely replace the 4020 series.
Four sets have been in use since February 11, 2016. After the delivery of the 31 pieces of the first series of the class 4746 was completed in 2016 and these were used on the lines S1, S2, S7, S40 and S80, the passenger use of the first double set of the second series (4746 032 and 4746 033) began on March 22nd February 2018.
Double-deck push-pull trains
ÖBB has had double-decker push-pull train sets since 1996 in order to increase the number of seats available for commuters from the surrounding area to Vienna. Initially, the trains ran from the surrounding area to a Viennese terminus , such as the Westbahnhof , Südbahnhof or Franz-Josefs-Bahnhof , but since December 2003 they have mostly been connected via the main line. There are now regional trains from Payerbach-Reichenau to Břeclav or Znojmo . They usually consist of a control car, four intermediate cars and a class 1144 or 1116 locomotive . The carriages have proven to be very successful, as they are very popular with passengers on the one hand and, on the other hand, because they are two-story, they have the advantage that travelers who only travel short distances usually sit downstairs, those who travel a further distance usually look for themselves in the upstairs a place. Furthermore, the cars have wide doors and a large free space in the door area, which means that passenger changes are relatively quick. In addition to the services as R and REX trains, they are only partially used on the S50 line.
Because of the lack of locomotives at the beginning of the express train service, diesel railcars of the series 5145 were also used, sometimes in double traction with 4030 sets. It also happened that these railcars were then used as an express train to Venice . In 1970, tests were carried out with the DB class 420 multiple units in the ORE's climatic chamber in the arsenal . This opportunity was used for test drives on the Vienna S-Bahn network in order to get ideas for future vehicles. The 420 series itself could not be used anyway, as this would have required major modifications in the stations, but the purchase of a redesigned variant of the vehicle was considered. Because of the planned expansion of the S-Bahn traffic, vehicles of the S-Bahn Zurich were used in passenger service from November 9th to 29th, 1992 to test the customer's acceptance of the double-decker coaches. In contrast to the earlier test drives on the Franz-Josefs-Bahn, this time complete sets with the SBB Re 450 and control car were in use. For the time being, however, such vehicles were not considered for the main route. At the beginning of the 1990s, the acquisition of new vehicles was planned (intended designation: 4021), with several companies making offers. There were only concepts from AEG and Bombardier ; the Jenbacher Werke offered a variant of the integral , and SGP built a test vehicle from the old control car 6130.003, which - based on their tram ULF - nicknamed Schnulf received. However, these concepts were soon shelved because of the high prices. The S40 was also operated with push-pull train sets as planned. In addition, regional trains ( double-decker push-pull train with ÖBB 1116 ), known as "throughbinders", have been on the road since December 2003 . They connect the regions north (Retz, Bernhardsthal) with those south of Vienna (Wiener Neustadt, Payerbach). On the S50, one- and two-story push-pull train sets are in use on weekdays, while on the S40 one of the three-part, double-decker push-pull trains, which otherwise handle traffic to Gmünd, is on the move in the morning.
When the connecting line reopened in 1959, the normal rail tariff had to be paid. For the sections of the route between the main customs office and Floridsdorf, however, there were discounted weekly tickets as well as monthly student tickets, which were only available at the railway stations along the route.
From March 27, 1961, tram tickets were valid on the trains between the main customs office and Floridsdorf. With the opening of the Schnellbahn in 1962, the area of validity was extended to the entire main line from Floridsdorf to Meidling; but not for all trains, but only for the actual express trains and the Vienna section of the Pressburger Bahn. Since some of the other trains were also run with the 4030 series, there were often confusions that were only resolved with the introduction of the transport association.
The standard tariff was extended on January 2, 1967 to the entire S-Bahn route in Vienna between Liesing and Strebersdorf or Süßenbrunn . In 1971, separate route maps for the rapid transit system were introduced.
With the introduction of the Verkehrsverbund Ost-Region (VOR) in 1984, the operation of the Vienna S-Bahn was included in the network tariff. This resulted in only a few changes, as the Vienna uniform tariff was retained as part of the VOR tariff. Since then, the S-Bahn can be used at the network tariff, and tickets according to the ÖBB tariff are also valid. The stops and train stations are equipped with ticket machines and validators for pre-sale tickets, and at some traffic points there are also counter sales. Ticket sales by conductors on the train were never possible within Vienna, many VOR routes outside Vienna have recently been switched to self-service . Here, as in the subway, you have to have a valid ticket before you start your journey, otherwise 105 or 135 euros will be charged if it is not possible to pay immediately in cash.
A blue logo with a stylized "S" was created for the express train. It represents the course of the main route in an abstract manner and is also intended to symbolize speed. Above all, however, the angular shape was chosen because a normally round S stood for the Viennese light rail system until 1989 . With the introduction of S-Bahn systems outside of Vienna, a new logo with a rounded S and a lighter background color was also created. The Vienna S-Bahn was originally supposed to keep its “angular” logo. This decision has since been rejected again - only the "round" logo is used for new buildings. Nevertheless, the square logo can still be found at many stations in Vienna's transport network.
About twenty seconds before entering the stations, the trains trigger an entrance announcement through a contact. To begin with, 30-track tape recorders from NIWE were used. The texts were spoken by Herbert Suchanek until 1965 . Although he used to be the station director of the Aspang station, he became known as the presenter of the radio show Drivers on the Road . After that, the announcements were taken over by other speakers, since the 1980s they have come from the former TV spokeswoman Chris Lohner, as is otherwise the case with ÖBB .
After initial tests at the Westbahnhof, automatic train destination displays were used on the S-Bahn for the first time in Austria, which are automatically controlled by control centers. In the original version they consisted of roller conveyor units with a yellow printed polyethylene film , which were irradiated by fluorescent lamps. These could be washed off with solvents and re-printed. The signal was transmitted by means of an alternating current pulse telegram. Because of the long changeover time of up to 70 seconds, the displays were replaced by pallet displays in the 1980s . Nowadays there are LCD displays on the platforms.
In some stations there are still light displays with three or four rows that once informed passengers about incidents and measures in the event of a malfunction. These were introduced at the same time as the validators, but are no longer used today. The top two rows contained fixed texts: Delays and train cancellations are to be expected. and It is recommended to use other public transport! . The other texts were location dependent.
With the timetable change on December 10, 2017, the announcements and displays on the main route were switched to a new system in which the last stop on the main route and then the message to: Terminal station of the train is displayed / announced. In the event of disruptions and longer delays (waiting times of 15 minutes and more), the old system is switched to, otherwise the overview for the passengers is lost.
On the occasion of the construction of the express train, practically all of the safety systems on the main line were renewed. In the Meidling station, however, the striking old electromechanical equestrian signal box, which originated from the interwar period, remained for the time being. Between Meidling and Matzleinsdorf there were two more signal boxes from the early days of the S-Bahn (type EM 55) and a provisional from 1971. All of these signal boxes were replaced by the Matzleinsdorf central signal box from June 2, 1969, but this was next to the S-Bahn also remotely controls other routes in the area. Because of the construction of the new line on the southern belt, the Matzleinsdorf signal box (EM 55) was also built in 1969. Another EM 55 interlocking was built on the occasion of the closure of the Aspang station at the junction of the airport express train. In the Wien Mitte area there is an electrical interlocking using push-button technology. At the Praterstern station, a new central interlocking was built using relay technology , which is the largest of the entire S-Bahn. Another central signal box is located in Floridsdorf. A track vacancy detection system and a train number detection system with relay technology were also installed on the main line, which was converted to computer operation in 1981. The INDUSI was put into operation on the main line on December 2, 1974, on the northern outer lines in a simplified version on April 8, 1976, the southern section was equipped with it earlier, from September 19, 1972. By 1982 Matzleinsdorf was expanded to become the largest signal box in Austria, with two dispatchers on duty. This also happened in connection with the introduction of computer-aided train monitoring (RZÜ) . Originally, the S-Bahn traffic was monitored by a dispatcher who was informed by telephone from the dispatchers . This method was no longer possible with traffic density. The RZÜ consists of four parts: the traffic control center, the information systems for passengers, the train monitoring telephone system for direct contact between the dispatcher and dispatchers, and the train radio (trial operation from 1986). The traffic control center is used to monitor the S-Bahn area of the main route and the adjacent external routes. A computer-controlled train number reporting system is used for train tracking. The characteristic equestrian signal box in Meidling station fell victim to the construction of this central signal box. Further safety measures were the construction of additional central interlockings in Liesing and Süßenbrunn in 1983, the shortening of the block spacing , the introduction of track changing operations and automatic train routing in the area of the central interlocking using steering digit recognition. The new traffic control center and the train monitoring telephone system were completed in 1983 after a three-year construction period. The central computer was located at the location of the Federal Railway Directorate, was connected to six station computers in Liesing, Matzleinsdorf, Wien Mitte, Wien Nord, Floridsdorf and Süßenbrunn and received reports from them about the train journeys. On two operator stations, the traffic situation could be observed and scheduled by means of a route map (location of the trains in the individual train sequence sections) and visual timetables. The train surveillance telephone enabled the dispatcher to communicate with the responsible dispatcher. The total cost was around ATS 225 million. In 1988, a new central signal box (type: modified VGS80) was opened in the Floridsdorf train conveyor line. From 1999 to 2002 a new electronic central signal box was built here, which also took over the tasks of the Jedlersdorf train station.
In the main workshop in Floridsdorf (today a technical service location), a separate train conveyance point was set up for the S-Bahn, which was integrated into the train conveyance line Vienna-Northwest. After this was closed in May 1962, it was replaced by the new Vienna-North train transport line, but due to the strong increase in rapid transit traffic, Floridsdorf was an independent train transport line from September 1975 (retroactively from January 1). On the occasion of the construction of the rapid transit railway, a new railcar hall was built in Floridsdorf and the existing one was extended from sixty to eighty meters. In the new hall there were four tracks with and without overhead lines, inspection pits and washing areas were located outside. Nevertheless, there was a constant lack of space there. In 1965 the facility was expanded by five more tracks and in 1976 it was given a second exit in the direction of Gänserndorf. In 1981 a new hall and more outdoor tracks were added. A major expansion did not take place until 1987, when a semi-automatic washing system was also put into operation. With the commissioning of the new central interlocking in 1988, operations could be simplified and only required ten employees. On June 19, 2007, the old car wash was replaced by a fully automatic one - the first in Austria. Winter operation is also possible with it. Most of the facilities in Floridsdorf have been downsized in recent years and numerous buildings have been demolished. The North Hospital is currently being built on the vacated areas .
After the S-Bahn started operating, the energy requirement was around 60,000 kWh per working day. The power supply was taken over by the Meidling substation and the associated control post in Floridsdorf via a 55 kV line, which, however, was only operated at 15 kV for cost reasons. The Meidling substation was connected to the Auhof transformer station via two 55 kV cable loops and via the Hütteldorf substation. The contact wire was made of hard copper with an addition of 1% cadmium . This one-sided power supply always caused problems. In addition, the increasing S-Bahn traffic made it necessary to renew and strengthen the facilities. In 1974, a 55 kV cable line was therefore built between the Simmering network interconnection system and the connection line on the main line to the Meidling substation near Adolf-Blamauer-Gasse and Floridsdorf was fed from here - but again only with 15 kV. In 1983, Floridsdorf was expanded into its own substation, which is also supplied by its own cable from Hütteldorf. This created a ring network with high security of supply. From 1984 to 1987 the entire overhead line system of the main line was renewed. The contact wire is now made of a silver - copper alloy, the cross-section of the line and the suspension cable have been increased. As of 2002, the transmission cable was actually converted to 55 kV, but separated so that the connection from Simmering could be looped in. For safety reasons, another transmission line was then built from Kledering via Stadlau to Floridsdorf to create a ring closure.
There were relatively few accidents on the S-Bahn. Most of the operational disruptions did not result in any injuries. In February 1965 it even happened that a decoupled double set, which was only held together by multiple controls and brake hoses, traveled the entire main route without this being noticed. Accidents with personal injury:
- December 10, 1964: Due to a switch placed under the train, a train derailed in the Kliebergasse junction and collided with a wall. There were five injured. The accident resulted in an interruption of operations of 32 hours. In addition, for the first time normal trains between Meidling and Südbahnhof could be used with tram tickets.
- February 16, 1968: Failure to heed a signal resulted in a collision between two trains, with seven people suffering minor injuries.
- January 17, 1980: An S-Bahn train collided with a freight train in Bad Vöslau due to unauthorized movement. The accident left 14 slightly injured.
- November 9, 1991: The worst accident in the history of the Schnellbahn occurred in the area of Süßenbrunn, when a train on line S2 coming from Wolkersdorf ran over an exit signal and collided with a regional train when it branched off from the northern line. As a result, an intermediate car of the regional train derailed and protruded into the track in the opposite direction. An oncoming train on line S1 could no longer brake and was slashed on the side. Four people were killed and 40 others were injured, some seriously.
- February 18, 1993: A regional train ran over an exit signal at Hütteldorf station. Despite the emergency braking, the train collided with an oncoming set of line S50. The driver of this train and two other passengers were killed and 25 injured.
- November 17, 1995: Also in the Hütteldorf train station, a train on the S45 ran over an exit signal, hit a freight train and fell to the side. Fortunately, in this case there were only six slightly injured.
- July 14, 2001: Due to construction work for the Lainzer Tunnel , track 1 in Unter Purkersdorf station was closed and traffic was directed via track 2. Although a regional train should stop before the track change and wait for the track to become free, it drove into the track. After recognizing the exit signal indicating the stop , he did an emergency braking, but could not prevent a head-on collision with a train on the S50, although the driver also initiated an emergency braking. The accident left 21 people injured, four of them seriously.
- November 17, 2001: A diverted S-Bahn train from Wolfsthal hit a class 1044 locomotive at an oblique angle in the area of the Kledering central marshalling yard, as it passed a no-shunting signal. Six people were injured.
- May 12, 2004: Back in Unter Purkersdorf, an S50 set collided with a freight train, this time the S-Bahn train crossed a stop signal. The train tipped sideways, with eleven people slightly injured.
- March 26, 2009: A passenger train coming from Tulln to Vienna Franz-Josefs-Bahnhof collided with a freight train traveling in the opposite direction in the area of Kritzendorf station. The accident was probably caused by the passenger train driver running over a stop signal, which resulted in eleven people being slightly injured and three wagons and the control car derailed or overturned and cargo lost.
- October 9, 2009: Near the Matzleinsdorfer Platz stop, a S-Bahn train set in the direction of Wiener Neustadt Hbf collided with a construction train. The accident resulted in 14 injuries, and the train driver of the superstructure train was seriously injured. The control car of the 6020 series tipped slightly to the side.
- January 21, 2013: On the single-track section between Hütteldorf and Penzing there was a head-on collision between two 4024 sets of the suburban line S45. 41 people, including one of the two train drivers, were injured, some seriously.
- September 4, 2014: At around 6:45 a.m., a set of the S3 drove into a truck that was stuck on the level crossing at the Leobendorf-Burg Kreuzenstein stop. The truck went up in flames. Three people were slightly injured in this accident.
- December 22, 2017: In Kritzendorf station, a train on line S40 (Kritzendorf-Wien) collided with a regional express that was traveling from Krems to Vienna. Both trains jumped off the rails and part of the REX train overturned sideways. 12 people were injured in the train accident.
The greatest property damage was caused by a head-on collision with a class 1042 locomotive on July 11, 1969 in Landstrasse station. On the Pressburger Bahn, the crossing with Danubiastraße near Mannswörth was particularly feared, which for a long time was the most dangerous railway crossing in Austria, where there were several accidents, including deaths among motorists. It has since been replaced by an overpass.
In order to cope with the impending traffic problems in the city, the 1st Vienna Road Traffic Quete was held as early as 1955, before the opening of the high-speed rail system . The responsible commission recommended at that time that the inclusion of the light rail lines in the S-Bahn network should also be investigated, which the Viennese transport company rejected at the time.
The concept for the S-Bahn provided for additional stations that were never implemented, but these plans had an impact. A stop was planned at Gaudenzdorfer Gürtel, where you can still see a larger distance between the tracks, which was kept free for the platform. The decision not to restore the former Radetzkyplatz station was not made until 1982, until then there was a speed limit stop , as the bridge over Löwengasse could only be renewed afterwards. Another stop was planned at the overpass of the Landstraßer belt. The planned stop at Engerthstrasse was implemented in a modified form in 1996 as a Handelskai .
After the Schnellbahn became such an extraordinary success, the ÖBB drafted a very extensive expansion plan, which again included the light rail, some new lines and almost all railway lines in the vicinity of Vienna. Even the now closed Stammersdorfer local railway should have been connected to the Viennese railway network via a new line near Strebersdorf . In 1964 an exhibition was held in the south and west train stations.
In addition to expanding the network, it was planned to relocate Meidling station to the Philadelphiabrücke , with the area south of the bridge being built over and the Badner Bahn integrated into the station. In addition, a tram extension was planned up to this point. Much later, from the proposals presented, the development of the entire Wien Mitte station was actually implemented.
After the decision to build a subway in Vienna, numerous designs for subway and S-Bahn networks were created, which were worked out by the City of Vienna's Municipal Department 18 (urban planning), civil engineer Rupert Schickl and TU professor Edwin Engel . Among them were again some drafts that included a conversion of the Stadtbahn to S-Bahn operation, but which the WVB rejected again because they were concerned that irregularities on the external routes could be a hindrance to operation. In the 1970s, the four-track expansion of the Meidling – Liesing line was a preferred project of Viennese urban planning, but was rejected by the ÖBB.
In 1977 the building management of the ÖBB and the municipal department 18 dealt with a project for a two-system operation on the underground line U3, whereby trains of the western railway and to the airport should be integrated.
In 1996, the City of Vienna and the federal government agreed on an expansion program which, in addition to the construction of the airport express train, also provided for the extension of the S45 to Praterkai and a rather complex expansion of the S80 line. These plans fell victim to the extension of the U2 underground line. In addition, the concept of the ÖBB provided for condensed traffic on most routes and the linking of S7, S60 and S80 at Südtiroler Platz.
There are currently only minor plans for expanding the S-Bahn network. Depending on the results of the negotiations between ÖBB and the provinces of Vienna and Lower Austria, an S10 line from Gänserndorf via Stadlau , Simmering and Hauptbahnhof to Meidling is to be created, and after the electrification of the Gänserndorf – Marchegg railway line, the S1 to Marchegg is to be extended.
Demands for the extension of the S7 to Bratislava have been made since 1990; the realization fails because the ÖBB sold the track from the Wolfsthal terminus to the state border with Slovakia to private customers.
The most important current construction project is the renewal of many S-Bahn stations. Recently, for example, the Westbahnhof and the Wien Mitte train station were completed . The Vienna Airport train station was completed by 2014. In order to be able to accommodate long-distance trains, the platforms will be extended and a new stairway will be created. The Wien Quartier Belvedere stop was made more attractive by 2016.
In addition, in December 2014, as part of the new construction of the Vienna Central Station on the site of the former southern and eastern stations, the construction of a connection between the eastern railway line and the airport express line was completed in order to create an optimal connection to Vienna-Schwechat airport . The double-track connection was set up in the area of the central shunting yard / Kledering / Zentralfriedhof and has been on schedule since December 14, 2014. According to the plans of the ÖBB, the new connection could be run as the S75 from the airport to Vienna Central Station and then on via the main S-Bahn line to Vienna Meidling to Vienna Hütteldorf , with appropriate funding from the states of Vienna and Lower Austria .
The connecting railway , which was noticeably relieved by the Lainzer tunnel , is also to be upgraded between Hütteldorf and Meidling . In addition to a complete renovation and large-scale replacement of level crossings with overpasses and underpasses, the two stations Hietzinger Hauptstrasse and Stranzenbergbrücke are to be rebuilt. As of 2020, the preparatory work should begin around 2023, and completion is expected to take place in 2026.
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