Liesing siding

from Wikipedia, the free encyclopedia
Liesing cable car
Vienna Liesing industrial center
Around 1870: Wagenmann & Seybel industrial railway
Around 1870: Wagenmann & Seybel industrial railway
Route of the Liesing towing railway
1960–1990: route sketch
Route length: 9.0 km
Gauge : 1435 mm ( standard gauge )
State: Vienna
Legend
Route - straight ahead
 Southern runway from Wiener Neustadt Hbf
   
 State border Vienna / Lower Austria , bridge over the Ketzergasse
Station, station
 0.000 Vienna Liesing
   
 Südbahn to Vienna Central Station
   
 0.050 Mühlbach, until around 1885
   
 0.200 EK Franz-Parsche-Gasse
   
 0.250 EK footpath Karl-Sarg-Gasse
   
 0.300 Junction of the accumulator factory, later south branch
   
 0.350 EK footpath Seybel-Steg
   
 0.450 Mühlbach, until around 1885
   
 0.460 EK Seybel-Gasse
   
 0.800 Freight site industrial area Liesing
   
 1,500 End of the route (from 1968)
   
 1,700 EK Seybel-Gasse / An den Steinfeldern
   
 1,800 Junction at Metallwerke Liesing
   
 2,000 Automobile factory Gräf & Stift

The Schleppbahn Liesing , (also called SL , Liesinger Schleppbahn or factory railway ) was an industrial railway in the south of Vienna . It was operated from 1860 and covered a total of around 10 km with its branches in its 140-year operation. The last scheduled train ran on December 12, 2003.

The line was originally set up as a connecting line (factory line) of the Wagenmann und Seybel industrial company . It connected this plant with the southern railway at Liesing station . Later it was expanded several times, used by various companies and last extended in the industrial area of ​​Liesing to the vicinity of what would later become the Perfektastraße subway station . The Liesing siding never had any passenger traffic. The term "Schleppbahn" is traced back to the language used by the Austrian railway authorities in the 19th century: At that time, factory, connecting, industrial and similar railway facilities that flowed into public railways were referred to as towbars.

In 2013, the route of the abandoned siding was the subject of considerations for a traffic concept for the Liesing industrial area , which also included passenger traffic.

route

The tow line branched off from the southern line southeast of the Liesing station. Two branches emerged from the siding:

  • The northern branch formed the extension of the original factory railway to the north. In addition to the area of ​​his founding company, he supplied a number of companies on the (later) Seybelgasse: at the end of the line were the Liesing metal works and the facilities of the Perl automobile factory , later the Gräf & Stift factory . After its adjustment and partial removal of the tracks, no buffer stop was erected, but only a crane protection car that was no longer used at the end of the track. The use of this route is documented by pictures in 1974 and 1986.
  • The southern branch emerged from the siding of the VARTA battery factory on Siebenhirtenstrasse, which branched off from the main track of the factory railway in Franz-Parsche-Gasse. It was extended parallel to Siebenhirtenstrasse at the end of the 1960s. This branch of the track crossed Brunner Strasse and led further east to the Liesing industrial area on Perfektastrasse. It was also connected to tracks in the eastern part of the Wagenmann & Seybel plant area (in the area of ​​what would later become the ORF central warehouse and the Liesing broadcaster ) that had been supplied via the northern branch of the track system until it was closed.

The southern branch of the siding had a predecessor: the siding to the “Industriehorst Liesing”. This was an attempt to expand the industrial area around Atzgersdorf and east of Liesing to include metal and wood processing companies in the years from around 1940. Companies were z. B. the Leichtmetallwerke, the Zahnradwerke Hagenmayer, the Carowerk, the Vereinigte Wiener Metallwerke and the Elektron & Co. These companies should have served as a feeder industry for the aero engine works Ostmark , but in 1942 they were already a year behind with construction. The accumulator factory, which was supposed to supply accumulators for electric (submarine) boats, was part of these plans. These plans were related, among other things, to the fact that the area of ​​Vienna could not be reached by bombers during the Second World War until 1944 , which meant that the armaments factories in this area were temporarily protected. For this purpose, the area east of Brunner Strasse was provided with a siding towards Liesing station, where in the western part of Siebenhirtenstrasse it merged into the siding of the accumulator factory to the siding. The city of Vienna had committed itself in a contract to carry out the development work. The track to the Industriehorst was removed in the post-war years. The connection to the battery factory remained. The route leading further east, parallel to Siebenhirtenstrasse, lay fallow until the mid-1960s , after which the southern branch of the towing railway was run on it. The shunting tracks parallel to the southern runway, which had been largely unused and overgrown for years, were also renewed in this context. As the operator of this connection and a member of the consortium of companies in the industrial horst, the "Liesinger Industriebahn Gen. mb H. ”, the liquidation of this cooperative lasted until 1957.

In later years there were considerations to lead the siding for the area east of Brunner Strasse over Lower Austria. This failed because, on the one hand, the state of Lower Austria was unwilling to make land assignments and, on the other hand, Vienna did not want to set up track systems in the foreign federal state.

The towing railway could not be reached directly from the Liesing freight station, but only via a hairpin that required the trains to overturn. For this and for the shunting of wagons, additional tracks were laid parallel to the tracks of the Südbahn, which reached over Ketzergasse near the (then) station building of the first Perchtoldsdorf stop . These tracks were counted as part of the connecting railway. The towed trains that arrived there were then pulled into the Liesing freight station, which was north of the Liesing station building.

The Schleppbahn Liesing did not have its own land. Its branching off from Liesing station, the main track , was part of the properties of the Südbahn for a few 100 m up to the crossing of Seybelgasse (the former entrance to the Wagenmann & Seybel chemical plant). From there, the tracks of the siding were on the streets and business premises of the industrial area, primarily in the area of ​​the Wagenmann & Seybel chemical plant and Siebenhirtenstrasse.

A direct track connection to the Kaltenleutgebner Bahn , which branched off a few hundred meters south of the confluence of the Liesing towing line from the southern runway, would theoretically have been possible, but was not available (for this it would have been necessary to cross the busy tracks of the southern runway). Trains that passed from the siding to the Kaltenleutgebner Bahn (e.g. tram transports, see below) had to make multiple zigzag journeys in Liesing station. There was no rail connection to the siding on the Badner Bahn route in Inzersdorf (mainly the so-called "Terranova siding" from Saint-Gobain Weber Terranova GmbH ), which was about 800 m north of the end of the Liesing siding. The connecting railway, which led to the Liesing Brewery in the west of Liesing station , was also not part of the siding.

Organization and operation

The organizational basis of the Liesing cable car was originally a contract between the participating companies. A GmbH was later founded for this purpose , the "Schleppbahn Liesing Betriebsgesellschaft". The railway operation was based largely on entries in the land register on mutual rights of use ( servitute ) for the land on which the tracks were located: On the one hand, the landowners' rights to use the railroad were entered in the land register, also insofar as the railway was on land owned by other owners (companies), on the other hand these owners were obliged to tolerate the use of the tracks on their property by other companies. The fact that the first of these land register entries date from 1885 has nothing to do with the establishment of the railway, but has to do with the introduction of the land registers during this time, when all existing rights to land were collected and (for the first time) registered.

In 1920 the HIAG (Holzverkohlungs-Industrie AG, a company for the production of organic basic chemicals) took part in the railway, until 1929 the Liesing metal works, the Perl automobile factory and the G. Roth AG (Gräf & Stift) were added. During the Second World War, the owner at the time, Donau-Chemie, sold a number of properties to other companies that also became customers of the Schleppbahn, such as Linde- Reidinger, Schnorch-Werke (ELIN), Rudolf Geburth's heirs, Niesser Wärmetechnik and Johann Fröhlich AG.

In 1961 it was discussed whether to organize a transport connection by means of road scooters for rail transport in the area of ​​the siding instead of a siding. Approx. 10 wagons per working day were calculated, which turned out to be difficult to afford. The Viennese urban planning prevailed with the suggestion of a track construction, from which the later south branch of the siding arose. The basis for this was the Vienna zoning plan in 1962.

In 1966 Donau Chemie dissolved the articles of association from 1944, and this company subsequently withdrew to the eastern part of the former large factory premises. On the basis of a new contract, rail operations were taken over by the companies Bruno Bischof, Boschan, Gräf & Stift, HIAG and the road construction company STUAG, a predecessor of STRABAG . This marked the end of the northern branch of the siding, which was discontinued in the years that followed.

From October 1, 1970, operations on the siding in the southern branch with the LDH 420 diesel locomotive acquired from Wiener Gaswerke were managed by the Austrian Federal Railways on the basis of an operations management contract ; the remaining traffic in the northern branch was taken care of by the existing smaller locomotives (including the of the Breuer locomotive).

The southern branch was used until 2003 and its tracks were dismantled in the years thereafter. The tracks in the area of ​​the Perfektastraße - Liesinger-Flur-Gasse intersection were only dismantled in 2007.

The siding had no signal systems. Road crossings were secured with flags by employees before the train journey. Only at the intersection with Brunner Strasse was there in the last few years of operation on the south branch (after an expansion of the road, which had been given the function of a motorway feeder to the A 21 motorway from the 1970s ), there was protection by light signals before the train crossed switched on manually. The confluence of the siding with the southern runway was in the field of vision of the southern signal box of the Liesing station, which was at the Franz-Parsche-Gasse level crossing at the time.

Legally, the siding was not closed, only the personnel supply contract with the ÖBB was terminated. There were attempts to keep the railway going, but this failed due to the complicated ownership structure of its route. The decisive factor for the end of operations was ultimately the sharp drop in sales in freight volume, which was mainly due to the closure of the VOEST steel goods store.

Track layout in the Wagenmann & Seybel chemical factory and the northern branch of the siding, around 1935

use

The railway had to cope with extensive freight traffic for the Wagenmann and Seybel works alone. In 1911, the main products mentioned were an average of 1,800 (railway) wagons (of the size or capacity at that time, e.g. as an acid tank wagon ) of sulfuric acid , 120 wagons of nitric acid , 60 wagons of tartaric acid , 20 wagons of carbonate of ammonia and 90 wagons of ammonia .

Until 1977, railcars and trailer cars for the Viennese tram network were transported on the Liesing towing railway or such cars were taken over from there for modifications or repairs. These wagons were built or repaired by the company Gräf & Stift in Atzgersdorf and were pulled from there first via the Liesing siding to the Liesing station and then from Liesing via the Kaltenleutgebner Bahn to the Rodaun station to a transfer system in the Vienna tram network. This transfer system was equipped with a gantry crane and was built for this purpose in 1946. The tram cars had the same gauge as the railroad, but because of the different wheel tires, the vehicles had to be run on trestles .

Another major customer of the railway was the Akkumulatorenfabrik-AG AFA, the later Varta-Werke in Siebenhirtenstrasse. This plant was served via a branch from the original line, from this siding later the southern branch of the Liesing siding developed.

In the 1990s, the railroad carried around 160,000 to 220,000 tons of freight annually; this value later fell to around 100,000 tons and in 2002 was already below 50,000 tons.

Locomotives

Deutz 27306, ex ÖBB 2061.01, parked at St. Aegyd am Neuwalde station (2019)
The LDH 420 in the Vienna East Train Department (August 2003)

Older locomotives were mostly used on the siding, which were taken over from other railways when they were used. A locomotive documented for this railway is published as the property of Wagenmann & Seybel. For other machines, related companies (Metallwerke Liesing) or legal successors (Donau Chemie) are named as owners. The locomotives were initially driven by specially trained staff from the neighboring companies (which mostly belonged to the Wagenmann & Seybel group of companies), and in later decades until ÖBB employees were hired, who worked on the basis of a personnel supply contract.

The oversized buffer plates were characteristic of the older locomotives that served the north branch of the siding . They were mounted on the locomotives because of the strong swiveling out of the drawn wagons to prevent the buffers from getting stuck in the tight curves. Cars with a longer wheelbase could only be coupled to the locomotives with rods or chains.

The following locomotives are documented in operation of the siding. These locomotives were largely owned by the Schleppbahn, some belonged to businesses that were located on the Schleppbahn: Some of these locomotives were acquired by railway museums, have been preserved and can be viewed according to the rules of these museums.

  • Steam storage locomotive from Orenstein & Koppel , built in 1917, serial number 8194, owned by Wagenmann & Seybel, used from 1917, 2001 at the Museum Fahrzeug-Technik-Luftfahrt MVT in Lauffen near Bad Ischl.
  • StEG steam locomotive , built in 1889, serial number 2091, owned by Liesing metal works, used from 1920.
  • Steam tramway locomotive DT 11 by Krauss in Linz, built in 1886, serial number 1482, owned by Donau Chemie , originally operated on the southern line of the steam tramway, used on the siding from approx. 1920 to 1956 (an indication that this locomotive was used when the siding was opened would have been available, the timing cannot be correct). This locomotive came to the Vienna Tramway Museum WTM in 1961 .
  • Steam tramway locomotive DT 30 by Krauss, built in 1899, serial number 4142, after completion of the electrification work on the steam tram lines in Vienna, sold to Donau Chemie approx. 1920/21, then used until 1956. A picture from 1954 shows it in front of a train made of oil wagons in the station Liesing.
  • Diesel locomotive (converted from a natural gas locomotive) Gebus DGL 16 (originally KGL 16), built in 1949, serial number 509, owned by Donau Chemie, used from 1956 to 1966.
  • Diesel locomotive from Deutz , former Wehrmacht locomotive WR 200 B 14 , built in 1940, serial number 27306; Taken over by the United States Forces in Austria (USFA) in 1953, operated by ÖBB under the number 2061.01, then owned by STUAG , taken over on April 28, 1966 and used from 1966 to 1982, later with the VEF Association of Railway Friends and the Austrian Club for diesel locomotive history ÖCG.
  • Battery locomotive from Siemens , built in 1903, serial number 119, owned by the AFA battery factory , used from 1925 to 1966.
  • Diesel locomotive 242.01 from SGP , built in 1962, serial number 18163, used from 1982 to 1989. The locomotive came to the Southern Burgenland regional railway SRB in 1989 and in 2019 was still in the Großpetersdorf station of this former railway. The number designation is based on the fact that this locomotive was originally built for VÖEST and was incorporated into their numbering scheme: locomotive with 240 hp, 2 axles, 1st copy. The locomotive was already a one-off at VÖEST, it has an air-cooled motor.
  • Locomotor Breuer V, built in 1950, serial number 3030, initially used by Wiener Stadtwerke in the Engerthstrasse power station, then from 1968 to 1987 in Liesing. This vehicle later came to the Association of Railway Friends (VEF) in Vienna-Schwechat.
  • Diesel locomotive from Jenbacher Werke - JW , built in 1961, serial number 3.511-028, property of the consumer warehouse in Liesing, used until 1996. The locomotive came to the ÖSPAG Wilhelmsburg works railway in 1996.
  • Diesel locomotive SGP LDH 420 (2067.420), built in 1962, serial number 18207, used from 1970 to 2002. It was built for the Wiener Gaswerke, but a little weaker (no supercharged engine, different gearbox, top speed 55 instead of 65 km / h) than the Externally identical locomotives of the 2067 series of the ÖBB. This locomotive was stationed in the ÖBB-Zugförderung Wien Ost and was operated by ÖBB staff. At the end of its useful life, it was sold to the ÖCD and was stored in the boiler house in St. Aegyd am Neuwalde in Lower Austria from October 2003 . 2017 was still in possession of the ÖCD, it bears the fictitious ÖBB number 2067.12.
  • In the final phase of operation, the last locomotive of the siding, the LDH 420, had already been sold. The remaining trains were run by ÖBB locomotives ( series 2070 or series 2062 ).

The Liesing towing railway did not have its own wagons. It transported wagons that either belonged to the respective companies or to other railway companies, mainly the ÖBB.

Planning after the siding is closed

Even after the towing was closed (as a railway operation), the siding was not built, but the rails were largely removed. The use of their floor space was part of a traffic concept in 2013. This concept put the inclusion of the route in a rail-bound local transport system up for discussion, within the framework of which both passenger and freight transport e.g. B. would be conceivable by freight trams, the CarGoTram in Dresden and the Cargotram Zurich were named as examples . The railway would have connected the southern railway with the Badner Bahn, the integration of the Kaltenleutgebner Bahn, a connection to the tram line 67 in Favoriten and a connection to the underground line 1 were mentioned as a further phase . The associated measures were rated as high in terms of benefit and efficiency, but so were the costs; the implementation period was set at "long-term".

In 2015, the tugboat appeared as part of the existing rail network in a study to improve the Vienna rapid transit network; although the tracks there were designated in a target area for urban development (Liesing Mitte), measures for their use were not proposed.

literature

  • Alfred Moser: Liesing siding closed. In: Eisenbahnverkehr aktuell SVA. Pospischil publishing house, Vienna. ZDB ID 568412-2 . Issue 3, year 2004. pp. 7–10 (with 11 photos from rail operations).
  • Ernst Kabelka: Liesinger Schleppbahn before the setting. In: Eisenbahnverkehr aktuell issue 12, year 2003. p. 4
  • Ernst Kabelka: Row 2070 from January 2003 on the Liesinger Schleppbahn. In: Eisenbahnverkehr aktuell issue 8, year 2003. p. 8
  • Small train station really big: Liesing. In: Franz Steiner (Ed.): Modellbahnwelt. Model & Railway in Austria - MBW . Bregenz year 2002, issue 5. ISSN  1013-4409 ZDB -ID 1152602-6 pp. 16-25.
  • Helene Eis: Investigation of the Liesing-Atzgersdorf industrial area. Dissertation to obtain the degree of Doctor of Commerce at the University of World Trade . Vienna 1961.

Web links

Commons : Schleppbahn Liesing  - Collection of images, videos and audio files

Individual evidence

  1. ↑ a b c Kleiner Bahnhof , p. 16.
  2. ↑ a b Bahnnews Austria (accessed April 23, 2017)
  3. ^ Alfred Moser: Connecting, towing and works railways in-house. With reference to an ordinance of the Ministry of Commerce from 1879. In: Eisenbahnverkehr Aktuell (SVA), Verlag Pospischil, Vienna. ZDB ID 568412-2 . Issue 8/2002, p. 46. This ordinance is the ordinance of the Ministry of Commerce of 25 January 1879 regarding the constitution of projects relating to railways and the official acts related to them. Reichsgesetzblatt for the kingdoms and countries represented in the Reichsrathe . VIII. Item, issued and dispatched on February 5, 1879. RGBl. No. 19/1879 (accessed April 23, 2017): The towing tracks are dealt with there in §§ 35 ff. (P. 141 ff.).
  4. ↑ a b Final report on a resource-saving industrial area - technical expertise on transport ( memento of the original from 10 August 2016 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Pp. 66-68. (Retrieved August 10, 2016). @1@ 2Template: Webachiv / IABot / www.standpunkt-liesing.at
  5. ^ Ernst Kabelka: garden shed on wheels. Short report about the protection car 967038 for the crane 916824, with picture from August 24, 2002. In: Eisenbahnverkehr Aktuell (SVA). Issue 10/2002, p. 14.
  6. ↑ 2061.01 on August 2nd, 1974 with a stake car , see also the following pictures on this link. (accessed May 6, 2017).
  7. ↑ Fig. 44 shows the locomotive 242.01 (Floridsdorf 18163/1962) on June 23, 1986 when crossing Seybelgasse in front of the entrance to the company premises. (accessed May 8, 2017).
  8. ↑ list of establishments in this area: Operation list (accessed 27 April 2017)
  9. ↑ Norbert Schausberger : Armaments in Austria 1938-45: a study on the interaction between economy, politics and warfare. In: Publications of the Austrian Institute for Contemporary History. Volume 8. Hollinek, Vienna 1970. pp. 83, 108.
  10. ↑ a b Helene Eis: Investigation, pp. 29 and 87.
  11. ^ A b Norbert Schausberger: Armor. P. 108.
  12. ^ Norbert Schausberger: Armor. P. 83.
  13. ^ Norbert Schausberger: Armor. P. 151.
  14. ^ AFA company (accessed April 27, 2017).
  15. ^ Norbert Schausberger: Armor. Pp. 149-151.
  16. ↑ Helene Eis: Investigation . Site sketch p. 1a.
  17. ↑ Helene Eis: Investigation, p. 26.
  18. ↑ Helene Eis: Investigation, p. 30.
  19. ↑ Helene Eis: Investigation, p. 83.
  20. ↑ a b Track plan of the Liesing station in the 1970s (top right in the plan). (accessed April 23, 2017).
  21. ^ Owner: ÖBB-Infrastruktur AG. Official public land register, cadastral municipality 01805 Liesing, deposit number 1272, properties 655/3, 656/3 and others (accessed March 4, 2016). One of the smallest properties in Austria (at the former crossing of the Liesinger Mühlbach site) belongs to this complex, with the 655/8 plot of only 2 m².
  22. ↑ Final report, resource-saving industrial area - technical expertise transport ( memento of the original from 10 August 2016 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. P. 36. (accessed April 23, 2017). @1@ 2Template: Webachiv / IABot / www.standpunkt-liesing.at
  23. ^ The law on companies with limited liability (GmbH-Gesetz - GmbHG) was only created in Austria in 1906.
  24. ↑ Helene Eis: Investigation, p. 53.
  25. ↑ a b Kleiner Bahnhof, p. 17.
  26. ↑ Helene Eis: Investigation, p. 87, with citation of file notes from the Stadtbauamtsdirektion-Urban Planners, BD.-1933/60 and PI.-297/60.
  27. ↑ Kleiner Bahnhof, p. 18.
  28. ↑ Erich Hoch: The locomotives of the Liesing siding. In: Railway. ISSN  0013-2756 ZDB -ID 162227-4 year 1972, issue 4, p. 57.
  29. ↑ Schienenweg.at (accessed 23 April 2017).
  30. ↑ a b c d Alfred Moser: Siding closed. P. 10.
  31. ^ Josef Jahne: Local history of the political district Hietzing area for school and home. Published on behalf of the kk district school council for Hietzing area. Vienna 1911. Self-published by the kk district school council for Hietzing area. Page 125.
  32. ↑ Fremo (accessed April 23, 2017)
  33. ↑ a b Alfred Moser: S-bar closed. P. 7.
  34. ^ Alfred Moser: S-bar closed. Pages 7 and 9 (referred to as diesel locomotive on page 9).
  35. ↑ a b Alfred Moser: S-bar closed. P. 9.
  36. ↑ a b c d e f g Josef Pospichal: Locomotive statistics (accessed April 23, 2017).
  37. ↑ Austrian Steam Base, Bahnmedien.at (accessed 27 April 2017).
  38. ^ Hans Sternhart: 100 years of the Viennese tram. In: Railway. ISSN  0013-2756 ZDB -ID 162227-4 . Born in 1966, issue 6, p. 125.
  39. ↑ Austrian Steam Base, Bahnmedien.at (accessed 28 April 2017).
  40. ↑ Short article with picture in: Eisenbahn. Born 1955, issue 5, p. 89.
  41. ↑ Harald Navé: 50 years ago in Liesing. (Photo taken on April 24, 1954). In: Rail transport currently. Issue 6/2003, p. 46.
  42. ↑ Andreas Christopher: GEBUS Lokomotiv-Werke Vienna / Salzburg (accessed May 7, 2017).
  43. ↑ Pictures in the railway technology picture archive (accessed May 6, 2017).
  44. ↑ a b Locomotive directory of the ÖCD . (accessed April 23, 2017).
  45. ↑ Freight train with 242.01 (accessed April 23, 2017)
  46. ↑ diesel locomotive 242.01 of SRB on 19/03/2006 at the station Grosspetersdorf. , www.bahnbilder.de (accessed August 22, 2017).
  47. ↑ Entry at rangierdiesel.de (with picture, accessed May 13, 2017).
  48. ↑ Breuer locomotive engine at VEF Schwechat. In: Rail transport currently. Issue 4/2003, p. 36.
  49. ↑ Turntable online works locomotives in Vienna and Lower Austria Fig. 28 to 35 (scroll down in the series of images, accessed April 23, 2017): 2067 variant (SGP-F 18207/1962), 2061.01 (Deutz 27306/1940).
  50. ↑ SL 2067 of the Liesinger Schleppbahn on August 2nd, 1974 with a freight train approx. 15 wagons long in Siebenhirtenstrasse (accessed May 6, 2017).
  51. ↑ Locomotive 2067.420 (accessed December 25, 2015, not available on April 23, 2017)
  52. ↑ “2067” of the Liesing tow in the ÖCD Museum. In: Rail transport currently. Issue 10/2003, p. 24.
  53. ^ Günter Hellein: SL locomotive in St. Aegyd am Neuwalde. Brief report on the transfer on October 25, 2003. In: Eisenbahnverkehr Aktuell , Issue 1/2004, p. 33.
  54. ^ Andreas Käfer, Herbert Peherstorfer (TRAFFIX Verkehrsplanung GmbH): S-Bahn in Vienna. Opportunity for the growing city. Vienna, August 2016. (Vienna S-Bahn potential study). Ed. Chamber for workers and employees for Vienna. ISBN 978-3-7063-0633-1 . Maps 5–10 in the appendix. (accessed August 28, 2016).