Klagenfurt tram
Central station lake | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Route length: | 5.782 km | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Gauge : | 1000 mm ( meter gauge ) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Power system : | 800 V = | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Heiligengeistplatz – Kreuzbergl / cemetery | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Route length: | 4,335 km | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Gauge : | 1000 mm ( meter gauge ) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Power system : | 800 V = | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The Klagenfurt tram operated in various forms from 1891 to 1963 as the only tram in Carinthia to date , but was then replaced by more economical diesel buses .
In 2005, due to the extremely high level of particulate matter in Klagenfurt, the city senate proposed to resume tram operation . To this end, the city commissioned a feasibility study for 30,000 euros from the Innsbruck Institute for Transport and Spatial Planning . The study came to the conclusion that reintroduction would not make sense due to the extremely high costs of twelve to 20 million euros per tram kilometer with a passenger potential of only 12,500 people per day. The decisive factor was that on the part of state politics, the closure of the ÖBB - railway line along the Wörthersee and its replacement by an underground railway bypass line are to be expected in the medium to long term, which would have made it impossible to use this line for the purpose of realizing a city-regional railway; only as a city-regional train could a new Klagenfurt tram have had sufficiently large numbers of passengers.
history
In the years 1883 to 1885, various companies planned to operate horse, steam and even electric trams in Klagenfurt. At that time Klagenfurt already had almost 20,000 inhabitants, which justified the need for public transport . However, it was not until May 15, 1891, that the first license to operate a horse-drawn tram in Klagenfurt was granted to the private company Springer & Co., which began a trial run shortly afterwards. On June 30, 1891, operations on the Südbahnhof - Heiligengeist Platz - See route opened. The company had a large number of summer wagons, three winter wagons and at peak times up to 24 horses. For many years the operation was profitable and effective, also thanks to the low personnel costs. The transport services were remarkable. The best performance was recorded for 1910 - also the last year of the horse-drawn tram - with 386,766 people transported.
In 1910, Siemens began building an electric tram on behalf of the city, which last also operated the horse-drawn tramway. This was opened on May 6, 1911 with the train station – Theaterplatz line. In the same year, the route network was largely expanded. In 1935 - when Klagenfurt was switched to right-hand traffic - the rail line was moved from the military swimming school to the newly opened lido. This line was very popular in summer. Right from the start (1911), the open “summer wagons” that had been taken over from the horse-drawn tramway were used on the lake line. The enthusiasm of the people of Klagenfurt for these vehicles was so great that a further order for this type of car, with slightly technical modifications, was placed.
However, the lack of investment and, until the end, mostly single-lane routes caused problems. In 1944 the tram on the Kreuzbergl was switched to the trolleybus after irreparable bomb damage . From 1948 on, diesel buses were also used, and the municipal council decided on May 6, 1954 to shut down the tram. First it hit the line to the lake - in the same year - and in 1961 the line to Annabichl was discontinued. The gradual changeover to buses ended on April 16, 1963 with the last tram ride on the Heiligengeist Platz - Hauptbahnhof line. The trolleybus also ended its operation in Klagenfurt that day.
The open summer wagons were put on playgrounds in various Klagenfurt parks after they were closed and were later partially restored by the Museum Tramway Association.
Lines
The first line was the horse-drawn tram from the Südbahnhof via Burggasse to Heiligengeistplatz, from there next to the Lend Canal on Villacher Strasse to the military swimming school on Lake Wörthersee. Up to 15 horse-drawn tram cars were in use on the 5.7 km long route, each pulled by a horse.
The electric tram began with the train station – Theaterplatz route, followed in 1911 by the Theaterplatz – Kreuzbergl, Heiligengeistplatz – Railway Bridge (near Stone Bridge) –See, Theaterplatz – Landesirrenanstalt – Annabichl / Friedhof lines. This resulted in a route network of less than 20 kilometers. Up until the end of the tram in 1963 - apart from small local changes - no more extensions were made to the rail route. The trams were already in full use right from the start: on the most important lines every seven and a half minutes, otherwise every quarter of an hour. By the end of the Klagenfurt tram in 1963, a total of 277.5 million passengers were carried.
Line names
- Line A
- Heiligengeistplatz - Central Cemetery (Annabichl)
- Line K
- Central station - Kreuzbergl
- Line S
- Heiligengeistplatz - lake, military swimming school
Vehicle fleet
No.: | Construction year: | Manufacturer: | Retired: | Others: |
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1 | 1911 | Graz wagon factory | 1952 | |
2 | 1911 | Graz wagon factory | 1961 | |
3 | 1911 | Graz wagon factory | 1960 | turned off in 1954 |
4th | 1911 | Graz wagon factory | 1958 | turned off in 1954 |
5 | 1911 | Graz wagon factory | 1963 | Rebuilding SGP Graz in 1949 after losing the war |
6th | 1911 | Graz wagon factory | 1963 | Rebuilding SGP-Graz in 1948 after being lost in the war |
7th | 1911 | Graz wagon factory | 1961 | |
8th | 1911 | Graz wagon factory | 1963 | Rebuilding SGP Graz in 1949 after losing the war |
9 | 1911 | Graz wagon factory | 1961 | shut down in 1960 |
10 | 1911 | Graz wagon factory | 1963 | Rebuilding SGP-Graz in 1948 after being lost in the war |
11 | 1911 | Graz wagon factory | 1958 | turned off in 1954 |
12 | 1911 | Graz wagon factory | 1958 | turned off in 1954 |
13 | 1911 | Graz wagon factory | 1944 | |
14th | 1911 | Graz wagon factory | 1944 | Chassis for Bw 50 |
15th | 1911 | Graz wagon factory | 1954 | |
16 | 1912 | Graz wagon factory | 1958 | turned off in 1955 |
17th | 1911 | Graz wagon factory | 1961 | |
18th | 1911 | Graz wagon factory | 1963 | Rebuilding SGP-Graz in 1947 after being lost in the war |
19th | 1901 | Graz wagon factory | 1956 | 1939 takeover from Dornbirn; turned off in 1953 |
20th | 1901 | Graz wagon factory | 1952 | 1939 Takeover from Dornbirn |
21st | 1901 | Graz wagon factory | 1958 | 1939 takeover from Dornbirn; turned off in 1956 |
22nd | 1942 | Simmeringer wagon factory | 1960 | turned off in 1959 |
23 | 1942 | Simmeringer wagon factory | 1963 | |
24 | 1942 | Simmeringer wagon factory | 1963 | 1947 to 1949 as Bw 24 |
No.: | Construction year: | Manufacturer: | Retired: | Others: |
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50 | 1948 | SGP-Graz | 1961 | on chassis Tw 14 |
51 | 1911 | Graz wagon factory | 1961 | shut down in 1960 |
52 | 1911 | Graz wagon factory | 1961 | shut down in 1960 |
53 | 1911 | Graz wagon factory | 1961 | Rebuilding SGP-Graz in 1948 after being lost in the war |
54 | 1911 | Graz wagon factory | 1960 | turned off in 1957 |
55 | 1911 | Graz wagon factory | 1960 | turned off in 1957 |
56 | 1911 | Graz wagon factory | 1958 | turned off in 1954 |
57 | 1911 | Graz wagon factory | 1961 | Rebuilding SGP-Graz in 1948 after being lost in the war |
58 | 1911 | Graz wagon factory | 1961 | shut down in 1960 |
59 | 1911 | Graz wagon factory | 1958 | turned off in 1957 |
60 | 1911 | Graz wagon factory | 1961 | Rebuilding SGP-Graz in 1948 after being lost in the war |
61 | 1911 | Graz wagon factory | 1961 | shut down in 1960 |
62 | 1911 | Graz wagon factory | 1961 | shut down in 1960 |
63 | 1912 | Graz wagon factory | 1961 | |
64 | 1912 | Graz wagon factory | 1961 | shut down in 1960 |
65 | 1902 | Graz wagon factory | 1956 | 1939 takeover from Dornbirn; turned off in 1955 |
66 | 1902 | Graz wagon factory | 1957 | 1939 takeover from Dornbirn; turned off in 1953 |
67 | 1902 | Graz wagon factory | 1944 | 1939 Takeover from Dornbirn |
68 | 1902 | Graz wagon factory | 1958 | 1939 takeover from Dornbirn; turned off in 1953 |
69 | 1902 | Graz wagon factory | 1944 | |
70 | 1912 | Graz wagon factory | 1945 | 1943 takeover from Salzburg; Loss of war |
71 | 1912 | Graz wagon factory | 1948 | 1943 takeover from Salzburg; Loss of war |
No.: | Construction year: | Manufacturer: | Retired: | Others: |
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101 | 1926 | Graz wagon factory | 1958 | turned off in 1953 |
102 | 1926 | Graz wagon factory | 1945 | Loss of war; Conversion to a lorry |
103 | 1926 | Graz wagon factory | 1945 | Loss of war; Conversion to a lorry |
104 | 1926 | Graz wagon factory | 1958 | turned off in 1953 |
105 | 1926 | Graz wagon factory | 1957 | turned off in 1953 |
106 | 1926 | Graz wagon factory | 1958 | turned off in 1953 |
107 | 1926 | Graz wagon factory | 1958 | turned off in 1953 |
108 | 1926 | Graz wagon factory | 1958 | turned off in 1953 |
109 | 1926 | Graz wagon factory | 1961 | Conversion from horse-drawn carriage; turned off in 1953 |
110 | 1926 | Graz wagon factory | 1958 | Conversion from horse-drawn carriage; turned off in 1953 |
111 | 1926 | Graz wagon factory | 1958 | Conversion from horse-drawn carriage; turned off in 1953 |
112 | 1926 | Graz wagon factory | 1957 | Conversion from horse-drawn carriage; turned off in 1953 |
113 | 1926 | Graz wagon factory | 1945 | Conversion from horse-drawn carriage; Loss of war |
Lendcanal tramway and sea tramway
Even when the public tram was still in use, there were plans to preserve the tram cars. In 1969 the Association of Carinthian Railway Friends (today “Carinthian Museum Railways ”) was founded. Along with other railways in Carinthia that are worthy of preservation, the Klagenfurt tram was one of the most important issues for the association. As a result, 40 cars from European tram companies from different eras could be collected in 1975. In the summer of 1976, near the Europapark in the Lendspitz nature reserve, the " Lendcanaltramway " museum railway was built , which is now operated by the " Nostalgiebahnen in Kärnten " association in the summer months as an electric tramway, and less often as a horse-drawn tramway. The route is 750 meters long and has four stops and a four-track coach house. An extension of the route has been planned for a long time, which was delayed, for example, by plans for a congress center in this nature reserve, from which the Lindner Seepark Hotel later emerged.
On January 27, 2009, the Klagenfurt City Senate unanimously decided to support a tourist tram company in the Minimundus lido area with the project name Seetramway. However, this is only a fundamental decision without a specific financial allocation. In November 2009 the Vice Mayor of Klagenfurt, Albert Gunzer, informed the Proponentenverein that he saw no possibility within two years that the municipality of Klagenfurt could contribute financially to the project. Ex-City Councilor Kurt Peterle, Hansgeorg Prix (Nostalgiebahnen) and architect Harald Omansiek announced in September 2011 that they wanted to submit the project for around 4.5 million euros for approval in 2011. Despite multiple efforts, however, it was not possible to obtain coverage. The budget of the city of Klagenfurt, already heavily burdened by various large projects, does not allow the project to be financed. No change is expected in this regard for 2018 either.
literature
- Gerhard Mayr, Hansgeorg Prix: The Klagenfurt tram . Verlag Johannes Heyn, Klagenfurt 1982, ISBN 3-85366-376-1 .
- Wolfgang Kaiser: Trams in Austria . GeraMond Verlag, 2004, ISBN 3-7654-7198-4 .
- Harald Hermann, Alfred Laula: Tram in Klagenfurt . Verlag Josef Otto Slezak, Vienna 1981, ISBN 3-900134-73-1 .
Web links
Individual evidence
- ↑ klagenfurt.at ( Memento of the original from October 20, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ klagenfurt.at ( Memento of the original from October 20, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Jochen Habich: Klagenfurt tramway project is picking up speed again ( Memento from October 21, 2014 in the Internet Archive ). In: Small newspaper. September 22, 2011.