on the ring in front of the parliament building
|opening||October 4, 1865|
|electrification||January 28, 1897|
|Transport network||Verkehrsverbund Ost-Region|
|Route length||176.9 km|
|Track length||432.3 km|
|Gauge||originally 1440 mm, today 1435 mm|
|Power system||originally 550 volts, today 600 volts direct current|
|Operating mode||Furnishing operation|
|Line length||225 km|
|Cruising speed||15.1 km / h (during the day)|
|Passengers||306 million / year (2016)|
The Viennese tram has its origins in a horse-drawn tramway line that was operated from 1865 . A little later the Vienna Tramway Company was founded. From 1872 the Neue Wiener Tramwaygesellschaft existed as a competitor. 1883 drove the first steam tramway. Electrification began in 1897 and localization was initiated. The expansion of the tram network reached its peak in the interwar period .
Today the Vienna tram is operated by the city's Wiener Linien . Today, the track width is 1,435 millimeters ( standard gauge ), as is the case with the railways and underground trains . The power is uniform over an overhead line provided with a DC voltage of 600 V is operated. In 2016, the Vienna tram carried 305.8 million passengers. In 2013 the line length was 225 kilometers and the track length 432.3 kilometers.
With currently 28 lines, the tram, together with the underground, forms the backbone of public transport in Vienna. After Melbourne , Berlin , St. Petersburg and Moscow, Vienna has the fifth largest tram network in the world.
The horse tram
The first forerunner of the tram in Vienna was the Brigittenauer Eisenbahn , a horse-drawn tram that ran from July 2, 1840 to June 29, 1842 from the Danube Canal (at the Rotenturmtor ) via Obere Donaustraße, Gaußplatz and Jägerstraße to the Colosseum entertainment establishment in Zrinyigasse 15 in Brigittenau and ran every quarter of an hour from 2 p.m.
Several companies applied for the construction of a “horse tramway” in Vienna, of which Schaeck-Jaquet & Comp. was able to enforce and received a concession. After the opening run on October 4, 1865, regular operations began on October 5, 1865 from the Schottentor on the new Vienna Ringstrasse through Alser Strasse and Hernalser Hauptstrasse to Dornbach (which only belonged to Vienna from 1892; now line 43). Vienna owned the first tram of the Austrian Empire (from 1867 Austro-Hungarian monarchy ), followed by Pest (1866), Buda (1868), Brno and Temesvár (1869).
As a result, the city administration tried to persuade other companies to build tram routes. Due to the harsh conditions, however, all applicants joined forces, so that the Vienna Tramway Company (WT), which had now been formed , remained the sole company and received the concession on March 7, 1868. She subsequently built most of the Vienna tram network.
Because of the social conditions and the poor working conditions, there were repeated labor disputes among tram workers. The tram drivers had daily working hours of up to 19 hours, only interrupted by a 30-minute lunch break. You were held liable for all damage to the partially decrepit vehicles. If they were delayed by more than a minute, they had to perform criminal services on days off. In April 1889 the servants went on strike, during which they were supported by social democratic journalist and later top politician Victor Adler . Although Adler was sentenced to arrest for his criticism, the tram drivers won. The worst harassment was stopped and the working day was limited to twelve hours.
A consortium led by the engineer Gustav von Dreyhausen, son-in-law of the well-known banker Moritz von Todesco , applied for the concession for another tram company and received it on May 21, 1872. This Neue Wiener Tramwaygesellschaft (NWT) ran the traffic on the Gürtel ( at that time outside the city limits and until 1898 without the Viennese steam light rail ) and in the suburbs of the city that were not yet incorporated, supplemented the WT network, but also appeared as a competitor. The NWT started operations on June 25, 1873; In 1877 the length of their network was already 42.4 kilometers.
The steam tramway
On October 27, 1883, the steam tramway Krauss & Comp. the first steam tramway line between the Viennese suburb of Hietzing, which was incorporated in 1892, and Perchtoldsdorf, south of Vienna . In 1887 the line was extended south to Mödling . In 1912 the line to Mauer was electrified, and from there to Mödling in 1921; today it runs as line 60 from Vienna's Westbahnhof to Rodaun (23rd district). A branch line ran from Hietzing to Ober-St.-Veit from 1887–1908 (like Hietzing in the 13th district since 1892). This line was not operated continuously after electrification. The eastern part was taken over by line 58 to Unter-St.-Veit until September 1, 2017 , between Unter.-St.-Veit (on the other side of the railway) and Ober-St.-Veit, line 158 shuttled with individual locomotives. The crossing with the railroad could only be used for operational purposes and without passengers. Line 158 was switched to bus operation in 1958, line 58 was given a turning loop near the abandoned level crossing in 1965, which has been used by line 10 since September 2, 2017.
Another route of the steam tramway company of supra-local importance led 1886–1911 from the Danube Canal at the Stefaniebrücke via Floridsdorf (21st district since 1905) to the northern suburb of Stammersdorf (today line 31), where the wagons from 1903 on to the trains of the Stammersdorfer Local railway to Auersthal in the Weinviertel could pass. Starting in 1886, a branch line also ran from Floridsdorf south-east via Kagran (also 21st district in 1905) to Groß Enzersdorf on the edge of the Lobau ; it was electrified by 1922. Today only the part of the route in Donaufelder Straße exists, which is used by line 26 and in part by line 25. In 1901 the central departure point was relocated to the next Danube Canal Bridge upstream, the Augarten Bridge .
A route operated by the Neue Wiener Tramway-Gesellschaft (NWT) ran from 1886–1893 from the suburb of Gaudenzdorf, which was incorporated in 1892, to the Vienna Meidling train station (1893 to horse operation, 1903 switched to electric operation; today line 62). Your also in 1886 opened extension of Meidling by Wiener Neudorf was south of Vienna part of since 1907 continuously electrically operated and still trains running Wiener Lokalbahn , the "Badner Bahn".
Further NWT steam tramway routes led from Westbahnhof to Gymnasiumstraße (18th / 19th district; today U6 and bus lines) in 1884–1903, from the Neubaugürtel via Breitensee and Baumgarten to Hütteldorf (today line 49) and 1885–1903 from the Nussdorfer Straße (9th district) to Nussdorf Zahnradbahnhof (today about line D). All of these routes were then converted to electrical operation.
The electric tram
In 1892 many of the city's suburbs were incorporated. The Christian Socials, with whom Karl Lueger soon prevailed, wanted to curb the hitherto prevailing liberal big capitalism in favor of their supporters, the small tradespeople, and relied primarily on municipalization for trams, electricity and gas supply. The tax power of the metropolis made no problems for Lueger to take out the necessary loans for his acquisitions on the financial market.
After his election as mayor in 1897, Lueger began with the consistent municipalization of municipal services, which until then had been provided by private companies. In 1899 the City of Vienna received a 90-year concession from the Imperial and Royal Ministry of Railways , signed by Minister Heinrich von Wittek , for "a network of standard-gauge small railroad lines in Vienna to be operated with electrical power". The 99 routes (parts) explicitly mentioned in the announcement included new routes and the purchase of the network of the Vienna Tramway Company, whose employees were to be taken over by the city as far as possible. The lines were integrated into the company “Municipality of Vienna - Urban Trams” , which was entered in the commercial register on April 4, 1902 . In 1903 the network of the Neue Wiener Tramwaygesellschaft was also bought.
On January 28, 1897, an electric tram drove for the first time in Vienna: on the tracks of today's line 5. Also favored by the lower noise and odor nuisance compared to horse and steam trams, the electric tram quickly gained acceptance. On June 26, 1903, the last horse tramway, which was officially adopted, drove. In 1907 line designations with numbers or letters that are still valid today were introduced. The steam tramway operated on some branches in the outskirts until 1922. The electrified tram was often called "the electric" by the Viennese in the first two thirds of the 20th century.
Until 1910 - still in the tradition of the horse-drawn tram, which required direct contact between the driver and the harnessed horses - only tram cars with open platforms were delivered. These were subsequently closed until 1930.
The first double stops were introduced in 1911 .
On March 5, 1913, the first double-deck car manufactured by the main workshop was tested.
Operation became increasingly difficult during the First World War . Until 20 December 1915 were in the ring , the and the connecting lines, such as the inner Mariahilferstrasse, sub-lines converted to normal catenary. The sub-lines had been installed from 1901 at the request of the imperial court for optical reasons. On the way out of town they required a complicated change of the pantograph . From 1916, some women had to take over the work of the men who had been drafted into the military, and some operations had to be closed. In 1917, a quarter of all stops were no longer served.
On October 16, 1925, the Viennese electric light rail , which was taken over and electrified by the City of Vienna in 1924, was included in the tram tariff system. From October 20, 1925, the mixed tram and light rail line 18G began operations, it represented a link between tram and railroad and operated until 1945. The highest level in the fleet was reached in 1929, in 1930 the greatest network density with 318 kilometers . In the interwar period , Vienna had more inhabitants than it does today (around 1910 the city had 2.1 million inhabitants in a smaller area than it does today; after the First World War the population began to decline noticeably, reaching around one and a half million in the 1991 census over a larger area the lowest level); At that time the tram was unrivaled as a means of urban transport in Vienna.
After the “Anschluss” to the German Reich, traffic was switched from left to right traffic on the night of September 18-19, 1938 . During the Second World War , as long as Vienna was spared combat operations, the tram service experienced its peak performance: In 1943, almost 732 million passengers were carried on the then still extensive route network. 18,000 people found work on the Viennese tram. Due to the air raids on Vienna in 1944/1945 and the Battle of Vienna in April 1945, operations had to be gradually stopped, the last line, the O-car, on April 7, 1945.
After the Second World War
After the Battle of Vienna, the first five lines were able to resume operations on April 28, 1945. At the beginning of the war, the Viennese tram had 3,665 passenger cars. Of these, 587 were destroyed and 1536 damaged. The restoration of the route network should take until 1950, some short sections of the route were no longer in operation. From 1946 the trolleybus Vienna (line 22) supplemented the tram between the Währinger Gürtel and Salmannsdorf , and operated until 1958.
In 1948, used railcars were purchased from New York as part of the Marshall Plan and put into operation as type Z (car numbers 4201-4242). These cars, which were called Americans , were slightly wider than the usual ones in Vienna and could only be used on routes that had a slightly larger track spacing - which still came from the steam tram - such as on line 331 to Stammersdorf. The cars were comparatively modern as they had compressed air-operated doors and automatically retractable steps. The seat backs could be folded down depending on the direction of travel so that all seated passengers could look ahead. The extensive adjustments were made in part by Gräf & Stift in Vienna-Liesing.
Until the 1950s, the network was still consistently served with old, repaired and partly with new superstructures, since new ones could only be purchased from 1951. These vehicle types were, however, procured in series with small numbers, because from 1955 the complete abolition of the tram was bypassed as a traffic planning vision in Vienna and investments were therefore only made hesitantly.
While private cars were still the exception from the beginning to the middle of the 20th century, as they were too expensive for most of the population, the increase in private motorized transport in the post-war period led to calls for a car-friendly city . Rail traffic on the road was seen as a "traffic obstacle" (the term traffic only refers to the automobile), and the complete shift of public transport to the subway and buses was pursued as a vision of the future.
In 1956, articulated trolleys were commissioned from Gräf & Stift . Due to the tight financial situation, the new wagons were assembled from old material; the basis was the old chassis of two type n 1 sidecars acquired in 1927 for the electric light rail . Modern car bodies were built on this and connected by means of a telescopic joint part of Italian design. The Type D prototype with car number 4301 was delivered on July 3, 1957. After the test and adjustment runs, the articulated wagons were used in Vienna from February 17, 1958, the maiden voyage was on line 71. A total of 16 type D 1 articulated wagons were built and were on lines 9, 41, 42 and E 2 until 1976 used. The vehicles were cumbersome due to their heavy weight of 28 tons and could not otherwise convince. In 1958, with the conversion of the short line 158 between Unter-St.-Veit and Ober-St.-Veit, the practicality of the bus as a replacement for the tram was tested; from 1960, the continuous conversion of lines with routes through narrow streets in densely built-up areas took place Area within the belt ; the best-known example is line 13 from the Südbahnhof to Alser Straße . But also individual routes on the periphery and beyond the city limits in surrounding communities were replaced by bus routes, such as the former steam tram routes to Mödling and Groß-Enzersdorf .
The subway tram
In the 1960s, two tram sections were laid underground as " USTRABA ". The section on the " Zweierlinie ", which was lowered in 1966 , was converted into an underground line in 1980 and has been used by the U2 ever since. The section on the southern belt , which was laid deep in 1969 , is still used today by lines 1, 6, 18 and 62 as well as the Vienna – Baden local railway .
New cars, conductors-less operation and the construction of the subway
The realization that the contemplated abolition of the tram would not be a short-term project , mainly because of the rather lengthy construction of the planned underground network, led to the six-axle articulated railcars of the types E and E 1 , built from 1959 , of which until 1976 a total of 427 copies were built, a generation change in the fleet aimed at longevity. The last articulated wagons in the high-floor design were the type E 2 vehicles , which are licensed by DUEWAG , with the matching c 5 trailer ; they have been in use since 1978. With this type, retractable steps were introduced to improve comfort when getting in and out. Furthermore, the design has been modernized and the technical equipment has been significantly improved in terms of safety. Of simmering-Graz Timpanist (SGP) were 98 and by the company Bombardier 24 cars were produced. The Type E 2 was first used on August 28, 1978 on line 6.
For reasons of economy , no conductors were used in the sidecars from 1964 and in the railcars from 1972 . Wolfgang Ambros sang the song to be a conductor in 1978 , des war amal something / it will never be like that again, des is des Schaffnerlos . For reasons of personnel policy, it was not until 1996 that the last conductor (on line 46) finished his duties. One of the conductors' jobs was to call out the stations. From 1968 this task was taken over by the tape voice of Franz Kaida , since mid-2013 by the voice of the actress Angela Schneider .
With the construction of the Vienna subway , there were further extensive route adjustments in the tram network. Parallel tours with the subway, even on short sections, were avoided. Since this planning policy is still being implemented today, shutdowns in tram operations can still be expected when the underground network is expanded.
Turf track sections
In contrast to other cities, Vienna started experimenting with green tram tracks relatively late. At the end of the 1980s, the first turf track sections were built in Vienna for test purposes in Wolkersbergenstrasse (line 62) and Brünner Strasse (line 31) . A little later, the conventional concrete superstructure was also replaced by greenery on the belt between the Südtiroler Platz and Wildgansplatz stops (lines O and 18). Shortly afterwards, perforated concrete slabs were laid in some sections, on the one hand to ensure that road vehicles could hardly be driven on, but on the other hand to be able to do justice to environmental considerations. Specifically, this superstructure was to be found on several sections between Fickeysstrasse and Central Cemetery 2. Tor (lines 6 and 71) and on Schwedenplatz (lines 1 and 2). Initially, the grass also thrived through these perforated concrete slabs.
This was followed by several years without any further test sections, and interest in grass tracks had been lost more and more. As a result, the greenery was removed from Brünner Straße and on the Gürtel between the Südtiroler Platz and Südbahnhof and Heinrich-Drimmel-Platz and Wildgansplatz stops and replaced with concrete.
With the construction of the tram route through Tokiostraße and Prandaugasse, a new section of grass track was built again, albeit in a new superstructure with Vignol rails and low-lying vegetation level. Due to complaints from residents, rubber insulation elements were retrofitted to reduce the vibrations of the rails, but the noise level is still extremely high. At the extension of line 26 there is also a section of grass track of the newer form, namely in Oberfeldgasse.
In addition, more and more districts are demanding turf track sections, for example in the Meidling district between the Dörfelstraße and Meidling station or in the Döbling district on Grinzinger Allee (line 38), but Wiener Linien has so far resisted the creation of additional turf track sections. The main arguments mentioned are the fact that emergency vehicles are no longer accessible and the increased costs due to the necessary maintenance.
When line D was extended through the Sonnwendviertel, a grass track with a high vegetation level was built along the Helmut-Zilk-Park due to a successful application by the Greens. The conventional concrete superstructure is only used at the stations, the new turning loop in the Absberggasse and Geiereckstrasse area and at intersections with streets and paths. Together with the section in Lainz, the 900 meter long route in the Sonnwendviertel is the longest green track system in Vienna.
Also with the extension of the line O in the Nordbahnviertel the 150 meter long stretch in the street Am Tabor (underpass of the Nordbahn) will be implemented as grass track. After a request from a citizens' initiative, the city of Vienna, Wiener Linien and the district head of Leopoldstadt agreed on the construction and the additional costs compared to a concrete superstructure.
The tram as a means of transport is no longer in question in Vienna today; some new openings are even planned. In the last few decades, Wiener Linien has also done a number of things to improve comfort. So-called stop caps have been built at many stops , bulges in the sidewalk from which passengers can step directly onto the train without first having to go down to the lane level. In order to avoid climbing into the car, a start was made to buy low- floor sets, which can be accessed practically evenly from bus stop caps and where there are no more steps in the vehicles. This means that these vehicles are suitable for wheelchairs and prams . Most of the stops are or will be equipped with an electronic display system that informs passengers when the next trains are coming and whether they are wheelchair accessible. Many labels and announcements are now available in German and English. The network cards of Wiener Linien have low prices compared to Western Europe.
From 1995 Vienna started using the first low-floor wagons, called ULF (Ultra Low Floor). These vehicles, developed and manufactured by Simmering-Graz-Pauker (today Siemens ) and Elin , have the lowest entry height in the world at 18 centimeters. Today around 300 ULF low-floor vehicles in four variants are in use in Vienna, and some other sets are still being delivered. The tender for the procurement of a new generation of vehicles was launched in autumn 2013. The option of purchasing additional ULF cars from Siemens was therefore not used. At the end of 2014, Wiener Linien decided to order 119 to 156 articulated cars of the Bombardier Flexity Vienna type by 2026. The first Flexity cars will replace the last high-floor cars from 2018. The exact number of items to be ordered depends on network expansions and future intervals. This was preceded by an unsuccessful appeal by the losing company Siemens against the award decision.
In 1998, part of the subway and tram sets were sold to a US finance company under a cross-border leasing contract , while retaining ownership , and have since been leased with a buyback option . According to media reports, 50 percent of all underground and tram trains should still be bound in 2009.
The following projects have been implemented in recent years and thus represent the most recent changes in the tram network of Wiener Linien:
Extension to Kaiserebersdorf (lines 6, later 11, and 71)
- In 1996, line 71 was extended from its previous terminus at Zentralfriedhof , 3. Tor, to Kaiserebersdorf (also in the 11th district, Simmering) in order to connect new residential areas on the Leberberg to line 71 as a feeder to the U3. On December 9, 2012, line 6 took over this new line; line 71 was withdrawn to the central cemetery, but extended from its inland terminus at Schwarzenbergplatz via the ring road to the stock exchange . In 2019, the route of line 6 was shortened with a new terminus in Geiereckstraße in Simmering, instead a new line 11 and again the 71er to Kaiserebersdorf, Zinnergasse.
Closure of the line to Leopoldau
- With the opening of the U1 between Kagran and Leopoldau in 2006, line 25 was temporarily suspended and the line between Kagraner Platz and Leopoldau closed. Line 26 took over the remaining route to Aspern.
Closure of the route to the Stadlauer Brücke
- After the opening of the U2 extension to the stadium, line 21 remained in operation to handle traffic during the 2008 European Football Championship. After the tournament, the line was closed, the tracks from the Praterstern out of town were removed. The fine development along the line was taken over by buses.
Traffic on the Ringstrasse (lines 1 and 2)
- From June 30, 1986, two lines ran on the Ringstrasse and the Franz-Josefs-Kai as an endless loop: Line 1 clockwise on the inside track, Line 2 counterclockwise on the outside track. On October 26, 2008, both lines were given a new route in the sense of the historical through lines by taking over two radial routes from other lines and connecting them via the ring. This eliminated the downtime at the Stubentor and Schottenring, as well as the line signals J, N and 65.
- In December 2009, a track connection from Stadiongasse (line 2) through Reichsratsstraße (behind the parliament ) to Schmerlingplatz (line 46) was completed. Until then, when the Vienna Ringstrasse was closed (e.g. during events or demonstrations), trains from Ottakring could only be taken to the Josefstädter Strasse station on the Gürtel , as there was no return loop near the ring. Line 2 can now turn around at the Dr.-Karl-Renner-Ring loop or, if necessary, be diverted via the Universitätsring.
Extension to the main train station (line D)
- With the partial commissioning of Vienna Central Station on December 9, 2012, Line D was extended from its terminus Südbahnhof , which was also given its current name Quartier Belvedere , to the east entrance of the Central Station. The line passes under the main station in the course of Karl-Popper-Strasse, where the Hauptbahnhof Ost stop was set up, and ended in a loop south of the station on Alfred-Adler-Strasse until it was extended into the Sonnwendviertel in 2019.
New line construction in the Kagran area (line 25)
- On December 22, 2012, the line went into operation from the Donaufelder Strasse / Josef-Baumann-Gasse intersection through Tokiostrasse and Prandaugasse to the Kagran U1 station (around one kilometer). Line 25, which had been discontinued in 2006 due to the extension of the U1 to Leopoldau , was reactivated to serve it . It now connects the Vienna Floridsdorf train station on the main S-Bahn line, roughly parallel to the Danube, with the Kagran, Hardeggasse and Donauspital underground stations, and with the Oberdorfstraße terminus in the former suburb of Aspern, which was served by line 25 until 2006 . In return, line 26 was withdrawn from Aspern to Kagran.
Extension to the Hausfeldstraße underground station (line 26)
- Since October 5, 2013, line 26, starting from the U1 station Kagraner Platz, has been traveling a 4.7 kilometer long new line to the U2 station Hausfeldstrasse . The line went into operation together with the extension of the U2 to Seestadt Aspern . Part of the route is an elevated route over the Laaer Ostbahn and the Wiener Nordrand Schnellstraße (S2), which is used in left-hand traffic; This enabled the Stadlau industrial park station there to be built in an elevated position with a central platform. Construction of the line began on January 13, 2012. The section Kagraner Platz - Kagran through Wagramer Straße, which was previously used by line 26, was closed on August 18, 2013, and a further use has not yet been decided.
Closure of the line to Oberlaa (line 67)
- The originally existing route of line 67 on its southeastern branch was gradually shortened due to the construction of the U1 extension on the same route section. The section between Per-Albin-Hansson-Siedlung and Oberlaa was initially closed on March 1, 2014, as the above-ground construction work for the underground line was carried out directly on the old tram line on this section. Until the completion of the underground line, the bus route 67E operated instead of route 67 on the section between Alaudagasse and Oberlaa. With the completion and opening of the U1 extension to Oberlaa in September 2017, the entire route in Favoritenstraße was abandoned, line 67 then ran between Otto-Probst-Platz and Reumannplatz until September 2019. Then this section was taken over by the new line 11.
Reconstruction of Johann-Nepomuk-Berger-Platz (lines 2 and 44)
- In the summer of 2017, Johann-Nepomuk-Berger-Platz was converted to swap the ends of lines 2 (previously Ottakring) and 44 (Dornbach). This measure was intended to remove parallel guides to lines 43 and 46. The construction work included setting up new track connections and moving the tracks from the center to the edge of the square; in addition, the square has been redesigned.
Reconstruction on the Kennedy Bridge (Lines 10 and 60)
- Also in 2017, a new track connection was installed on the Kennedy Bridge. This allows the trams to go around the reception building of the Hietzing underground station on the inner track in left-hand traffic. Subsequently, line 60 was extended from Hietzing to Westbahnhof. Line 58, which previously ran this section, was completely omitted; Line 10, which previously also ended in Hietzing, took over its route between Hietzing and Unter St. Veit.
Reorganization of Favoriten and Simmering (lines 6, 11 and 71)
- Since September 2, 2019, line 67 has been running as line 11, coming from Otto-Probst-Platz, from Reumannplatz over the route of line 6 to Kaiserebersdorf. At the same time, line 71 was extended to Kaiserebersdorf. Instead, line 6, coming from Favoriten, ends at a new loop on Geiereckstraße. In the initial planning, line 6 should only be shortened to Enkplatz and the new line 11 should run purely as an amplifier line between Enkplatz and Kaiserebersdorf. Line number 11 was determined in an online vote. The revised line concept also provided for line 6 to run from the Schrankenberggasse stop over a new line that has since been abandoned to the Crete district (Siemens reasons).
Development of the Sonnwendviertel (Line D)
- In December 2019, the D-Wagen was extended through the Sonnwendviertel to Gudrunstraße at the Absberggasse at the MA 48 dung yard, which was built around the same time. The trains run along a grass track along the Helmut Zilk Park , which is the longest continuous route to date. The Absberggasse loop can also be used for short tours from lines 6 and 11 that run here.
Public transport package until 2020
As announced in 2017, the following network expansion projects are to be implemented by 2020:
Development of the Nordbahnviertel (line O)
- Line O is to be extended from its northern terminus at Wien Praterstern train station to the Nordbahnviertel urban development area. The final loop is planned for the old water tower. The 1.4 kilometer long route is to go into operation together with the education campus on the site in 2020.
Projects from 2020
The following projects are planned for the period after 2020:
New line Neilreichgasse (line 11)
- From 2021, line 11 will no longer run parallel to line O between Troststrasse and Quellenplatz, but rather over a new line through Neilreichgasse. This should be relieved by a longer parallel guide with line 6. Realization or timely implementation of this project is currently uncertain.
Development of the urban development area Berresgasse - line 27
- At Pirquetgasse, branching off from the current Kagraner Platz-Hausfeldstrasse route, a new route is to be built from 2023 to the Berresgasse urban development area (Breitenlee), which will lead to Aspern Nord . A new line (planning name 27) is provided for operation.
Development of the north-west station area (line 12)
- The development of the Nordwestbahnhof development area is to take place via a new line 12, which will cross the district and also connect the Nordbahnviertel. It is intended to establish a connection to the Franz-Josefs-Bahnhof and to the Friedensbrücke , Traisengasse and Vorgartenstrasse stations , and a new line through Vorgartenstrasse to the U1 is also planned. In a first stage, this line is to be built from 2023 between Hst. Rebhanngasse (line 2) and the U1 station Vorgartenstraße . The extension through the urban development area Nordwestbahnhof is to take place with appropriate development.
Development of the Seestadt
- From 2024, it is to be extended from the eastern end of line 25 in Aspern through Seestadt to Aspern Nord station.
Danube field tangent
- For the future urban development area in the Donaufeld area , north of the Old Danube, tram tracks are to turn off from Fultonstraße via Nordmanngasse, a street that has yet to be built and Arakawastraße towards Tokiostraße, where they join the tracks towards Kagran. Line 25 is provided to operate this route.
Development of the Monte Laa residential area
- The connection of the settlement and residential area Monte Laa should stand in 2014 made either by the line 67 or by the line D. However, line 67 was discontinued in 2019. According to current plans, line 67 is to run again from 2025, on a new line to Bitterlichstrasse (southeastern settlement).
New construction of the Wienerberg tangent (line 15)
- The new “Wienerbergtangente” to be built is intended to replace the 15A bus route between Wien Meidling station and the Altes Landgut U1 station on the Favoriten district . It is to lead, starting at the favorites distribution circle, through Grenzackerstraße, Raxstraße, Wienerbergstraße and Wurmbstraße to the Philadelphiabrücke, from where it is to follow the course of line 62 to the Dörfelstraße stop. Here she should turn around in the Murlingengasse loop. The length of the new line to be built is around four kilometers. At or near the intended route are the office complex Euro Plaza , the Emergency Hospital Meidling , the headquarters of the Vienna Health Insurance , the Wienerberg City , the Higher Technical School Vienna 10 , the Vienna University of Education , and several large housing developments, including the George Washington court .
- Contrary to the original plans, which envisaged the implementation of this project between 2015 and 2017, it was announced in mid-2014 that for the time being, bus lanes ("bus corridor") would be built over the entire length between Wienerbergbrücke and Altes Landgut. The tram should not go into operation until 2028, together with the extension of the U2 to Wienerberg.
Further expansion options
In addition, the following projects have been discussed in recent years:
- New line in the 20th district (line O)
- Line O could later be led from the Nordbahnhof area through Engerthstrasse to Friedrich-Engels-Platz, but the Brigittenau district opposed this extension.
Optimization of line 25
- Between the Siebeckstraße and Donaustadtstraße stops, line 25 could take a new, shorter route on Donaustadtstraße instead of Erzherzog-Karl- and Wagramer Straße.
|The 28 Viennese tram lines|
|D.||Absberggasse - Central Station East - Quartier Belvedere - Opera , Karlsplatz - Schottentor - Franz-Josefs-Bahnhof - Spittelau - Heiligenstadt - Nussdorf - Nussdorf , Beethovengang||11.83 km||Through line||Favorites, belt|
|O||Raxstrasse , Rudolfshügelgasse - Central Station - Quartier Belvedere - Rennweg - Landstrasse - Praterstern||7.66 km||Through line||Favorites|
|1||Stefan-Fadinger-Platz - Matzleinsdorfer Platz - Opera , Karlsplatz - Schottentor - Schwedenplatz - Prater Hauptallee||10.52 km||Through line||Favorites, belt|
|2||Friedrich-Engels-Platz - Dresdner Strasse - Traisengasse - Taborstrasse - Schwedenplatz - Stubentor - Opera , Karlsplatz - Josefstädter Strasse - Dornbach||12.83 km||Through line||Brigittenau, Hernals|
|5||Praterstern - Friedensbrücke - Franz-Josefs-Bahnhof - Westbahnhof||7.87 km||Tangential line||Brigittenau, Rudolfsheim|
|6th||Burggasse-Stadthalle - Westbahnhof - Gumpendorfer Straße - Margaretengürtel - Matzleinsdorfer Platz - Reumannplatz - Geiereckstraße||7.45 km||Tangential line||Favorites|
|9||Wallrißstraße - Gersthof - Elterleinplatz - Schweglerstraße - Westbahnhof||6.22 km||Tangential line||Hernals, Rudolfsheim|
|10||Dornbach - Kendlerstraße - Hütteldorfer Straße - Hietzing - Unter-St.-Veit , Hummelgasse||7.84 km||Tangential line||Ottakring, Speising|
|11||Kaiserebersdorf , Zinnergasse - Central Cemetery - Simmering - Enkplatz - Geiselbergstraße - Reumannplatz - Otto-Probst-Platz||13.22 km||Tangential line||Favorites, Simmering|
|18th||Burggasse-Stadthalle - Westbahnhof - Gumpendorfer Straße - Margaretengürtel - Matzleinsdorfer Platz - Central Station - Quartier Belvedere - St. Marx - Schlachthausgasse||8.14 km||Tangential line||Rudolfsheim, favorites|
|25th||Aspern , Oberdorfstrasse - Donauspital - Hardeggasse - Erzherzog-Karl-Strasse - Kagran - Floridsdorf||9.65 km||Through line||Kagran, Floridsdorf|
|26th||Hausfeldstrasse - Kagraner Platz - Floridsdorf - Strebersdorf , Edmund-Hawranek-Platz||11.88 km||Through line||Kagran, Floridsdorf|
|30th||Floridsdorf - Brünner Strasse - Großjedlersdorf - Stammersdorf||5.27 km||Radial line||Brigittenau, Floridsdorf|
|31||Schottenring - Jägerstraße - Floridsdorf - Brünner Straße - Großjedlersdorf - Stammersdorf||11.32 km||Radial line||Floridsdorf|
|33||Josefstädter Strasse - Franz-Josefs-Bahnhof - Friedensbrücke - Jägerstrasse - Friedrich-Engels-Platz||5.92 km||Through line||Brigittenau, Floridsdorf|
|37||Schottentor - Nussdorfer Straße - Hohe Warte||4.85 km||Radial line||belt|
|38||Schottentor - Nussdorfer Straße - Oberdöbling - Grinzing||5.33 km||Radial line||belt|
|40||Schottentor - Währinger Strasse - Gersthof - Gersthof , Herbeckstrasse||4.43 km||Radial line||Belt, Hernals|
|41||Schottentor - Währinger Straße - Gersthof - Pötzleinsdorf||5.12 km||Radial line||Belt, Hernals|
|42||Schottentor - Währinger Straße - Michelbeuern - Antonigasse||3.42 km||Radial line||belt|
|43||Schottentor - Alser Straße - Hernals - Neuwaldegg||5.99 km||Radial line||Hernals|
|44||Schottentor - Hernalser Gürtel - Ottakring - Ottakring , Maroltingergasse||4.39 km||Radial line||Ottakring|
|46||Ring , Volkstheater - Thaliastraße - Ottakring - Joachimsthalerplatz||4.76 km||Radial line||Ottakring|
|49||Ring , Volkstheater - Urban-Loritz-Platz - Hütteldorfer Straße - Breitensee - Baumgarten - Hütteldorf , Bujattigasse||8.61 km||Radial line||Rudolfsheim, Ottakring|
|52||Westbahnhof - Linzer Straße - Baumgarten||5.81 km||Radial line||Rudolfsheim, Speising|
|60||Westbahnhof - Hietzing - Preyergasse - Speising , Hermesstraße - Maurer Hauptplatz - Rodaun||11.10 km||Radial line||Speising, Rudolfsheim|
|62||Opera , Karlsplatz - Matzleinsdorfer Platz - Meidling train station - Hetzendorf - Speising , Hermesstraße - Lainz , Wolkersbergenstraße||10.99 km||Radial line||Speising|
|71||Börse - Schottentor - Opera , Karlsplatz - Rennweg - St. Marx - Enkplatz - Simmering - Central Cemetery - Kaiserebersdorf , Zinnergasse||12.93 km||Through line||Simmering|
In addition to these lines operated by Wiener Linien, the Vienna – Baden local railway also uses the Vienna tram network. It follows the route of line 62 between its terminus at the opera and Meidling train station, before switching to its own tracks just behind it. This is a link between trams and trains .
The longest tram line in Vienna is line 11, which is around 13.2 kilometers long and connects Otto-Probst-Platz near Wienerberg via Favoriten and Simmering with the Kaiserebersdorf district. The shortest line is line 42, which runs for 3.4 kilometers from the Schottentor underground station on Ringstrasse to Antonigasse in the 18th district.
Designation of the lines
Up until 1907, line signals with geometric graphics were used to mark the route of the car. These symbol discs, later also called hieroglyphic signals , were intended to enable illiterate people to differentiate between the various routes.
In 1907 the alphanumeric order that is still valid today came into force. Some lines have remained unchanged since then, namely lines 5, 38, 41, 46, 49 and line 43, which was closed for a few years. With the introduction and expansion of the urban bus network, this system has been watered down a little, nowadays there are some inconsistencies. According to the division of the city into districts and the course of the most important traffic routes, the following structure was most appropriate at the time:
Passage lines - originally letter groups A to Z, today also numbers 1 and 2`
- Passage lines represent a combination of a round line with one or two radial lines. The designation begins, starting from the Praterstrasse axis, counterclockwise in ascending order. Through lines that ran on a section of the “laden road” (the name for a street parallel to the ring road, today more like a two-way line ) were given letters with the addition “2”, e.g. B. E 2 or H 2 (called "two lines" in Viennese colloquial language), there were also other indices for lines that crossed other round lines (for example 4, 5, 8 and 18). In addition, other distinguishing features, such as an additional “K” for lines that first crossed the quay, or an additional “R” for lines that first crossed the ring, had been introduced. This additional letter or number (also called an index) is preferably written in a reduced, non-subscript form next to the line signal.
- Line D is the only line of letters across the ring that has been preserved. Line O has kept its letter signal, although it has not been on the ring since 1980. Also in 1980, the last new letter signal was given with the line N (Friedrich-Engels-Platz - Prater Hauptallee).
- With the reorganization of ring lines 1 and 2 in October 2008, these also became through lines. Line D was to be integrated into this system from 2009 and given the designation 3, but this project was postponed as it was not well received and no route change was available as a reason.
- These run in circular sections around the city center, for example line 5 from the Praterstern in the northern curve around the city center to the Westbahnhof .
Radial lines - number group 21 to 80
- These run from the city center out of town. Starting from the Praterstrasse axis, the numbering is counter-clockwise in ascending order.
Extensions and branches - three-digit numbers
- Numbers from 1 to 3 were placed in front of the one-digit or two-digit line signals to allow for extensions (e.g. 31 - 131 - 231 - 331), shortenings (e.g. 57 - 157) or branches (e.g. 17 - 117) of the master line. Hundreds places 2 and 3 were used because there were convertible signal discs for them. Until November 30, 1967 z. B. Line 360, which continued from Line 60 from Mauer via Rodaun , Perchtoldsdorf and Brunn to Mödling . Line 317 ran from 1922 to 1970 on the route (Floridsdorf–) Kagran - Aspern - Essling - Groß-Enzersdorf ; the stretch from Kagran to English field (today: "English-Feld-Gasse" (near the city and tariff limits)) was also served by line 217 until 1970. Lines 331 (Schottenring– Stammersdorf ) and 231 (section Schottenring– Großjedlersdorf ) were renamed to 31 in the 1980s (when line 231 was already closed), line 132 (Schottenring– Strebersdorf ) to line 32.
- E-trolleys (insert trolleys) are used as amplifiers on all routes on special occasions such as larger events.
- Until 2010, electric cars were used regularly on the Schottenring - Brünner Straße / Hanreitergasse (part of line 31) at the Danube Island Festival . Vehicles of the types E 1 , c 3 and c 4 were used , which were provided by the Floridsdorf depot and the Brigittenau parking facility.
- In the summer of 2011, electric cars were used as a replacement for the U6 line , which was closed due to the renovation of the Josefstädter Straße subway station , and which ran between Westbahnhof and Nussdorfer Straße on lines 5 and 37. At the weekend, electric cars also took over night operation of the U6.
- During track work on Line 1 in the Wienflussbrücke area (summer 2013), electric cars drove from Prater Hauptallee to Quartier Belvedere.
Technology of the tram line signals
- The lines were originally signaled in the form of black painted sheet metal discs with a diameter of 35 centimeters, from which the letters and numbers of the respective line were cut out. These were attached to the frosted glass roof signals of the railcars and were therefore easy to read day and night.
- From 1949 two-sided roof signals were used, which could also be read from the side. They have proven themselves well and are still used on the Type E 1 to this day. The type E 2 as well as a few copies of the type E 1 had brooches . Although these were easy to read, they were considered to be maintenance-intensive and were dismantled (E 1 ) or replaced by LED matrix displays (E 2 ) due to replacement part problems . Large matrix displays are used in the ULF vehicles, but they are located behind the curved windscreen and are sometimes difficult to see. For this reason, the low-floor sets are gradually being retrofitted with significantly more legible LED displays.
Vienna Ring Tram (VRT)
- On April 4, 2009, the Vienna Ring Tram (VRT) was introduced on the route of the former ring line 1 (lines A and B until 1981 ). This tourist tram circles the ring on the inner track every half hour. Until March 31, 2014 it stopped at all stops on the Ring except Julius-Raab-Platz, since April 1, 2014 this tram has only stopped at Schwedenplatz and needs around 25 minutes for a total circumnavigation. Association tickets are not valid in the VRT, a special rate of eight euros applies. The Vienna Ring Tram is operated from the Favoriten depot with two modified, yellow-painted E 1 multiple units, one of which is usually in use. Inside the car will be on information monitors and headphones, the sights along the Ringstrasse in eight languages, also in Viennese dialect of karl merkatz described and furthermore there is a child-friendly description.
Some lines do not operate or only to a limited extent outside of rush hour .
- Line 30 (Floridsdorf - Stammersdorf)
- Operation Monday to Friday from around 5.30 a.m., Saturday from around 8 a.m., Sundays from around 11 a.m. daily until around 8 p.m.
- Line 33 (Josefstädter Straße - Friedrich-Engels-Platz)
- Runs Monday through Friday evenings and all day Saturday, Sunday and public holidays between Augasse and Friedrich-Engels-Platz . The vehicles take the regular route from Friedrich-Engels-Platz to Franz-Josefs-Bahnhof and from there are diverted to the next loop.
- Line 11 (Otto-Probst-Platz - Kaiserebersdorf, Zinnergasse)
- on Sundays and public holidays until approx. 9 a.m. only open between Otto-Probst-Platz and Enkplatz U, Grillgasse
- Line 71 (Börse - Kaiserebersdorf, Zinnergasse)
- on Saturdays until approx. 8 a.m. and on Sundays and public holidays until approx. 9 a.m. only operating between Schwarzenbergplatz and Kaiserebersdorf, Zinnergasse
- Occasional trains to the main workshop Monday to Friday
Another special feature of earlier years were the so-called crossed line signals for short tours. The staff briefly covered the regular sheet metal line signal with a rotating cover bar. For this purpose, it was turned into an inclined position - from its usual vertical and therefore invisible position. In the timetable book from 1928 it said: Line signals with a crossbar indicate that the train will not reach the end of the line .
The aim of the route planning was to be able to reach every stop in Vienna's urban area with a maximum of two transfers . The network reached its greatest efficiency in the interwar period . For example, a route map from 1922 on the traditionally heavily trafficked University Ring today shows nine through lines that offered passengers a wide range of destinations that could be reached without changing trains. The many lines that were still in operation at that time (some of the main lines, but also lines on demand such as those for Sunday, bathing, trade fair, stadium traffic, etc.) required a simple and understandable breakdown into through, round and radial lines for a better overview.
After the end of the Second World War , the Viennese tram company recovered from the war damage and was undisputed in the first ten years after the war, until the increasing motorization from around 1960 onwards led to a considerable reduction in service.
The decline in demand due to changes in passenger flows usually led to the discontinuation of a line, later also the switch to bus service (for example on important radial routes in narrow streets), the reduction of lines crossing the ring road in the interests of individual transport and the construction of the subway. The most recent line closures are due to network reforms.
In September 2017, one route was last abandoned, namely the one from Reumannplatz through Favoritenstrasse to Per-Albin-Hansson-Siedlung. The line, last used by line 67, was replaced by the U1. Line 67 was merged with the newly created line 11 two years later, making it the last line to be discontinued.
From 2013 to 2014 there was an additional amplifier line 72 from Enkplatz to Kaiserebersdorf, Zinnergasse. This route is currently served by route 71. Line 35 represented a special All Saints' Day line.
Tram lines as a replacement for the underground
- U6 lock
In the summer of 2011, for the first time in the history of the Vienna underground, a line was suspended over a longer period of time. The U6 line Westbahnhof - Alser Straße was closed from mid-July to the end of August . The reason for this was the renovation of the Josefstädter Straße underground station , which also made it impossible to drive through the station. As a replacement, the special tram line "E" was set up, which ran between the Westbahnhof and Nußdorfer Straße underground station for the most part parallel to line 5. Since August 29, 2011, the U6 line has been running again on the entire route, the Josefstädter Straße station remained closed until November 25, 2011, and the renovation work continued until 2013.
- U1 lock
From July 7 to August 26, 2012, the U1 was closed due to renovation work and preparatory work for the southern extension between Reumannplatz and Schwedenplatz. As a replacement for the discontinued U1 and for the normally operating line 67, two special tram lines were set up:
- Line 66 ran from Oberlaa, Therme Wien along the route of line 67 to Quellenplatz, then continued along line 6 to Matzleinsdorfer Platz and from there like lines 1 and 62 to the Kärntner Ring , Oper station .
- Line 68 led from Otto-Probst-Platz along the route of line 67 to Quellenplatz, then on along line O to the former Südbahnhof , from there like the D-Wagen to Schwarzenbergplatz and then via the eastern ring and quay to Schwedenplatz . In order to make it possible to turn over the replacement line 68 at Schwedenplatz, new track connections were installed there, creating a turning option over the Schweden and Marienbrücke .
On the weekends and in the night from August 14th to 15th, 2012, line 68 ran continuously between Schwedenplatz and Reumannplatz and thus took over the function of the night underground . In addition, the night bus routes N66 and N67 drove to the opera.
- U4 lock
These included the barriers between Schottenring and the Holy City on 17 and 18 February 2018 and the barrier between Spittelau and Heiligenstadt from 2 July to 26 August 2018. In both cases the line E4 of the intervals used for the compression on the route of the line D .
- U2 lock
A replacement line (presumably E2) will be used from 2020 for the two-year closure of underground line 2 as part of the construction of the U2 / U5 intersection between Schottentor and Karlsplatz. This should run between Schottenring and Karlsplatz and condense the rhythm on this section of the ring. To this end, the turning loop on line 31 at the Schottenring station was rebuilt in autumn 2018 .
The fleet of the Vienna tram consists of high-floor and low-floor trains. Some lines are operated on weekdays with a mixture of high and low-floor trains. At weekends, especially on Sundays, there are only a few high-floor trains left on lines D, 2, 5, 25, 31, 38 and VRT. The low-floor trains were gradually introduced from 1995, most recently in September 2011 on line 33. This means that all stops in the Vienna tram network are served by low-floor cars. According to the information provided by Wiener Linien, it is now possible to travel without barriers from any stop in the Vienna tram network.
Articulated multiple units of the type E were used on the Viennese tram from 1959. However, due to the weak engine power, it was difficult to use these with a sidecar, so a replacement had to be found quickly. The successor type E 1 delivered from 1966 looks like its predecessor, but is equipped with more powerful engines. The Type E was in use until 2007, most recently on lines 10 and 62. After production of the E 1 was stopped in 1976, another successor generation, the Type E 2, was developed, which has been in use since 1978 and belongs to the German-Austrian type Mannheim .
Matching sidecars are type c 4 for the E 1 multiple units and type c 5 for E 2 multiple units. On less frequented lines, there were also railcars without sidecars running until they were replaced by Kurz-ULFe.
After several serious accidents, all high-floor vehicles were equipped with electronic door sensor edges and rear-view mirrors.
- Type E 1 - 28 pieces (originally 338) - years of construction 1966–1976; Retirement planned by 2022; Seats: 40, standing : 65, air conditioning: no
- Type E 2 - 119 pieces (originally 122) - years of construction 1978–1990; Retirement planned by 2026; Seats: 44, standing: 58, air conditioning: no
- Type c 4 - 24 pieces (originally 73) - years of construction 1974–1977; Seats: 31, standing: 43, air conditioning: no
- Type c 5 - 116 pieces (originally 117) - years of construction 1978–1990; Seats: 32, Standing: 39, Air conditioning: no
SGP / Siemens ULF (Ultra Low Floor)
The low-floor wagons of type ULF (Ultra Low Floor) have a short version with five sections, type A, and a longer, seven-section version, type B.
From 1995, one prototype each of type A and B operated on the Vienna tram network. Series A and B vehicles have been used since 1997.
The type A 1 , a further development of the type A, has been in operation since 2007. It is the first generation of Viennese trams to have air conditioning and the interior has been adapted to the new standard (yellow handrails, gray walls and red plastic seats). The newer series also have warning lights to signal the door closing process. It is currently in service on lines O, 9, 10, 33, 37, 42, 44, 46, 52 and 62. The delivery of the longer ULF version, Type B 1 , began in April 2009. These vehicles are currently used on lines D, 1, 2, 5, 6, 18, 25, 26, 31, 38, 40, 41, 43, 49, 60, 67 and 71.
After a fire in a low-floor vehicle in July 2009, it was decided to retrofit all vehicles of this type with special mudguards.
Since 2014, six seats in each of the second and last modules have been expanded as standard in vehicles of types B and B1 and replaced by two folding seats and 16 standing places in order to accelerate passenger changes and increase capacity.
- Type A - 51 pieces - built 1995-2006; Seats: 42, standing: 94, air conditioning: no
- Type B - 101 pieces - years of construction 1995-2005; Seats: 66, Standing: 141, Air conditioning: no
- Type A 1 - 80 pieces - years of construction 2006–2017; Seats: 42, standing: 94, air conditioning: yes
- Type B 1 - 100 pieces - years of construction 2009–2017; Seats: 66, Standing: 143, Air conditioning: yes
Bombardier Flexity Vienna
In 2014, Bombardier Vienna Rail Vehicles with the Flexity Wien series developed especially for Vienna prevailed against the ULF offered by Siemens in a tender for 119 new trams with an option for 37 more trams including a maintenance contract. The trams based on the Adtranz Incentro are supplied in a uniform length of 34 meters and with six double doors have one less than the long version of the ULF. In order to guarantee boarding at ground level, the entry height of the 211-person tram is 215 millimeters. The trams manufactured in the Vienna plant have been delivered to Wiener Linien since the end of 2017 and were first used on line 67 from the Favoriten depot in December 2018 and have been used on line 6 since line 67 was closed. It is planned to use them on line 11 from summer 2020. Internally, the Flexity Vienna series bears the type designation "D".
In the course of its history, the Viennese tram had a large number of depots , which were officially referred to as depots or just train stations . Due to the numerous line closures, some stations were closed (e.g. 2nd, Vorgartenstraße, 3rd, Erdberg, 12th, Assmayergasse, 14th, Breitensee, 15th, Linke Wienzeile, 18th, Währing, 22nd, Kagran). Some coach houses were subsequently used as company garages for buses (e.g. 19., Grinzing).
In recent years, as part of cost-cutting measures, depots have gradually been abandoned as independent offices and placed under a different depot. Repair work is now only carried out in the four depots in Favoriten, Floridsdorf, Hernals and Rudolfsheim, the six other depots are only used as parking facilities. In 2006 the Breitensee depot was completely closed as the last depot to date and its fleet was taken over from Rudolfsheim station. The former Erdberg depot now houses the Wiener Linien transport museum .
Certain lines and vehicles are assigned to each depot:
|south||Favorites||FAV||VRT, D, O, 1, 6, 18, 11, 71||A, A 1 , B, B 1 , E 1 , E 2 , c 5 , D||10., Gudrunstraße 153||Gudrunstrasse|
|south||Simmering||SIM||11, 71||B, B 1 , E 2 , c 5 ,||11., Simmeringer Hauptstrasse 156||Fickeysstrasse|
|North||Floridsdorf||FLOR||2, 5, 25, 26, 30, 31, 33||B, B 1 , E 1 , E 2 , c 4 , c 5||21., Richtgasse 5||Floridsdorf Market,
|North||Brigittenau||BRG||2, 5, 30, 31, 33||A, B, B 1 , E 1 , E 2 , c 4 , c 5||20., Wexstrasse 13||Wexstrasse|
|North||Kagran||KAG||2, 25, 26||B, B 1 , E 1 , c 4||22., Prandaugasse 11||Kagran|
|center||Hernals||HLS||2, 9, 40, 41, 43||A, A 1 , B, B 1 , E 2 , c 5||17., Hernalser Hauptstrasse 138||Wattgasse|
|center||belt||GTL||D, 1, 37, 38, 40, 41, 42||A, A 1 , B, B 1 , E 2 , c 5||18th, Währinger Belt 131||Nussdorfer Strasse|
|west||Rudolfsheim||RDH||5, 9, 10, 18, 49, 52, 60||A, A 1 , B, B 1 , E 1 , E 2 , c 4 , c 5||15., Schwendergasse 51||Anschützgasse|
|west||Ottakring||OTG||10, 44, 46, 49||A, A 1 , B, B 1 , E 1 , E 2 , c 4 , c 5||16., Joachimsthalerplatz 1||Joachimsthalerplatz|
|west||Speising||FOOD||10, 60, 62, 52||A, A 1 , B, B 1 , E 1 , E 2 , c 5||13., Hetzendorfer Strasse 188||Wattmanngasse|
Major work and regular main inspections are carried out in the main Wiener Linien workshop .
Most serious accidents (selection)
The following list contains some of the most serious accidents that have been documented in the history of the Viennese tram:
- During the night of May 2, 1920, on the sloping Sechshauser Gürtel (until 1894 and today: Mariahilfer Gürtel ), a set of line 18 traveling downhill from Mariahilfer Strasse to Sechshauser Strasse drove unbraked into a stationary set of line 118. The initially suspected brake failure later turned out to be sabotage through manipulation of the brake cable. The number of victims was four dead, ten seriously injured and 39 slightly injured.
- A rear-end collision resulted in three deaths and 63 injuries on January 3, 1947. Shortly after a power failure, an overcrowded set of line 58 on Mariahilfer Strasse while driving towards Ring, Babenbergerstrasse , slipped on the icy, downhill track and rammed it as a result of one A brake defect in a set of line 52 at the Museumstraße stop (today: Museumsplatz; corner of Getreidemarkt ).
- On April 29, 1951, a set of line 62 traveling out of town could no longer be braked after the sloping stretch on Breitenfurter Strasse in the 12th district and derailed in the right-hand bend to Hetzendorfer Strasse . The wagons overturned, injuring over 170 people, most of them seriously. The cause of the accident was incorrect operation of the braking devices by the engine operator. A woman died a few days later as a result of the accident.
- The accident in Döbling on August 2, 1960 was the worst accident in the history of the Viennese tram to date. At the intersection of Billrothstrasse / Döblinger Hauptstrasse / Glatzgasse, a set of line 39 driving downhill towards the city at excessive speed derailed and collided with full force with a set going out of town on the opposite track. The accident was caused by the heavily drunk driver of the set driving into town. The number of victims amounted to 20 dead and around 100, some seriously injured.
- On April 21, 1998, a set of line 71 drove at excessive speed over an incorrectly set switch at the intersection of Simmeringer Hauptstraße and Gottschalkgasse, the junction of line 6. The sidecar derailed and bored into a bank branch. A bank employee was killed and 37 people injured.
Incident “kidnapping” of a set in 2017
In January 2017, a former employee of Wiener Linien drove two stops on line 60 from Rodaun with a set that the driver had left for a short toilet break. He was on trial in March 2017 for "unauthorized use of vehicles". He received a fine of 960 euros for the offense under Criminal Code .(2) of the
Remise - Transport Museum of the Wiener Linien
The long tram tradition in Vienna could be seen from 1973–1986 in the Vienna Tramway Museum in the Ottakring depot and from 1986–2012 in the Vienna Tram Museum in the (since 1990) Erdberg Remise of Wiener Linien on Ludwig-Koeßler-Platz in the 3rd district on an exhibition area of 7500 square meters inform. In September 2014, the newly designed Transport Museum of Wiener Linien opened there, preserving the holdings of the two previous museums.
Since around 1975 the term Bim has been used in the Viennese youth language . With the adolescence of the young people at the time, this term migrated into the everyday language of the Viennese and is now also used in the Wiener Linien advertising. It should onomatopoeic be due to the jingling sound of the tram warning bell. The term tramway , which has been used in Vienna since the 19th century , is becoming increasingly less important.
The last run of a line before the nightly break is still sometimes called the blue one. The last train of a line before it is closed is called “the last blue one”.
Originally the circular line signal, then a pane of glass, of the last train was blue and replaced the respective line colors. In 1895, for example, both the Wiener Tramway-Gesellschaft - called the “final signal” - and the Neue Wiener Tramway used this marking. The latter also marked the penultimate car in each case. Here, however, the glass pane was white in the upper half and blue only in the lower half.
After the introduction of line numbers, a blue “crescent” board was hung under the chest wall board as an alternative on the last trip, and later the staff pushed a transparent blue plastic disc in front of the manually changed destination sign for the illuminated destination displays. With the introduction of roll-up displays , the last course was no longer marked, but was used on vehicles without a roll-up display until 1995.
- Johann Lehnhart: The 102 tram lines in Vienna . The wheel flange, special issue 4,
. Wheel flange, Vienna 1970.
- Revised and expanded edition: Phoibos-Verlag, Vienna 2009, ISBN 978-3-85161-009-3 .
- Walter Krobot, Josef Otto Slezak, Hans Sternhart: Tram in Vienna - the day before yesterday and the day after tomorrow . Second, revised edition. Slezak, Vienna 1983, ISBN 3-85416-076-3 .
- Hans Peter Pawlik, Josef Otto Slezak: Ring-Round. The century of the electric tram in Vienna . Slezak, Vienna 1999, ISBN 3-85416-187-5 .
- Wolfgang Kaiser: The Viennese trams. From the “Hutscherl” to the “Ulf” . GeraMond, Munich 2004, ISBN 3-7654-7189-5 .
- Ernst Lassbacher, Tanja Aigner: Got the Bim? Transport and transport policy in Vienna since 1744 - viewed critically . Wiener Verkehrsblätter, special volume 3, ISBN 978-3-85161-020-8 . . Phoibos-Verlag, Vienna 2009,
- Helmut Portele: Collection "Wiener Tramwaymuseum" , self-published, 3rd edition, Vienna 2009, ISBN 978-3-200-01562-3 .
- Ernst Lassbacher: Slow down! Why the Wiener Linien are getting slower instead of faster . Wiener Verkehrsblätter, special volume 4, Vienna 2015, ISBN 978-3-85161-139-7 .
- Tram timetable on the Wiener Linien website
- Track plan of the Vienna tram (PDF; 663 kB)
- Large tram route map
- Tramwayforum, forum about the Viennese tram
- The horse tram
- The "Electric" - The development of the tram in Vienna
- Tram Journal Wiki
- Vienna tram in Stadtverkehr-Austria-Wiki
- Website of the Association of Railway Friends, Tram Working Group
- 75 years of Wiener Verkehrsbetriebe . In: Arbeiter-Zeitung . Vienna April 8, 1978, p. 17 ( berufer-zeitung.at - the open online archive - digitized).
- Extensive series of pictures with all types
- The strike of the tram drivers. In: Neue Freie Presse , Morgenblatt, No. 8858/1889, April 23, 1889, p. 2 ff. (Online at ANNO ). .
- The tramway strike. The days of Pentecost. In: Neue Freie Presse , Abendblatt, No. 11778/1897, June 8, 1897, p. 4 ff. (Online at ANNO ). .
- in peak traffic 14.8 km / h, during the day 15.1 km / h, in the evening 16.4 km / h - Wiener Linien: Operating information 2018 (PDF; 1 MB).
- www.wienerlinien.at - Operating information 2013 (PDF; 374 kB)
- Vienna has the 6th largest tram network in the world! ( Memento of the original from July 2, 2015 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. . In: vcoe.at , March 3, 2013, accessed on March 16, 2015.
- Felix Czeike : Historical Lexicon Vienna. Volume 3: Ha-La. Kremayr & Scheriau, Vienna 1994, ISBN 3-218-00545-0 , p. 559 (keyword Colosseum) and Volume 6, Vienna 2004, ISBN 3-218-00741-0 , p. 107, keyword Colosseum
- Little Chronicle. Horse train. In: Wiener Abendpost. Supplement to Wiener Zeitung , No. 227/1865, October 4, 1865, p. 995 (unpaginated), bottom center (online at ANNO ). .
- Peter Csendes , Ferdinand Opll (ed.): Vienna - history of a city. Volume 3: From 1790 to the present. Böhlau-Verlag, Vienna / Cologne / Weimar 2006, ISBN 3-205-99268-7 , p. 224.
- Krobot, Slezak, Sternhart: Tram in Vienna - the day before yesterday and the day after tomorrow , Verlag JO Slezak, Vienna 1973, revised 1982, p. 25
- Company minutes (...) New Vienna Tramway Society. In: Wiener Zeitung , Official Journal , No. 275/1872, November 30, 1872, p. 712, bottom right (online at ANNO ). .
- Wolfgang Kaiser: The Viennese trams , GeraMond, 2004
- Walter Krobot, Josef Otto Slezak, Hans Sternhart: Tram in Vienna - the day before yesterday and the day after tomorrow , Verlag Josef Otto Slezak, Vienna 1972, ISBN 3-900134-00-6 , p. 304 f.
- cf. Timetable 25, Hietzing – Mödling, Mödling – Hietzing, in: Der Conducteur. Official Cours Book of the Austrian Railways , Verlag R. v. Waldheim, Vienna 1901
- cf. Timetable 27, Vienna – Stammersdorf, Stammersdorf – Vienna, in: Der Conducteur. Official Cours Book of the Austrian Railways , Verlag R. v. Waldheim, Vienna 1901
- cf. Timetable 26, Vienna – Gross Enzersdorf, Gross Enzersdorf – Vienna, in: Der Conducteur. Official Cours Book of the Austrian Railways , Verlag R. v. Waldheim, Vienna 1901
- Wiener Tramwaymuseum: The museum vehicle ; Retrieved October 7, 2015
- RGBl. 1899/58 § 13. In: Reichsgesetzblatt for the kingdoms and states represented in the Reichsrathe , year 1899, p. 92 (online at ANNO ). .
- The "Electric" - The development of the tram in Vienna
- Urban Affairs. (...) A one-story "electric". In: Illustrierte Kronen-Zeitung , No. 4735/1913 (XIV. Volume), March 7, 1913, p. 8, column 3. (Online at ANNO ). .
- Felix Czeike: Historisches Lexikon Wien , Volume 5, Kremayr & Scheriau, Vienna 1997, ISBN 3-218-00547-7 , p. 362
- History of the Vienna burial
- Czech tram to transport the coffin of 1917 , technet.idnes.cz
- Peter Csendes, Ferdinand Opll (Ed.): Vienna - History of a City , Böhlau-Verlag, Vienna 2006, ISBN 3-205-99268-7 , p. 548
- Tram in Vienna ( Memento of the original from December 9, 2011 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.
- The historical museum vehicles of the VEF ( Memento from August 17, 2007 in the Internet Archive )
- 24 hours for Vienna - Wiener Stadtwerke customer magazine, number 190, April 2008, p. 19
- Through Vienna on the first floor . In: Arbeiter-Zeitung . Vienna April 16, 1960, p. 4 , Mitte ( berufer-zeitung.at - the open online archive - digitized).
- Urban traffic in Austria - turf track in Vienna
- Expansion of lines 25 and 26, ten new stations for line 26 ( Memento of the original from March 9, 2014 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. , PDF
- Green ice for line D in the Sonnwendviertel
- Line O gets environmentally friendly grass track
- New tram lines for Vienna, Masterplan 2003 on wien.at
- No new ULFs: New order for pumice advertised , Kurier, October 29, 2013
- Wiener Linien: Bombardier receives order for the new Bim generation , the Standard, December 1, 2014
- The new Flexity pumice will be on the way from 2018 , Kurier, February 2, 2015
- Bim deal: Siemens flashed off with objection . News from ORF from January 22, 2015
- 27th meeting of the Vienna City Council on April 23, 2004 , Post number 48, verbatim minutes, p. 25 ff.
- The 2009 Standard Report on Cross-Border Leasing
- Urban traffic history in Vienna
- Line 25: The new route opens before Christmas
- New tram connections in the 21st and 22nd district ( Memento of August 4, 2009 in the Internet Archive ), www.wienerlinien.at
- Line 26 - start of construction for a new tram route
- Timetable of Wiener Linien, line 67 ( Memento of the original from December 5, 2015 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. , accessed June 29, 2015.
- Wiener Linien: New bus routes and replacement services for route 67
- Wiener Linien: Johann-Nepomuk-Berger-Platz , accessed on September 1, 2017
- Wiener Linien: Bim-Rochade on the Kennedy Bridge , accessed on September 1, 2017
- The "11er" will run in Simmering in future. In: wien.orf.at. November 2, 2017. Retrieved July 9, 2019 .
- Sima: Line 11 will in future connect Simmering with Favoriten. In: www.ots.at. APA-OTS Originaltext-Service GmbH, May 7, 2018, accessed on May 7, 2018 .
- Vienna Central Station - traffic concept
- Sima / Vassilakou: Public transport package fixed until 2020. In: www.wien.gv.at. City of Vienna, June 19, 2017, accessed on November 5, 2017 .
- Future of the tram in Vienna. In: www.wien.gv.at. City of Vienna, accessed on November 5, 2017 .
- Line 25. In: www.wien.gv.at. City of Vienna, accessed on November 5, 2017 .
- Line 25. In: www.wien.gv.at. City of Vienna, accessed on December 12, 2017 .
- More trams planned , ORF Vienna, April 1, 2014
- Line 25. In: www.wien.gv.at. City of Vienna, accessed on December 12, 2017 .
- Evaluation of the OpenStreetMap relations with the OSM Relation Analyzer
- Béla Rásky: 'Confusing Hieroglyphs' vs. 'Ingenious labeling system'. The development of Vienna through a self (willful) tram line control system in 1907. Moved in: Miklós Fenyves / Amália Kerekes / Bálint Kovács / Magdolna Orosz, Habsburg. Topographies of the Austro-Hungarian Monarchy, Frankfurt am Main 2013, 171-290.
- The line system of the Viennese tram
- Then the 360 was finally dead ... In: Arbeiter-Zeitung . Vienna December 2, 1967, p. 7 ( berufer-zeitung.at - the open online archive - digitized).
- Helmut Portele: Collection "Wiener Tramwaymuseum" , self-published, 3rd edition, Vienna 2009, ISBN 978-3-200-01562-3 , p. 957
- Wiener Linien renew network infrastructure in summer (press releases summer 2013) ( Memento from August 30, 2013 in the Internet Archive )
- Wiener Ring Tram Page accessed on July 6, 2014
- Number system of the Vienna tram on public-transport.at, accessed on May 3, 2015
- The line system of the Viennese tram on www.vef.at, accessed on May 4, 2015
- Timetable book of the Vienna tram from 1928, page 10
- Line plan from 1922, excerpt
- U6 station Josefstädter Straße opens on the 1st shopping Saturday
- U1 modernization in summer: Bim lines bring passengers to the center
- U1: Replacement Bim 66 and 68 in summer
- U4 block between Schottenring and Heiligenstadt
- U4 blockage between Spittelau and Heiligenstadt
- Standard article on the U2 lock
- Twitter post mentioning the compensation
- Full "network coverage" for ULF trams , wien.gv.at, September 5, 2011
- Wiener Zeitung : Wiener Linien go to door feel , March 1, 2010 (accessed on November 21, 2013)
- The end of old trams is approaching. ORF Vienna, January 22, 2014, accessed on January 22, 2014 .
- After a fire, all ULFs are retrofitted , ORF Vienna, July 31, 2009
- FLEXITY: This is what the new tram for Vienna looks like. Wiener Linien, accessed on March 2, 2018 .
- Vienna's “Flexity” tram runs regularly from December 6th . In: The press . ( diepresse.com [accessed November 30, 2018]).
- Type D tram journal. Retrieved January 5, 2019 .
- Breitensee depot History of the Breitensee Remise
- Serious tram accident on the Sechshauser belt. In: Neue Freie Presse , Afternoon Sheet, No. 20000/1920, May 3, 1920, p. 5, center left. (Online at ANNO ). .
- Roman Lillich ( Memento of the original from December 9, 2011 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. : A century of Wiener Elektro in the headlines
- Heavy tram collision in Mariahilf . In: Arbeiter-Zeitung . Vienna January 4, 1947, p. 3 ( berufer-zeitung.at - the open online archive - digitized). , as well as the output of the following day
- The tram disaster in Altmannsdorf . In: Arbeiter-Zeitung . Vienna May 1, 1951, p. 4 ( berufer-zeitung.at - the open online archive - digitized).
- Tramwayforum with facsimiles of newspaper reports and pictures of the accident site, viewed on March 16, 2014
- Tram in Vienna . In: Arbeiter-Zeitung . Vienna August 3, 1960, p. 1 ( berufer-zeitung.at - the open online archive - digitized). , as well as the expenses of the following days
- From the 1960s - Significant missions and events. Professional fire brigade of the City of Vienna, archived from the original on April 26, 2008 ; accessed on January 29, 2019 .
- "Bim" -Dieb needs to court , ORF Vienna, February 21, 2017. Retrieved on February 21, 2017
- Tram , accessed March 23, 2017.
- B for “Die Blaue” on blog.wienerlinien.at, accessed on October 1, 2018