Vienna ports
The establishment of a port in Vienna was not necessary for a long time, as the Danube trade with the provinces found its livelihood. Only the increasing use of steamers required the existence of ports of refuge. The transshipment of goods itself took place for a long time, for the most part, at the Stromhafen.
monarchy
In addition to the Danube ports or countries, Vienna under the Danube Monarchy also had the port of the Wiener Neustädter Canal . At first it was at what is now the Wien Mitte train station , and in 1847 it was moved to the area of what would later become the Aspang train station.
Lands
The first form of ship mooring in Vienna was the land . These were flat stretches of shore with a sand or gravel bottom onto which the ships could be pulled for loading and unloading.
Lands needed free hinterland so that goods could be transported on the mainland with carts and horses without getting in each other's way.
The name "Lände" is derived from Landen and is z. B. for the Heiligenstädter Lände, the Nussdorfer Lände, the Rossauer Lände and the Brigittenauer Lände. The Salzgries was such a landing place, mainly salt was reloaded here.
River port
There is not much information about the beginnings of the Stromhafen .
It was created on the right bank of the Danube after the Viennese Danube regulation concluded in 1875 . Since at that time the Erste Donau-Dampfschiffahrts-Gesellschaft had almost the monopoly for freight and passenger shipping on the river, it can be assumed that most of these lands belonged to the DDSG until the end of the First World War and the subsequent end of the Danube Monarchy. However, foreign companies also had berths here with goods sheds, magazines and storage facilities as well as the necessary loading devices: On a city map from around 1930 you can find the lands of the Hungarian River and Sea Shipping Company, the Yugoslavian steam shipping, a transshipment point of the Bavarian Lloyd and a land of the southern Germans Danube steamship, in between warehouses of the City of Vienna .
Farthest downstream was the oil and gasoline port on a three-kilometer stretch of shore. The oil companies "Vacuum", " Shell ", "Nova", "Fanto AG" and "Redeventza" owned 50 tanks here.
The river port was about 12 kilometers long open land, which did not give the ships any protection during floods or ice rushes . It was connected to the hinterland by the Donauuferbahn and the Handelskai , which run parallel to the Danube and made the land area into a narrow tube about 75 meters wide.
Danube Canal
The expansion of the Danube Canal into a commercial, passenger, protective and winter port was regulated in 1892 by the Danube Regulation Commission together with the establishment of the Vienna light rail in the “Law for Vienna Transport Systems”.
A shut-off were provided therein at Nussdorf against the inflow of water from the main stream - The Schwimmtor of Wilhelm Freiherr von Engerth did not offer enough protection - as well as three, but possibly four weirs along with chamber locks to achieve the necessary for navigation water depth. Another shut-off device had to be considered near the confluence of the Danube Canal with the Danube because of the backwater of the Danube floods.
Quay walls were to be temporarily erected on the stretch between the Augartenbrücke and Franzensbrücke on both sides of the Danube Canal. In the area of Wienflußmündung a 95 by 200 meters of water surface was built as a turning basin for ships, but later filled in again and instead of Herrmann Park created.
For financial reasons - there was no money to carry out the two projects at the same time - and at the urging of the military - the light rail connected barracks and train stations and thus served the rapid deployment of troops - the Vienna light rail was built first.
Up until 1923, in which electricity construction director Ludwig Brandl (1874–1951) reported on the construction work in the magazine “Die Wasserwirtschaft”, number 13, the barrier and the chamber lock in Nussdorf (between 1894 and 1898) were the Kaiserbadwehr (Kaiserbadschleuse , 1904 to 1908) and the quay walls below the Augarten Bridge were built. However, the money was missing to be able to fully develop the Danube Canal as a port as planned.
The Commission for Transport Systems in Vienna commissioned Otto Wagner to design the quay walls in December 1896 . According to his plans, the 15 meter wide front quay was built with a location for the fish market, a landing stage for passenger shipping and transshipment points for the trade. The weir and lock system in Nussdorf and the Kaiserbadwehr and the associated rifle house were also designed by Otto Wagner.
The money was also missing for the operation of the facilities in Nussdorf, but these had to be operated due to flood protection and could not be shut down.
Since cost-covering lock fees for shipping were unreasonable, the construction of a hydropower plant near Simmering was proposed. The financial resources necessary for the operation of the protective devices were to be obtained from the electricity produced there .
Freudenauer Hafen (Winterhafen, river kilometer 1920.1)
The Winterhafen or Freudenauer Hafen should already be built in the course of the Danube regulation in an old branch of the Danube between the Danube and the Danube Canal. However, lack of money prevented the construction and only allowed preparatory work.
A flood that destroyed part of the prepared harbor basin and a later ice rush that destroyed some of the ships wintering here made it necessary to reschedule to improve security.
Construction began on August 8, 1899 and the opening took place on October 28, 1902. Even before completion, ships took shelter here during the winter months, including five ship mills and a Viennese power bath.
In 1925 there was a landing pad for swimmers and flying boats in the winter harbor , which was used by OELAG and the Hungarian airline Aero-Express.
During the Second World War, float planes were stationed here to remove magnetic mines that had been thrown from the air (these were supposed to prevent the transport of oil between the Romanian oil fields and the Lobau oil port. Supposedly, up to 300 tankers were sunk through these mines). In addition, the Freudenau harbor was used as a stopover when moving seaplanes between the Mediterranean and northern Germany.
Kuchelau harbor
The Kuchelau harbor, a harbor basin separated from the Danube, was created between 1901 and 1903 when the tugboat embankment, which was torn down in 1899, was backfilled. The facility was intended as a port and waiting port for watercraft that wanted to enter the Danube Canal via the lock near Nussdorf.
Expansion plans (monarchy and 1st republic)
Although Vienna was no longer the center of a large empire due to the collapse of the Austro-Hungarian monarchy, the construction of further port facilities was considered, although only projects from the monarchy were continued and adapted to the new requirements.
In 1923, building director, engineer Ludwig Brandl, wrote in the Austrian monthly for public building services and mining and metallurgy (article “The design of the port facilities in Vienna”) about the different variants.
- Commercial port next to Albern
- The planning provided for the construction of the commercial port next to Albern between the Danube Canal, the Danube Bank Railway and the right flood protection dam along the Schwechat . The new port, which should have a total of three port basins and the necessary railway facilities, should be entered from the Danube Canal.
- Simmering commercial and industrial port
- The commercial and industrial port of Simmering was planned between the Ostbahnbrücke and the Donauuferbahn on the right bank of the Danube Canal. It would have been at the rear of the former Kaiserebersdorfer Landwehr artillery barracks in the area of today's main sewage treatment plant Simmering .
- A longitudinal basin parallel to the Danube Canal with five side basins and extensive railway facilities were planned.
- Industrial harbor in Freudenau
- The lower reaches of the Danube Canal were to be widened in order to serve as a landing stage without obstructing the passing ships. The additionally planned harbor basin would have been built in the area of the Freudenau horse racing track .
- Relief channel
- The planning of the relief channel anticipated much of the construction of the New Danube in Vienna. Although the planning status was described by engineer Brandl in 1923, the basic idea of building a relief channel as flood protection for the city of Vienna was mentioned as early as 1911.
- At Langenzersdorf the approximately 80 meter wide relief channel was to branch off from the Danube, lead through the inundation area (flood area) and flow into the main stream about 12 kilometers below the city.
- In the event of a flood, the channel should be able to hold 2,400 cubic meters of water per second.
- The heaped up banks were to be used as a transshipment point and for industrial operations.
- It was also planned to divide the relief channel by two barrages and, in addition to being used as a shipping canal and port, also generate electrical energy, which would have made the construction more profitable.
The building management of the Lower Austrian Danube Regulation Commission wrote in 1920 about the project to build a relief channel in place of the floodplain and to develop it as a port, even if not in great detail.
Concrete reasons why none of these projects was implemented are not known. It is safe to assume, however, that it was a lack of money and / or the global economic crisis .
First republic
After the collapse of the Danube Monarchy, the previously state-owned winter port (Freudenauer Hafen) became the property of the City of Vienna. The city, which was already suffering from a lack of money, could not invest anything in the port, which itself only cost money and made no profit.
1938-1945
In the “ Basics of the Gauwirtschaftsplan von Wien - Part I - Expansion of the Vienna port facilities ”, Otto Broschek, as head of the port administration, describes the current state of the port facilities in Vienna and their performance (Stromhafen, Winterhafen), projects (Port Simmering) and what actually happened Works (Port Albern, Port Lobau) and their further expansion after the final victory .
The document was intended to summarize the planning work for the time after the victorious end of the war, in which Vienna would play an important role in Danube navigation, but nevertheless indicates the war-related difficulties of immediate implementation.
Alberner Hafen (river kilometers 1918.3)
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The “Handelshafen next Albern”, described in 1923 by construction director engineer Ludwig Brandl as a possible project for the expansion of the port facilities in the Vienna area, was determined to be carried out on January 2, 1939 by resolution of the Reich Ministry of Transport as one of several possible port construction projects. The basin is located at the mouth of the former Neubachs , in the course of the Danube regulation redirected and 1883 spacious according Mannswoerth threaded mouth of Schwechat .
Construction on the first harbor basin began on March 13, 1939, and on October 2, 1941 the first tugboat entered the completed harbor basin, which was built with five of the seven planned granaries and earned the Albern harbor the nickname “ Grain Harbor ”.
Since the two other docks were only to be built after the end of the war and were not intended to be used for handling grain, Otto Broschek found this term to be exaggerated. According to the considerations made, the limited space on land meant that only refining companies could settle here, and there was no space for industrial companies.
In order to flush the harbor water through, which would prevent faeces from flowing in from the Danube Canal, the introduction of the hot cooling water of the Simmering electricity company was considered. It was also hoped that this measure, which would heat the water in the harbor basin, would keep the harbor largely free of ice and be navigable even in winter.
The construction of the Albern harbor changed the flow conditions in this area of the Danube. As a result, hardly any drowned people were washed ashore here who had previously been buried in the neighboring cemetery of the Nameless .
As a protective measure against the magnetic mines thrown into the Danube by the Royal Air Force from 1944, a demagnetization station was set up in Albern Harbor, which all Danube ships had to visit at regular intervals. In the case of barges, the effect lasted for about two months, and in the case of motor ships one month.
In September 2010, the Italian street artist Blu painted one of the granaries as part of the Black River Festival with a huge mural , which referred to the construction of the port and the warehouse by Nazi slave laborers between 1939 and 1942, as well as the inadequate historical processing of this fact . The plant was destroyed in October 2013.
Lobau harbor (river kilometer 1916.4)
The construction of the port of Lobau (today: "Lobau Oil Harbor") was closely related to the long-discussed construction of the Danube-Oder Canal . For large parts of the route, the planning work was largely complete, only in the Vienna area could the question of the location of the confluence with the Danube not be clarified.
Various proposals were discussed, such as a canal running parallel to the Danube into which the Danube-Oder Canal was to flow, or the Old Danube . The direct confluence with the Danube was only possible in the Langenzersdorf or Mannswörth area , as the shipping channel runs here on the left bank of the Danube.
With the decree of the Reich Ministry of Transport of October 7, 1939, it was decreed that the Oder-Danube Canal should flow into the Lobau at river kilometer 1916.4 and that the construction of the first port basin at the mouth of the canal should begin.
Construction on the harbor basin and the harbor entrance - which was to be the later mouth of the Oder-Danube Canal at the same time - was on December 19, 1939. Shipping traffic should begin in spring 1942. It can be assumed that Nazi forced laborers, presumably Ukrainians and Jewish Hungarians , were also used in the construction of the canal and the oil port .
In the final stage, which should take place after the end of the war, the port should have seven docks. The first of these was supposed to be the handling of oil coming from Romania in the direction of the northern territories of the empire. The oil from nearby Zistersdorf in the Weinviertel ( Lower Austria ) was to continue to be processed by the "Ostmärkische Mineralölwerke". The relocation of the oil storage facility from the Stromhafen here was omitted due to the longer transport routes by truck.
In addition to oil and oil products, coal should also be handled here.
Projects (1938–1945)
Apart from the start of work on the Danube-Oder Canal and the start of the construction of the two new Danube ports in Vienna, which were only to be built to the minimum necessary due to the war and only to be completed to the planned extent after the "final victory", the port director broschek led the "Basics of the Gauwirtschaftsplan von Wien - Partial drafting I - Expansion of the Vienna port facilities" offered two further possible projects, which were not yet concrete and for which there were only fundamental considerations.
- Groß-Enzersdorf harbor
There were considerations to build a port near Groß-Enzersdorf in the area of canal kilometer 8 to canal kilometer 10 of the Danube-Oder canal in order to settle industry there that absolutely needed a connection to the waterway network.
It was calculated with 3 million square meters of floor space available for this purpose. However, this planning was dependent on the approach lanes for the airport planned at Aderklaa .
- Fischamend harbor
The mouth of the Fischa near Fischamend had already been used as a port by the DDSG, which originally spoke out against the construction of the winter port in Freudenau. Later, however, the DDSG pushed for the Freudenau Harbor to be built in Vienna.
Because of a steep bank of up to 30 meters in height, the mouth of the Fischa was not suitable as a trading port. However, an unnamed army service was looking for a location for a tank farm that could have been built there.
Presumably due to the further course of the war, the unknown agency lost interest and so these plans were not pursued any further.
Second republic
After the Second World War, the ports of Albern and Lobau also became the property of the City of Vienna.
Since the area along the Danube Canal was particularly badly destroyed in the final battle for Vienna in 1945, an urban planning ideas competition for the redesign was announced in the spring of 1946.
The proposal by the architect Egon Friedinger called for the demolition of the partly damaged Roßau barracks and the construction of a city museum in its place. Furthermore, a jewelry harbor was to be built in this area.
The general plan for the development of the Viennese port facilities submitted by the City Planning Office was approved by the Vienna City Senate on March 1, 1949. The first step was the expansion of the Freudenau winter port into a transshipment port for general cargo traffic . On July 12th of the same year, the city senate decided on a temporary construction ban in the area of the Danube river area, the Danube canal area, the Kaiviertel in the 1st and 2nd district, the port areas of Albern and Lobau as well as for Schwechat regulation in connection with the Danube-Oder Canal and the Danube-Adria Canal in the Vienna area.
On October 27, 1953, the Vienna City Council decided to repair the last section of the heavily damaged embankment with a length of 300 meters in the outer harbor of Freudenau Harbor. The cost of this should be around 450,000 schillings.
The Freudenau Harbor Bridge , which spans both the harbor entrance and the Danube Canal coming from Handelskai, was opened on December 13, 1958 by Mayor Franz Jonas . It shortened the route to Albern Harbor, which had previously led over the Rotunda Bridge.
With the establishment of the Wiener Hafenbetriebsgesellschaft mbH (WHB) in 1962/1963, the Winterhafen (Freudenauer Hafen), Alberner Hafen and Lobau oil port were released from the municipal association.
The duty-free zone in Freudenau harbor was established in 1965, and planning work for further port expansion began in 1977.
In 1978/1979 the company merged with Wiener Städtische Lager- und Kühlhausgesellschaft mbH
A new legal structure was created in 1979
- WHG (Wiener Hafen Gesellschaft mbH)
- WHV (Vienna Harbor and Warehouse Expansion and Asset Management Company)
- WHL (Wiener Hafen Lager- und Umschlagbetriebe Ges.mbH)
The latter received the state award in 1983 and thus the right to use the federal coat of arms in business transactions.
On September 21, 2006, one of the largest and most modern biodiesel plants in Europe was officially opened by BioDiesel Vienna GmbH (BDV) in the Lobau oil port. Initially, 95,000 tons of biodiesel are to be produced here.
The biomass power plant in Vienna-Simmering is in turn supplied with wood chips via a wood chip system in Albern Hafen .
The car terminal in the Winterhafen has a car wash with a capacity of 12 cars per hour, a depreservation system with a capacity of 20 cars per hour and a parking space for around 5,000 vehicles. In 2005 around 77,000 passenger cars were imported through the Freudenau port, around a third of all new cars in Austria.
The ports of Wiener Hafen offer a wide range of services:
Freudenau Harbor (2nd, Seitenhafenstrasse 15)
- Headquarters of the management / general administration
- Car terminal
- Container terminal
- Warehouse and branded goods distribution center
- Transshipment terminal
- (Customs) Free warehouse / customs office
- Protective and winter haven
Port of Albern (11th, 1st Molostrasse)
- Building material terminal
- Handling and storage of grain
- Handling and storage of steel products
- Shipping companies
- Wood chip plant for the Simmering power plant
Lobau Harbor (22nd, Finsterbuschstrasse)
- Handling and storage of petroleum products
- Handling and storage of steel products
Marina Vienna (2., Handelskai 343)
- Marina
- Skipper School
- gastronomy
DDSG-Hafen Wien (river kilometers 1929.5 - 1928.4; shipping center, 2nd, Handelskai 265)
- Center for passenger shipping
- Agencies and booking offices
- gastronomy
Kuchelau Marina (19., Kuchelauer Hafenstrasse 2)
Unfortunately, no information is available about the time of the construction of the Kuchelau yacht harbor, which is located just below the Kuchelau harbor, and its ownership.
(Spelling as in the electronic city map of the Vienna city administration)
Hafen as an employer - directly and indirectly
In 2005, the Wiener Hafengruppe itself employed around 220 people.
Around 120 companies are located in the area of the Vienna harbor (for example: Schenker , Scan-Cargo, Kuehne + Nagel , DHL , Rail Cargo Austria ), which employed around 5,000 people in 2005.
In 2012, 53 million euros were turned over. During this time, eight million tons of goods were handled in the Vienna ports. In the container business alone, over 500,000 units were handled. In all companies on the premises, the turnover of goods is likely to be between ten and twelve million tons.
literature
- Danube Regulation Commission in Vienna (publisher): " The Freudenauer Hafen in Vienna - memorandum on the opening of the Freudenauer Hafen on October 28, 1902 ", kk Hof- und Staatsdruckerei, Vienna 1902
- Building Directorate of the Lower Austrian Danube Regulation Commission: “ The shipping routes and port facilities near Vienna ”, self-published, Vienna 1920
- Adelbert Muhr : Our future lies on the Danube. The construction of the major port in Vienna. In: Neues Wiener Tagblatt , No. 106/1938 (LXXII. Volume), April 17, 1938, p. 11. (Online at ANNO ). .
- A (delbert) M (uhr): Before the construction of the major Vienna port. In: Neues Wiener Tagblatt , No. 112/1938 (LXXII. Volume), April 24, 1938, p. 6. (Online at ANNO ). .
- Ludwig Brandl: " Austrian monthly publication for the public building service and the mining and metallurgical industry ." Born 1923, December 11th, article: "The design of the port facilities in Vienna"
- Franz Haas: Pictures of shipping: The Wiener Hafenanlagen , Sutton Verlag, Erfurt 2010.
- Martin Schmid: City on the river: Vienna ports as socio-natural scenes from the early modern era to after the Second World War . In: Lukas Morscher, Martin Scheutz, Walter Schuster (eds.): Places in the city in the course of change from the Middle Ages to the present: meeting points, traffic and care (= contributions to the history of the cities of Central Europe 24). Innsbrucker Studienverlag 2013
- Christine Klusacek, Kurt Stimmer: " The city and the river - Vienna and the Danube ", DACHS Verlagsges.mbH, Vienna, ISBN 3-85058-113-6
Individual evidence
-
^ Ludwig Brandl in the Vienna History Wiki of the City of Vienna
Pioneering work by a Viennese in China. The first German in the National Aid Commission for Floods. In: Neues Wiener Tagblatt , No. 204/1944 (LXXVIII. Year), July 26, 1944, p. 3, column 1 f. (Online at ANNO ). . - ↑ The opening of the Freudenau Winter Harbor. In: Neue Freie Presse , Morgenblatt, No. 13715/1902, October 29, 1902, p. 8, bottom left. (Online at ANNO ). .
- ↑ Unofficial part. Vienna, February 9th. In: Wiener Zeitung , No. 32/1903, February 10, 1903, p. 1, column 2. (Online at ANNO ). .
- ↑ Roman Tschiedl: BLU - Untitled / it is obvious , in: (ed.) Maria Taig, Barbara Horvath: Kör vie 07-10: Public Art Vienna, 2007-2010 , Verlag für moderne Kunst, Nuremberg 2014, p 206; see also Mural at Alberner Hafen , koer.or.at, 2010
- ↑ a b Ortrun Veichtlbauer: Brown Danube. Transport route of National Socialist biopolitics , in: Christian Reder, Erich Klein (eds.): Graue Donau - Schwarzes Meer , Springer, Vienna / New York, 2008, p. 240 f
- ↑ a b Martin Schmid: City on the river: Viennese ports as socio-natural scenes from the early modern era to after the Second World War. ( Memento of the original from June 9, 2016 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. (Manuscript), University of Klagenfurt, no year, p. 25 f
- ↑ East-West goods turntable and logistics center in the heart of Europe ( Memento of the original from June 14, 2015 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. on Wien International on June 11, 2015, accessed on June 12, 2015.
Web links
- Port of Vienna
- Vienna Kuchelau marina
- Silly port on secret projects at