Wien Südbahnhof Bestand und Abbruch Vienna South Station and its demolition
2007–2010 Roman Bönsch Herausgeber und Fotografie | Editor and Photography Roman Bönsch, Karin Finan, Mathias Ganspöck, Herbert Harrer, Karl-Johann Hartig, Sebastian Illichmann, Jan Kanngießer, Elke Krasny, Martina Tritthart Texte | Texts Sigi Herzog, Harald Navé Ergänzende Fotografie | Additional Photography EKG Baukultur Laser Scans
Impressum | Imprint Herausgeber | Editor Roman Bönsch A-1040 Wien/Vienna romanboensch.at Gedruckt mit finanzieller Unterstützung von | Printed with financial support of: ÖBB, BMVIT, PORR, STRABAG, SWIETELSKY, UNGER STEEL GROUP Das Werk ist urheberrechtlich geschützt. Die dadurch begründeten Rechte, insbesondere die der Übersetzung, des Nachdruckes, der Entnahme von Abbildungen, der Funksendung, der Wiedergabe auf fotomechanischem oder ähnlichem Wege und der Speicherung in Datenverarbeitungsanlagen, bleiben, auch bei nur auszugsweiser Verwertung, vorbehalten. This work is subject to copyright. All rights are reserved, whether the whole or part of the material is concerned, specifically those of translation, reprinting, re-use of illustrations, broadcasting, reproduction by photocopying machines or similar means, and storage in data banks. © 2012 Springer-Verlag/Wien Printed in Austria SpringerWienNewYork is a part of Springer Science + Business Media springer.at Verlag und Herausgeber bitten um Verständnis dafür, dass in Einzelfällen ihre Bemühungen um die Abklärung der Urheberrechte und Textzitate ohne Erfolg geblieben sind. The publisher and editor kindly wish to inform you that in some cases, despite efforts to do so, the obtaining of copyright permissions and usage of excerpts of text is not always successful. Die Wiedergabe von Gebrauchsnamen, Handelsnamen, Warenbezeichnungen usw. in diesem Buch berechtigt auch ohne besondere Kennzeichnung nicht zu der Annahme, dass solche Namen im Sinne der Warenzeichen- und Markenschutz-Gesetzgebung als frei zu betrachten wären und daher von jedermann benutzt werden dürfen. Product liability: The publisher can give no guarantee for the information contained in this book. The use of registered names, trademarks, etc. in this publication does not imply, even in the absence of a specific statement, that such names are exempt from the relevant protective laws and regulations and are therefore free for general use. Layout, Cover Design: Roman Bönsch, Wien/Vienna, romanboensch.at Typografie, grafische Beratung | Typography, Graphic Consultant: Mihai M. Mitrea, Wien/Vienna, sketodesign.eu CMYK Separation: Manfred Kostal, Wien/Vienna, pixelstorm.at Redaktion, deutsche Texte | German Copywriter: Karin Finan, München/Munich, karinfinan.de Technische Beratung | Technical Adviser: Herbert Harrer, Wien/Vienna Korrektorat, deutsche Texte | German Proof Reading: Michael Walch, Wien/Vienna Übersetzung | Translation: Christine Schöffler, Peter Blakeney, Wien/Vienna, whysociety.org Druck | Printing: Holzhausen Druck GmbH, Wien/Vienna, holzhausen.at Gedruckt auf säurefreiem, chlorfrei gebleichtem Papier – TCF Printed on acid-free and chlorine-free bleached paper SPIN: 80063437 Mit zahlreichen (großteils farbigen) Abbildungen With numerous (mainly coloured) illustrations Bibliografische Informationen der Deutschen Nationalbibliothek Die Deutsche Nationalbibliothek verzeichnet diese Publikation in der Deutschen Nationalbibliografie; detaillierte bibliografische Daten sind im Internet über <http://dnb.ddb.de> abrufbar. ISBN 978-3-7091-0837-6 SpringerWienNewYork
INHALT | CONTENT Vorworte | Prefaces
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Einleitung | Introduction
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Hauptbahnhof Wien Vienna Main Station
22
Wien S端dbahnhof Vienna South Station
30
S端dbahn The Southern Railway
150
Zwischen S端d und Ost Between South and East
166
Ostbahn The Eastern Railway
190
Postzentrum Wien S端d Vienna South Postal Centre
226
Frachtenbahnhof The Freight Station
250
Historische Entwicklung Historical Development
276
Laserscans | Laser Scans
280
Chronologie | Chronology
282
Anhang | Appendix
286
Foreword Roman Bönsch
Foreword Karl-Johann Hartig
This book documents the infrastructure that has accumulated over the course of more than 160 years in the area surrounding Vienna’s South Station, between the bridge over Laxenburger Straße and the Gudrunstraße underpass, during its last years of operation and its demolition. Moreover, it provides an outlook on the future Vienna Main Station with plans and first photographs of the building site.
From the old emerges and grows the new. The old recoils, disappears. But before it vanishes from our memories, before the images fade away, the pictures in this book show again all that once was. A time document for posterity. Vienna has erected many train stations only to tear them down again or see them destroyed by war. Today, none of the pompous stations built between 1840 and 1880 in the time of the monarchy still exist – but we have their depictions, photographs, and architectural drawings. Traces in the collective memory. In this way, we still know how Wilhelm von Flattich’s classicistic South Station looked like, the remnants of which were found under the South Station’s platforms during their demolition and could be documented and partially conserved. The past is preserved for us in images from the pioneering days of the Austrian railways. In the same way, this book shows the already past of a South Station that was painstakingly built in the hardship of the post-war years as a functional building and single traffic hub for both the southern and eastern railway. Each railway needed to be extended in order to be brought together in the building complex. Furthermore, the two railways were separated by a height difference of 4.5 metres. A main hall connecting the two railheads was then built facing Wiedner Gürtel (ring road). Many of the details and materials evoke memories of the era in which it was built, the 1950s: the marble wall cladding from the quarries of Winzendorf, the floor tiling from five different types of stone, the polished metal frames of the glass doors, and much more. The images in this book document several examples. Two railheads also need more than twice as much place as the future, modern Vienna Main Station; they require a manoeuvring area for the provision of trains, storage sidings, service and preparation areas, warehouses, personnel
When I began research for the documentation project “Vienna Main Station” in 2007, I anticipated an investigation of the historical changes in the city and its infrastructure. I soon came to realise that I would also learn about the organisation and the terminology of the railway in the process. “A train station is not a building rather the area between its entry signals. The train station building itself is called the reception building.” That was the first lesson I learned. It gave me a sense of what I should come to know behind the façades of the South Station. It is an honour for me – as a non-railwayman – to have the opportunity to publish a book about Vienna South Station. Perhaps it is exactly the view of the outsider that facilitates rare insights into life and work at the South Station and fresh explorations of its important history. With its impressive spatial structure and variety of material compositions, Vienna South Station displayed its exemplary architecture of the 1950s for one last time in 2009. I also hope I have created a work that will reawaken valuable memories in all those who for decades lived with or worked for the South Station. My thanks go to all who have supported this book and contributed to its contents (see page 287).
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accommodations, and maintenance workshops for first the steam and then the diesel and electrically-operated vehicles. All of these facilities existed in duplicate because the connection between the eastern and southern railway consisted of only three tracks, the narrow Steudel Tunnel and the steep tracks 110 and 120. Nicknames such as “Bosnia” (track group 700 recalls the troop transports in the First World War), “Kuwait” (for the diesel yards), “Hungarian Group”, and the like were given to these railyards over time by the railway workers. Some of them are also portrayed in this book. The surviving chronicles of the train station, in which all special happenings were meticulously recorded, tell of a wide variety of historical events in its 50 years of existence – the KennedyKhrushchev summit in Vienna, to name but one example. And not least, the South Station was a place of memories for many Viennese: for some, the summer holidays in Semmering; for others, the first vacation on the Adriatic Sea. And for others yet again, the station was a place of hope – of economic improvement for the so-called “guest workers”, of safe passage to the “promised land”, as a gateway to the eagerly anticipated “West”. But in all of these nostalgic observations of the perhaps glorified past, one should not forget that after 50 years, the South Station was urgently in need of renovation. In each and every customer rating, it always took last place. The time for something new had come. Along with the political situation in Europe, also the traffic flows have changed dramatically. After the fall of the Iron Curtain, Vienna became an intersection of three trans-European axes almost over night. The city has become a traffic hub. The four remaining Viennese railheads were no longer appropriate for this new situation. All of the main railways leading to countries neighbouring Austria needed to be
linked in one station – the future Vienna Main Station – in order to facilitate expeditious passage through the Vienna traffic junction. Since 1989, there has been continuous progress made on the western railway. With the completion of the Lainzer Tunnel, a connection will be made between the western railway and the southern railway. Hence, the terrain of the South Station was the logical choice to connect the railway lines in every direction. The idea of the Vienna Main Station began to take shape. In 2003, the City of Vienna, the federal government, and the Austrian Federal Railways eventually came to an agreement on the project, its implementation, and the financing. In Vienna, as in all big cities, the main railway stations were and are of significant importance for the development of the city. The railway changes the city; the city changes the railway. They profit from one another and stimulate social and economic progress. Train stations can enhance urban development when the new station itself becomes a symbol of the city. Stations can be emblems for rail travel and for the city. This calls for a top-quality train station and the valorisation of its surroundings. The modernisation of the railyards also creates chances for urban development. The city grows and needs space for this growth. Densification of the city by building on areas previously not exploited to their fullest as opposed to expansion on the periphery is a considerably better urban development solution. Centrally located railyard properties are especially suited for this purpose. By concentrating the railway infrastructure, the Vienna Main Station project can free up 59 hectares of high-grade innercity land for future urban development. Here, too, urban development and the construction of the new main station depend on each other. Vienna Main Station is more than a train station!
03.03.2010 Die Hauptfassade des Aufnahmegebäudes während der Abbrucharbeiten.
The main façade of the reception building during the demolition.
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01.07.2010 Der Hauptbahnhof Wien nach den Entwürfen der Architekten Hotz/Hoffmann.Wimmer, Blick vom Südtiroler Platz. Rechts die von den Architekten Zechner & Zechner geplante Konzernzentrale der ÖBB und der Blick in die Sonnwendgasse, links das Bürogebäude am Bauplatz A01.
Vienna Main Station according to the design by architects Hotz/Hoffmann.Wimmer viewed from Südtiroler Platz. To the right, the ÖBB corporate headquarters designed by the architects Zechner & Zechner with a view up Sonnwendgasse; to the left, the office building on building site A01. 25
23.05.2011 Blick über den Schweizer Garten zum ehemaligen Standort des Südbahnhofes mit Immobilienprojekten im Quartier Belvedere nordöstlich des Hauptbahnhofes. Rechts der Wiedner Gürtel.
View over the Schweizer Garten towards the former location of the South Station with real estate projects in Quartier Belvedere to the north-east of Vienna Main Station. Wiedner Gürtel to the right.
27
18.12.2009 Alfred Ifsits und Günther Augustin von Swietelsky Bahnbau zerschneiden die Gleisanlage des Südbahnhofes wegen der niedrigen Temperaturen nicht mit dem Schweißbrenner, sondern mit der Trennscheibe. Im Hintergrund werden die demontierten Gleisjoche mit dem Eisenbahndrehkran abtransportiert. 162 WIEN SüdBaHNHoF SÜDBAHN
Due to the cold temperature, Alfred Ifsits and Günther Augustin from the railway construction company Swietelsky Bahnbau use a cutting disc instead of a welding torch to cut the rails in the South Station railyards. In the background, the demounted track panels are removed with the railway slewing crane.
13.11.2009 Die Gleisanlage des Südbahnhofes, rechts das Stellwerk 11, links hinten das Elektronische Stellwerk Hauptbahnhof Wien in der Mitte sieben „Engländer“ (Kreuzungsweichen) und doppelter „Hosenträger“ auf der Brücke über die Laxenburger Straße.
The South Station railyards, Signal Box 11 to the right, Vienna Main Station Electronic Signal Box to the left. In the middle, seven double slip switches (called “Engländer” in Austria) and “double-suspenders” (two pairs of intersecting tracks) on the bridge over Laxenburger Straße. 163
170 WIEN SüdBaHNHoF ZWISCHEN SÜD uND OST
09.09.2008 Die Gleisgruppe 600. An dieser Stelle werden sich die Bahnsteige des Hauptbahnhofes Wien befinden. In der Mitte, an der Stelle des ehemaligen Materialmagazins, aufgeschüttetes Aushubmaterial von der Baustelle des High-Tech-Stützpunktes Wien Matzleinsdorf, dahinter die Bäume im „Steudelgraben“ und der 10. Bezirk Favoriten.
The track group 600. The platforms of Vienna Main Station will be located at this point. In the middle, the site of the former material warehouse, excavated material from the building site of Vienna Matzleinsdorf High-Tech Headquarters. Behind, the trees in the “Steudelgraben” and the 10th district Favoriten. 171
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