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Vienna’s public transport

Posted: 7 December 2007 | Robert Huka, Treasurer, Fahrgast | No comments yet

Fahrgast was founded in 1985 to work for public transport passengers. Their first great action was the fight for the tramway line 8, which runs parallel to the – as then un-constructed – underground line U6. In 1995 at their tenth anniversary, Fahrgast held a symposium, Renaissance of Tramway. Fahrgast is a participant in the Viennese commission for street building and works for the optimal conception of stations for tramway and bus lines. Fahrgast developed several concepts for tramway line expansions as an alternative to extension plans for the underground network. Furthermore, the Austrian passenger federation works in a commission of the Österreichische Bundesbahnen to help optimise timetables for bus and train connections.

Fahrgast was founded in 1985 to work for public transport passengers. Their first great action was the fight for the tramway line 8, which runs parallel to the – as then un-constructed – underground line U6. In 1995 at their tenth anniversary, Fahrgast held a symposium, Renaissance of Tramway. Fahrgast is a participant in the Viennese commission for street building and works for the optimal conception of stations for tramway and bus lines. Fahrgast developed several concepts for tramway line expansions as an alternative to extension plans for the underground network. Furthermore, the Austrian passenger federation works in a commission of the Österreichische Bundesbahnen to help optimise timetables for bus and train connections.

Fahrgast was founded in 1985 to work for public transport passengers. Their first great action was the fight for the tramway line 8, which runs parallel to the – as then un-constructed – underground line U6. In 1995 at their tenth anniversary, Fahrgast held a symposium, Renaissance of Tramway. Fahrgast is a participant in the Viennese commission for street building and works for the optimal conception of stations for tramway and bus lines. Fahrgast developed several concepts for tramway line expansions as an alternative to extension plans for the underground network. Furthermore, the Austrian passenger federation works in a commission of the Österreichische Bundesbahnen to help optimise timetables for bus and train connections.

Vienna’s Public Transport consists of many elements. These are, the metropolitan railway, named S-Bahn (12 lines, 439.1km, mostly outside of Vienna), 24 local train lines (mostly ÖBB operated, 1,204km), the underground (U-Bahn, five lines, 65.3km), an inter-urban line (Wiener Lokalbahnen, vulgo Badner Bahn, 30.4km), a tramway (32 lines, 226.9km) and a bus network (85 lines, 878.7km).

The main operators are the Austrian Federal Railways (Österreichische Bundesbahnen) for the S-Bahn, and the Wiener Linien, (a city-owned company), for the underground, tramway and bus operation. In the suburbs, many bus lines are operated by private operators. The Wiener Lokalbahnen has the Wiener Linien as the greatest shareholder.

S-Bahn

All S-Bahn lines have electric operation with 15kv, 16.7 Hz. This system is used in Germany, Switzerland, Austria, Sweden and Norway. The most important S-Bahn lines run from north (Wien-Floridsdorf) to south (Wien-Meidling) through Vienna via Wien-Praterstern, Wien-Mitte, Wien-Rennweg, Wien-Südbahnhof, Wien-Südtiroler Platz and other stations. These lines start outside Vienna from locations in the eastern part of Austria.

From Westbahnhof, an S-Bahn line runs westwards to Rekawinkel. From Südbahnhof, the S-Bahn line goes to Hausfeldstraße via Simmering (U3), Stadlau and Erzherzog-Karl-Straße and has a connection with the tramway and bus.

Local train lines

Most local train lines are electrified and use the same tracks as the S-Bahn. While

S-Bahn lines end in larger cities such as Gänserndorf, Mistelbach, Hollabrunn, Krems an der Donau (all in the north), Wiener Neustadt or Mödling (both in the south), local train lines often terminate at the northern or eastern border of Lower Austria. Some trains cross the border to Breslaw or Bratislawa.

U-Bahn

As mentioned, the underground network consists of five lines:

  • U1: Leopoldau-Reumannplatz
  • U2: Schottenring-Karlsplatz
  • U3: Ottakring-Simmering
  • U4: Hütteldorf-Heiligenstadt
  • U6: Floridsdorf-Siebenhirten

None of these lines leave the area of Vienna.

Line U1 starts in Leopoldau, a suburb in the north-east of Vienna and runs near to Vienna International Centre (Uno City) and Kagran (a large shopping centre) via Praterstern (to a connection with S-Bahn), Schwedenplatz (U4), Stephansplatz (U3, city centre), Karlsplatz (U2, U4) to Reumannplatz, a local centre of the tenth Viennese district; named Favoriten, that lies south of the city centre. This line was in construction from the 1970s until 2006 (Kagran to Leopoldau). It was decided to lengthen this line from Reumannplatz to Rothneusiedl; an area that is to be developed in the southern outskirts of Vienna.

Line U2 is partly a converted underground tramway line that was built in the 1960s. This conversion took place in the 1980s. U2 starts at Schottenring (U4) and runs via Schottentor (the end station of seven tramway lines) the Rathaus (City Hall of Vienna), Volkstheater (U3), Babenbergerstraße (beginning of Mariahilfer Straße, one of the most important shopping boulevards of Vienna) to Karlsplatz (U1, U4, Wiener Lokalbahn to Baden and several tramway lines). An expansion from Schottenring via Praterstern (S-Bahn, U1), Vienna Fair, Stadium, Donau river crossing, Stadlau, SMZ Ost, down to the final station near Aspern, is under construction. A second expansion is planned from Karlsplatz via Wien-Rennweg (S-Bahn), St. Marx (a developing area south-east of the city centre), the new Hauptbahnhof under construction (central station) to a final station, which is not yet fixed.

Line U3 starts in Ottakring (connecting to the Vorortelinie) in the north-west of Vienna and runs via Westbahnhof/Europaplatz (for a connection with the long distance trains of the ÖBB to Linz, Salzburg, Innsbruck and Bregenz, and with U6 and several tramway lines), under Mariahilfer Straße, Volkstheater (U2), Stephansplatz (U1), Landstraße (Wien Mitte S-Bahn, U4) to Simmering with connection to S-Bahn lines from Südbahnhof via Stadlau to Floridsdorf or Hausfeldstraße and the tramway Lines 6 and 71.

Line U4 was part of the Stadtbahn, constructed under Otto Wagner at the end of the nineteenth century. An initial conversion from railway operation to electric tramway took place in 1924. In the 1970s, this line was converted to underground operation and named U4. It starts in Hütteldorf with a connection to the Westbahn long distance trains mentioned under Westbahnhof U3 and runs via Hietzing, Meidling Hauptstraße (the connection with the forerunner of U6), Längenfeldgasse (actual connection to U6), Karlsplatz (U1, U2), Landstraße (S-Bahn, U3), Schwedenplatz (U1), Schottenring (U2), Spittelau (U6, Franz-Josefs-Bahn trains) to Heiligenstadt in the north of Vienna, with a connection to the Vorortelinie and the Franz-Josefs-Bahn.

Line U6 starts in Floridsdorf with a connection to S-Bahn and tramway lines 26, 30 and 31 which run to the northern outskirts of Vienna; to Strebersdorf and Stammersdorf. Handelskai near the Danube is a connecting Station to the Vorortelinie and the S-Bahn-Stammstrecke. From Floridsdorf to Spittelau (U4, Franz-Josefs-Bahn) the line was completely constructed in the 1990s. From Spittelau to Gumpendorfer Straße, the U6 uses a part of the Otto Wagner Stadtbahn running over the Gürtel. Between Gumpendorfer Straße and Längenfeldgasse the line was new in places, but the Otto Wagner Bridge was used again. Längenfeldgasse is a crossing station with U4. Also recently constructed is the line between Längenfeldgasse and Philadelphiabrücke (connection with the Südbahn trains) to Graz and Klagenfurt. The line between Philadelphiabrücke and Siebenhirten is a converted rapid tramway line originally built in the 1970s. Line U5 is missing from the list, and should be built after the extensions.

Five types of cars are in use on the U-Bahn. Lines U1 to U4 use conventional heavy rail double cars, which are coupled in a three double car composition. Line U2 conveys two double car compositions, but will use three double car compositions after opening the extension. The newest type is a six car composition that is permanently coupled. Passengers can walk through the train from one end to the other. On line U6, tramcars and light rail cars are used, so a catenary is installed. The light rail cars are low floor and the tramcars are conventional high floor.

Tramway

As mentioned, the tramway network consists of 32 lines and two of them run only in the rush hour (30 and 33). Only four tramway lines have branches in different directions. Three of them are running over the Ring (a boulevard around the city centre), and one does not reach it. Most tramway lines are of a radial formation, which often reach the Ring, but some terminate in the suburbs of Vienna at underground stations. While two underground lines cross the city (U1 and U3), none of the tramway lines do. In the early days of building tramlines in Vienna, it was often suggested that trams cross the city centre, but this was never achieved. In the north and west of Vienna, the strongest tramway network exists. In the other regions of Vienna, underground lines replaced former tramway lines.

The rolling stock consists partly of conventional high floor cars and new low floor trams, named Ultra Low Floor (ULF). Many lines carry the ULF car, but not all. ULF was developed in co-operation between Siemens SGP and Wiener Linien. In total, 150 cars are in use and a further 150 are ordered.

Bus

Bus lines often run in un-frequented areas, but some of the bus lines are so heavily frequented that in the opinion of Fahrgast, a replacement by tramway should happen. Line 13A runs between the Ring and Gürtel; a former tramway line that was converted for bus use in 1961. The tramway line often used narrow streets and the replacement should have eased the traffic, but it failed. The buses are often hit by congestions and delays. Bus lanes were partly installed in the last few years, but did not help much. Line 48A is a radial line with bus lanes in highly frequented streets. These bus lanes are a success and delays are now fewer. In Transdanubia (Districts 21 and 22 across the Danube), some bus lines are selected to be converted into tramway lines, but no building activity has taken place yet. All buses are of low floor design, and the most heavily frequented lines convey articulated buses.

Tickets

Tickets are of various types. They are valid for a day, three days, a week, eight days, a month, or a year. Single ride tickets are also available, mostly in strips for four or eight rides. Different discounts are in place for handicapped travellers, retired people, pupils and students.

Passenger information

Announcements occur in the stations via loud speaker and by visual displays. These show the time of the train departure, or how long the wait will be for the next train or bus. The displays are now installed in many tramway and bus stations and all U-Bahn stations have got these displays.

Fahrgast’s opinion

In high density areas, the public transport network is a good alternative to private transport. This is not always the case in the outskirts of Vienna, where buses seldom run.

The most important critical points are:

  • There are not any through trains between S-Bahn and U-Bahn, or U-Bahn and tramway. This causes a need to change trains
  • Building of U-Bahn lines replaced many tramway lines in shopping streets (such as Mariahilfer Straße, Praterstraße, and Favoritenstraße)
  • Most of the tramway lines end at the Ring and passengers frequently need to change trains. This problem was heightened by the U-Bahn. To do so is a political decision, although Fahrgast often mentioned that parallel running of the U-Bahn and tramway would reduce the necessity of changing trains
  • The city centre has no useful surface transport network. The three city bus lines rarely run, and when they do, it is in quite a complex way; especially between Schottentor and Stephansplatz
  • Most of the new extensions of the U-Bahn reach sparsely populated areas. Nevertheless, this extension replaced (or will replace) tramway lines that are used frequently
  • Several bus lines should be replaced by tramway operation, because they are frequently used. Tramway operation offers longer trains and a higher capacity of users.