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118-540: In 1894, the architect Otto Wagner was hired as the artistic director for the Vienna Stadtbahn project. The Stadtbahn is one of Vienna's better-known examples of early Art Nouveau architecture. Its most famous buildings are the two former station entrances on Karlsplatz , now used as a café and a museum respectively, and the Hofpavillon , a station built specifically for Emperor Franz Joseph , located at

236-573: A bank can develop on one direction or another, made it desirable to be able to easily transform the work spaces." He was to follow the same concepts twenty years later when he designed the Postal Savings Bank in Vienna. The following project, in 1886, was the first Villa Wagner, a country house he built for himself on the edge of the Vienna woods. He called it his "Italian Dream", and it had neoclassical elements inspired by Palladio . it

354-470: A building of thirty large apartments on Neustiftgasse and Döblergasse in Vienna. The building had a very modern white plaster facade with very discreet geometric decoration of blue ceramics (Döblergasse) and pieces of black glass (Neustifgasse). Wagner had his own apartment on the second floor of the Döblergasse building. He designed all the furniture, carpets and decoration in his apartment, as well as

472-435: A change or reconstitution of existing forms". He wrote in his manifesto on Modern Architecture, "Art and artists have the duty and obligation to represent their period. The application here and there of all the previous styles, as we have seen in the last few decades, cannot be the future of architecture...The realism of our time must be present in every newborn work of art. In 1897, he aligned himself with Vienna Secession ,

590-517: A connection in the direction of Innere Stadt, a second pair of tracks had to be laid between Penzing and Hütteldorf-Hacking parallel to the existing Westbahn for the Stadtbahn. Thus, the station Hütteldorf-Hacking took over - actually intended for the station Penzing - node function in the western city. Also in 1894 newly included in the planning was a connecting curve between the stations Gumpendorfer road and Meidling main road. It should allow, despite

708-404: A glass skylight, where the banking function was located. He also used new materials, such as an enduit lisse, and much larger windows than were customary in the period, repeated the plan on each floor. He later described his approach to the building: "The demands for air and light, the desire to assure easy circulation and orientation inside the space, and especially the fact that the activities of

826-464: A lifting height of six meters. The wholesale market hall, in turn, received a new siding in a low-lying position, but in order to use it, electric elevators had to be installed in the building. Due to local resident protests in the IX. District had to be rescheduled in the course of 1898, and thus in a very late project phase, even the originally intended as elevated rail section Schottenring-Brigittabrücke in

944-464: A link with the already operated by her routes to Mödling in the south and Stammersdorf in the north, but could not prove the necessary funds. As early as 16 January 1894, therefore, decided all three curia of the Commission for traffic systems unanimously, even run the local rail lines themselves. Thereupon the state railway received finally by highest decision of 3 August 1894 also the concession for

1062-548: A more expensive low-gauge line. However, the associated additional costs of 4.6 million Austrian crowns were borne by the municipality of Vienna by municipal decree of 1 June 1898. By this measure, the opening of the Danube channel line was obsolete before the turn of the century, because the section in question could only in the fall of 1898 tackled while the rest of the Danube Canal Line has been under construction since

1180-573: A movement started by fifty Vienna artists formally known as the Association of Austrian plastic artists. Its founding members included Gustav Klimt , its first President, Joseph Maria Olbrich , Josef Hoffmann , and Koloman Moser . The Secession declared war on the historicism and realism decreed by the Arts academies, and called for the abolition of the boundary between the fine arts and the applied and decorative arts. of architecture and art. Its goal

1298-739: A new terminus in Hietzing. Furthermore, in 1894, the Hütteldorf-Hacking-Hietzing section, which was not originally planned in the first construction phase, was preferred in 1894 in order to link the Wientallinie with the Westbahn. This in turn was the Nebenast Westbahnhof-Penzing the belt line obsolete and disappeared from the planning. However, because the suburban line should nevertheless receive

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1416-459: A provisional station supported by 3,000 pilots had to be built first. Only then could the demolition of the old station begin, which in turn was connected to a movement of 380,000 cubic meters of earth and stone material, and the new construction of the final station. The transfer of the four above-mentioned streets required the construction of iron bridges in the width of 54.8, 70.2, 92.6 and 63.6 meters, also had existing water pipes and gas pipes with

1534-490: A result of the 1873 Vienna World's Fair and the economic boom from 1871, the idea of a city railway was again on the agenda. As a result of a competition organized by the Ministry of Commerce, 23 new plans were received by 1 March 1873 [10]. Among them was, for the first time, a proposal for a pure tunnel railway, submitted by Emil Winkler. His planning was also based on the first systematic traffic census in Vienna. Even then,

1652-498: A total length of 2520 meters, various cables with a total length of 3520 meters, 260 meters pipe post pipes and the local main sewer are laid. The outflow of the Wiener Neustädter Canal was accomplished by the installation of a siphon. Furthermore, because the main customs office should not lose its siding, there also had to be constructed an electrically operated lift for freight wagons weighing up to 30 tons, with

1770-409: Is no life"; and on the other, "Necessity is the sole mistress of art." In 1895, he modified the house. One of the pergolas was transformed from a winter garden into a billiards room, illuminated by floral stained glass windows, one designed by the painter Adolf Michael Boehm . The other pergola was made into his studio, also with colorful decorative windows. Two more of his buildings appeared on

1888-786: Is the Majolica House, at 40 Linke Wienzeile. Its facade is entirely covered with majolica , or glazed earthenware tiles in the colorful floral designs which characterized the early Vienna Secession . The Art Nouveau floral design of its facade was made by his student Alois Ludwig  [ de ] . The other building, Linke Wienzeile 38 , is known as House with medallions because of its decor of gilded stucco medallions by Wagner's student and frequent collaborator, Koloman Moser . The roof, visible from far away, features several sculpted heads, called The Criers , or The Crying Women by Othmar Schimkowitz . He provided sculpture for two other Vienna Secession landmarks by Wagner, including

2006-575: The Berliner Stadtbahn service began operations, which later served as a model for the Viennese Stadtbahn in several respects. Not only did it use continuous viaducts to carry the railway above the city's streets, but it was also operated by the state railway with steam locomotives and short train sets, and it joined several previously existing terminal stations with each other. In this context, three new proposals were submitted to

2124-757: The Donauländebahn  [ de ] from 1872 and the Donauuferbahn from 1875 provided some relief, the heavy losses of the Battle of Königgrätz in 1866 showed that further connections between the long-distance railways were needed. After 1867, only 18 kilometers of the Austrian railway network - including the Verbindungsbahn - were in state hands, so in 1874 a renewed nationalization wave began. The de-privatization of operations combined with

2242-836: The Nordbahn opened in 1837, the Südbahn opened in 1841, the Ostbahn opened in the same year, the Westbahn opened in 1858, the Franz-Josefs-Bahn opened in 1870, the Nordwestbahn opened in 1872 and the Aspangbahn  [ de ] opened in 1881. Each of the seven routes belonged to a different railway company and each had its own train station in the capital, which were, partly for reasons of space, taxation and

2360-456: The article wizard to submit a draft for review, or request a new article . Search for " Wiener Verbindungsbahn " in existing articles. Look for pages within Misplaced Pages that link to this title . Other reasons this message may be displayed: If a page was recently created here, it may not be visible yet because of a delay in updating the database; wait a few minutes or try

2478-436: The 1890s, Wagner became increasingly interested in urban planning. Vienna was growing rapidly; it reached a population of 1,590,000 residents in 1898. In 1890, the city government decided expand the urban transit system outwards to the new neighborhoods. In April 1894, Wagner was named artistic counselor for the new Stadtbahn and gradually was given responsibility for the design of the bridges, viaducts, and stations, including

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2596-408: The 75- to 80-meter wide Gürtelstraße , with the inner belt within the wall and the outer belt running outside the wall. The demolition of the fortifications from 1894 then made room for new urban railway lines. An early alternative term for the Stadtbahn was therefore 'Belt train' or 'Short Belt railway'. At an early stage, it also became apparent that, for synergy reasons, it would make sense to link

2714-625: The Angels on the roof of the Kirche am Steinhof church in Vienna, and sculpture for the Austrian Postal Savings Bank . The sculptures and other ornament were removed when the style was out of fashion, but have more recently been restored. Wagner had his own town apartment in a third building, at 3 Köstlergasse. It featured decoration based on Japanese floral prints, and furniture of his own design, but its most famous feature

2832-697: The Austrian Government, the first even in the year before the opening of the Berlin plant. The first proposal was submitted in August 1881 by a consortium of British engineers including James Clark Bunten and Joseph Fogerty , which reached the stage of obtaining a concession on 25 January 1883. It included a central station on the Danube Canal as well as a two-track belt railway with branches to all Viennese stations and to Hietzing . The route of

2950-426: The Danube Canal also received two collection channels, the left main collecting channel and the right main collecting channel, built in parallel with the Stadtbahn construction in the course of improving canalization in Vienna. The area gained by the straightening of the two rivers could thus be used for the urban railway lines, avoiding the expensive purchase of private land and the demolition of existing buildings. As

3068-469: The Graben, the historic boulevard in the heart of the city. This building, completed in 1894, combined apartments on the upper floors, and stores on the street level, bearing large display windows. On top was another glass structure, like a small temple, which contained a photography studio. It was another notable example of Wagner skillfully adapting the design of the building to its practical functions. In

3186-508: The Gürtel and Danube Canal lines between Nussdorfer Strasse and Friedensbrücke stations. Of the lines that were not built, two lines should have crossed the inner city , and one would have extended the Gürtel line along the southern Gürtel road to Südbahnhof railway station. These would have helped the Stadtbahn be a more appealing and useful transportation system, but financial constraints prevented their construction. The ceremonial opening of

3304-509: The Hague, but it was never realized. He continued to produce new editions of his book Modern Architecture , and three volumes entitled Sketches, Projects, Constructions . He published a series of books on topics including theater architecture, hotel architecture, and a particularly forward-looking work, "The Great City", published in 1911, devoted to urban planning, explaining how the expansion of large cities should be managed. He participated in

3422-797: The International Congress of Architecture in London in 1906, and traveled to New York to the International Congress of Urban Art in 1910. In the same year he became the Vice Rector of the Academy of Fine Arts in Vienna. He was named Vice President of the Permanent Commission of Congress of Fine Arts in Paris in 1912. In 1912 he proposed a very modern municipal museum for Vienna dedicated to The Emperor Franz-Joseph. However,

3540-605: The Ministry of Commerce, the Municipality of Vienna, the State of Lower Austria and the Vienna Danube Regulatory Commission were equally represented, with only unanimous decisions were provided. Specifically, the new committee had the task of coordinating the following three planning authorities: Consequently, the Commission was not only responsible for Stadtbahn construction, but also acted as

3658-518: The Parliament and the city hall. The facade was inspired by the Renaissance, but the interior was designed to be highly practical, luxurious, and constructed with the highest quality materials available. The benefits of this building allowed him to build several more similar apartment buildings. It illustrated his doctrine of the connection between beauty and function. His next major project

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3776-691: The Secession. Wagner had a strong influence on his pupils at the Academy of Fine Arts in Vienna. This "Wagner School" included Josef Hoffmann , Joseph Maria Olbrich , Karl Ehn , Jože Plečnik , and Max Fabiani . Another student of Wagner's was Rudolph Schindler , who said "Modern Architecture began with Mackintosh in Scotland, Otto Wagner in Vienna, and Louis Sullivan in Chicago." The Linke Wienzeile Buildings are three apartment buildings in Vienna, constructed in 1898–99. The most famous of these

3894-592: The Stadtbahn construction with two other major urban projects in the second half of the 19th century. One of these was the Vienna River canalisation, partly underground, and the other was the further extension of the Danube Canal . Both measures were mainly designed for flood protection, with the Danube Canal in the Freudenau also creating a trading and winter harbor, which was also flood-proof. In addition,

4012-610: The Stadtbahn construction work on 16 February 1893 with the waist line in Michelbeuern. Previously, however, was begun on 7 November 1892 by a groundbreaking ceremony with the removal of the water reservoir of the former Kaiser-Ferdinand water pipe in front of the Western Railway. Thus, this day can already be regarded as the start of construction. The construction of the suburban line finally began in December 1893, when

4130-620: The Stadtbahn in the so-called Péage traffic. That's why it was decided at that time: "The construction of the Gumpendorferstraße-Matzleinsdorf line of the belt line will only be carried out if the relations between the Southern Railway and the State Railways are finally settled." However, the saved connection between Gumpendorfer Straße and Matzleinsdorf threatened to have a negative impact on

4248-572: The Verbindungsbahn - in the context of the Stadtbahn also called Prater line or line in the II district - was thereby the only existing route, which was integrated into the narrower Stadtbahn network. On this section, whose infrastructure still belonged to the state railway, Otto Wagner had until 1899 to rebuild the two existing intermediate stops according to Stadtbahn standards. Otto Wagner Otto Koloman Wagner ( German: [ˈɔto ˈkoːloman ˈvaːɡnɐ] ; 13 July 1841 – 11 April 1918)

4366-485: The Vienna Bank Corporation project. The second proposal, which had already been worked out in detail, was presented by Count Henckel von Donnersmarck in 1867. In 1869, Baurat Baron Carl von Schwarz finally brought in a third proposal. This was the first proposal to use the term Stadtbahn . By the latter half of the 19th century, there were seven main line railway lines radiating from Vienna. These were

4484-595: The Vienna Secession style. Beginning in 1898, with his designs of Vienna Metro stations, his style became floral and Art Nouveau, with decoration by Koloman Moser . His later works, 1906 until his death in 1918, had geometric forms and minimal ornament, clearly expressing their function. They are considered predecessors to modern architecture . Wagner was born in 1841 in Penzing , a district in Vienna . He

4602-656: The Westbahn, and in the other, along the Danube Canal to Franz-Josefs-Bahnhof and along the existing walls to the Rennweg. Further routes were planned to the Reichsbrücke , Hernals , Südbahnhof , Brigittenau or Floridsdorf . After almost ten years without progress, the German capital Berlin finally gave the immediate impetus for a renewed discussion of the Viennese city rail question. [11] As early as 7 February 1882,

4720-875: The Wiener Stadtbahn took place on 9 May 1898 with the participation of Emperor Franz Joseph I, the Vienna Archbishop Anton Josef Cardinal Gruscha, the Minister of Railways. Heinrich Ritter von Wittek, the Lower Austrian Landmarschall Baron Joseph Freiherr von Gudenus and the Vienna Mayor Karl Lueger in Michelbeuern instead. On that day the monarch drove with the k.u.k. Hofsalonzug, which consisted of his saloon car and three other cars, from there via

4838-519: The Wientallinie and the Donaukanallinie transferred. The two routes then had to be re-planned and ultimately went into operation as main railways. In return, the steam tramway company suffered through the rescheduling a disadvantage. Because in order to clear the construction field for the Stadtbahn, they had to shut down their - only on 22 December 1886 opened - 3 December 1886 - 3.21 km long section Hietzing-Schönbrunner line and also build

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4956-467: The approximately 13 kilometres (8.1 mi) long ring was planned along the Danube Canal and Wien River as an elevated railway on iron viaducts, and on the Gurtel partly as a viaduct and partly as an open or covered trench. The branch lines would all be built as elevated railways, mostly on viaducts. However the concession was extinguished by the Austrian government on 14 March 1886 because financial proof of

5074-489: The architectural firm of Ludwig von Förster , whose studio had designed much of the new architecture along the Ringstraße . The first part of his career was devoted to the transformation of that boulevard into a showcase of neo-Gothic, neo-Renassiance, and neoclassical styles. During this period, which lasted until about 1880, he described his own style as "a sort of free Renaissance". His first realized major project

5192-542: The beginning of the year. The lowering of the route was also structurally challenging. The reason for this were the foundations of the town-side retaining walls at Morzinplatz and the translation of the Alsbach river. At the Morzinplatz, the workers on the surface initially encountered the old fortification walls, which made it more difficult for the local floating sand to carry out the construction work. Another problem

5310-403: The belt line to Heiligenstadt, then on the suburban line and the Westbahn to Hütteldorf-Hacking, continue on the upper Wientallinie to Meidling Hauptstraße and finally on the waist line to the stop Alser street, with which he traveled all sections completed so far. [4] In the last car of the special train, the emperor had an observation platform at his disposal, only there he was spared the smoke of

5428-468: The boulevards of Vienna. The first, completed in 1887, was a six-story apartment building on Universitätsstrase, which had a rigorous vertical facade divided by ornamental pilasters, divided horizontally by a very ornate wrought iron balcony on the first floor and a sculpted cornice beneath the roof, dividing the facade into three distinct parts. The second was the Zum Anker building on Spiegelgasse, and

5546-472: The builder for the two parallel river settlement projects, most of which were to be paid by the municipality of Vienna. On 27 October 1892 the ministerial decision was made, whereby the route of all lines was approved. As a result, the Commission decided on 28 November 1892 to begin the Stadtbahn with the suburban line in Heiligenstadt. On 18 December 1892, she finally received the official concession for

5664-461: The building. It had no decoration; every element was designed to be clean, geometric, and functional. He designed the furniture to complement the style of the architecture. By 1905, the year he left the Vienna Secession, Wagner had achieved an international reputation. In that year he proposed a monumental plan for the Palace of Peace proposed by philanthropist Andrew Carnegie for construction of

5782-554: The canceled track triangle at the Westbahnhof, direct train services between the belt line and the Westbahn. The third local railway of the first construction phase, the inner ring line, was completely discarded in 1894. Although it should continue to be reserved for a private railway, the concession should be granted only if the route could be carried out with electrical operation. Ultimately, this compound, with some similar route, only in 1966 initially as Unterpflasterstraßenbahn in

5900-513: The church had better view of the altar. The large stained glass windows were designed by Wagner's frequent collaborator, Koloman Moser . It was one of the first and most celebrated examples of modern church architecture. In his later years, Wagner experimented continually. He tried new materials, such as aluminum, which he used in the decoration of the entrance of the dispatch office the Die Zeit newspaper in Vienna. His most ambitious experiment

6018-413: The city required the expansion of the Stadtbahn project to take into account the newly incorporated municipalities from the beginning. So the planners added the so-called suburb line to the project, even though the namesake suburbs now also all belonged directly to the city. Finally, in the later Railway Ministry  [ de ] , held from 5 October to 16 November 1891 an enquete. It turned out that

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6136-490: The connecting sheet - which was erected along with it. In advance, the commission had to acquire numerous plots of land ranging in size from a minimum of eight square meters to a maximum of 35,700 square meters. Depending on the situation, the compensation varied between two and a half and 153 Austrian guilders per square meter. In 436 cases succeeded in an amicable agreement with the previous owners, only in 22 other cases had to be forcibly appropriated by court decision. However,

6254-548: The construction of a metropolitan railway. While the rival railway companies at that time had no interest in a central urban solution - the present-day Vienna Hauptbahnhof finally went into operation in 2012 - the Austrian military, after the March Revolution of 1848 , demanded measures to prevent a recurrence of such events. Although the commissioning of the Verbindungsbahn  [ de ] from 1859,

6372-548: The course of the so-called two-line, which eventually mutated in 1980 to the U2. The reorganization of the Wientallinie and the Donaukanal line from subordinate local railways to fully developed main railways complicated and made the project considerably more expensive. Due to the architectural quality demanded by Otto Wagner, the buildings of the more important routes were much more expensive than planned before 1894. [25] Thus moved

6490-668: The decision to build would only be made jointly by the state, the state and the municipality. The Ministry therefore proposed the creation of a joint commission. In agreement with the Province of Lower Austria and the City of Vienna , the Government of Prime Minister Eduard Taaffe therefore presented to the Imperial Council on 6 February 1892 a comprehensive bill on the execution of the traffic facilities in Vienna, in which

6608-1023: The digital library of the University of Bologna . Wiener Verbindungsbahn Look for Wiener Verbindungsbahn on one of Misplaced Pages's sister projects : [REDACTED] Wiktionary (dictionary) [REDACTED] Wikibooks (textbooks) [REDACTED] Wikiquote (quotations) [REDACTED] Wikisource (library) [REDACTED] Wikiversity (learning resources) [REDACTED] Commons (media) [REDACTED] Wikivoyage (travel guide) [REDACTED] Wikinews (news source) [REDACTED] Wikidata (linked database) [REDACTED] Wikispecies (species directory) Misplaced Pages does not have an article with this exact name. Please search for Wiener Verbindungsbahn in Misplaced Pages to check for alternative titles or spellings. You need to log in or create an account and be autoconfirmed to create new articles. Alternatively, you can use

6726-469: The direction of the Secession. The dispute reached a head in 1905, when one of the prominent painters of the Secession, Carl Moll , proposed that the Secession purchase a prominent Vienna art gallery as an outlet for the Secession artists. This was opposed by the more traditional artists in the group. It was put to a vote of the members of the Secession, and Klimt's position was defeated by a single vote. Klimt, Wagner, Moser, and Hoffmann promptly resigned from

6844-407: The eastern end of Hietzing station . Other preserved historical stations are the elevated stations along the Gürtel and in some of the suburbs. The use of the term Stadtbahn in the line's name derives from the 19th century usage of the term to simply mean a railway in an urban area, in a similar way to the naming of the roughly contemporaneous Berlin Stadtbahn . It is not related to the usage of

6962-403: The elevators, signs, lighting, and decoration. Wagner hired seventy artists and designers for his transit stations, including two young designers who later became very prominent in the birth of modern architecture, Joseph Maria Olbrich and Josef Hoffmann . The government committee in charge of the project specified that the buildings should be covered in white plaster, for uniformity, and that

7080-416: The end of the First World War, in his apartment on Döblergasse in Vienna. Wagner often designed the furniture to complement the design of the building. His furnishings for the Postal Savings Bank were particularly notable for their simplicity and functionality, and combination of traditional materials with new materials, such as aluminum Digitized books from the architecture collection of AMS Historica ,

7198-414: The estimated cost of 719 million Austrian crowns could not be provided. In competition with the Bunten and Fogerty proposal was a project submitted in 1883 by the Wiener Stadtbauamt  [ de ] for the construction of a line that consisted of the following three main lines: In addition, Siemens & Halske submitted the project of a network of electric railways for Vienna in 1884. However,

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7316-524: The final competition for this building was won by one of Wagner's former students, Josef Hoffmann . The project was halted by the outbreak of the First World War in 1914. In 1913, he became an honorary professor at the Academy and retired, but continued to teach students who had enrolled prior to his retirement. While he proposed many projects, only a few were actually built. These included a strikingly geometric and modernistic hospital for victims of Lupus disease in Vienna (1908). His last large-scale project,

7434-424: The first floor above the ground floor was an octagonal gallery reserved for women. The facade was made of brick of different colors, and was decorated with minarets and towers with a Moorish appearance, while the interior featured colorful patterns of mosaic slender on the walls and highly decorated columns which supported arches over each of the bays. He began to develop his own philosophy of architecture, based on

7552-462: The first floor. The servant's quarters were downstairs, and the main floor was occupied by a large single room, which served as a salon or dining room. For the furniture, he selected many works designed and manufactured by one of his former students, Marcel Kammerer. Wagner intended the house as the main residence of his wife after his death, but she died before him, and he sold the house in September 1916. Wagner died on April 11. 1918, shortly before

7670-438: The flood events that occurred at that time caused widespread destruction of the buildings in the critical state of foundation and led to construction interruptions. In particular, this was true for the so-called century flood in July 1897. The second major difficulty in the construction of the Wientallinie represented the elaborate reconstruction of the station Hauptzollamt, which alone cost over eight million Austrian crowns. This

7788-442: The form was determined by the function of the building. In 1896 he published a textbook entitled Modern Architecture in which he expressed his ideas about the role of the architect; it was based on the text of his 1894 inaugural lecture to the Academy. His style incorporated the use of new materials and new forms to reflect the fact that society itself was changing. In his textbook, he stated that "new human tasks and views called for

7906-405: The future operation, because the belt line from the main customs office station would not have been possible without a change of direction. To compensate for this deficiency, the responsible persons therefore integrated in 1896 at short notice still a connecting curve between the stations Brigittabrücke on the Danube Canal Line and Nußdorfer Street on the belt line in the planning. This short crossbar

8024-412: The hospital, but received a commission only for the church. Wagner had earlier written an academic study entitled The Modern style in Church construction and this was his opportunity to use his ideas in a building. The main feature of the church is a dome, and the facade was covered with marble plaques two centimeters thick, fixed with copper-headed bolts. The same white and gold design was maintained in

8142-523: The immediate vicinity of the old site from 1895, the St. John Nepomuk Chapel, it was consecrated in 1897. In general, the Stadtbahn took considerable influence on the streets and squares in their neighborhood as well as the economic conditions of the affected districts. Thus, for example, the already existing Gürtelstraße was freed from the many salient old buildings and erected on their mirror grounds, where previously stored behind wooden crates and dilapidated fences, construction materials, stones, scrap iron and

8260-404: The interior. The church could hold eight hundred worshippers, with seats for four hundred, divided into separate sections for men, women, and hospital staff. The ceiling was also white, divided into sections by gilded lines. The altar, the central point, was covered with a lacelike gilded cupola, matching the dome overhead. The floor was made of white and black tiles, and sloped slightly, so those in

8378-459: The interior. The exterior was covered with designs in a sunflower pattern, which continue on the semi-circular facade. The carefully designed gilded decoration gives the building a remarkable combination of functionality and elegance. In 1894, he became Professor of Architecture at the Academy of Fine Arts Vienna , and increasingly expressed the necessity of leaving behind historical forms and romanticism and developing Architectural Realism , where

8496-643: The k.k. Hofrath dr. Victor Edler von Pflügl. The administrative business of the Commission for Traffic Systems was initially headed by the Lieutenant Baron von Hock, later the Lieutenant Governor Lobmeyr. As a technical advisor Ministerialrat Doppler acted. Also in 1896, the project operators also reduced the planning for the construction of the belt line. It was supposed to lead from the Gumpendorfer Straße station -

8614-443: The latter was narrow gauge and was therefore not accepted because the competent authorities feared that this could prevent the emergence of other lines. For the first time, the Stadtbahn project was made concrete in 1890, when Krauss & Co. submitted drafts as a basis for the official negotiations, although they have undergone numerous changes during the following years. The reason for the renewed approach to Stadtbahn construction

8732-547: The leader of the German school of neoclassical and neo-Gothic architecture. He returned to Vienna in 1861 and continued his architectural education at the Vienna Academy of Fine Arts, under August Sicard von von Sicardsburg and Edouard von der Nüll, who had designed the neoclassical Vienna State Opera and the architectural monuments along the Vienna Ringstraße . In 1862, at the age of 22, he joined

8850-431: The like, the city railway arches. The remaining part of the belt mirror was then transformed into gardens. The new inner-city transport network of the capital was considered a state-owned prestige object of Cisleithania, which is why the state guaranteed all necessary funds and thus made a speedy realization possible. In addition, cheap workers from all over the monarchy were available; At times, up to 100,000 people were at

8968-592: The main lines in the event of war, including, in particular between 1849 and 1856, the Arsenal , built as a consequence of the March Revolution. Another important aspect of the construction of the Stadtbahn was the demolition of the Linienwalls , a fortification around the Vienna suburbs. It had become militarily obsolete in the middle of the 19th century, which initially led from 1873 to the building of

9086-466: The military, built far from the city centre. Moreover, six of them were designed as terminal stations, and only the last-opened station, the Aspangbahnhof  [ de ] , was built as through station from the beginning. While the comparatively few passengers who did not have the capital as a starting point or destination were able to switch between the stations via the Vienna tramway, which

9204-463: The ministry expressed the principle that level crossings with existing roads should not be allowed. As a result of the economic collapse in Vienna in May 1873, interest in the so-called Stadtbahn question dropped again somewhat. Thus, none of the 23 drafts received a concession, although the municipality judged that of the consortium of Count Edmund Zichy, both in terms of the proposed local rail network and

9322-481: The mountain pressure caused great difficulties in advancing in the insufficiently drained Sarmatian sands. Thus, the breakdown of the tunnel was delayed until the summer of 1895. For the suburb line was already on 1 August 1892 k.k. Chief engineer Albert Gatnar has been appointed as site manager, while for the waist line k.k. Chief Architect Anton Millemoth and for the Wientallinie and the Danube Canal Line k.k. Oberbaurat Professor Arthur Oelwein were responsible. Thus began

9440-448: The need for buildings to be, above all, functional. He continued to develop this idea throughout his career. In 1896, in his book Modern Architecture , he wrote, "only that which is practical can be beautiful". In the 1880s, he began to construct buildings of which he was both the architect and investor in the project, sharing in the financial benefits. In 1882 he designed a luxury apartment building on Stadiongasse in Vienna, close to

9558-429: The new connections in the capital would make it possible, in case of mobilization - especially in case of a two-front war - to move troops, weapons and ammunition more easily. But also the so-called Approvisionierungsverkehr - that is, the supply of the city and the soldiers with food - played a major role in the future of the Vienna Stadtbahn. Equally important was the possibility to connect the large inner-city barracks to

9676-552: The operation of the Stadtbahn. The construction itself, on the other hand, was transferred to the State Railways. Ultimately, the suburban line, which has in places the character of a mountain railway, the most difficult section and was therefore set back a little. In the incisions there, the fine sands turned into the Tegel proved to be floating sands, and even in the case of the Great Turkish Schanzen Tunnel

9794-417: The plans was made by the law of 23 May 1896. In addition, in August 1896 a k.k. Baudirection for the Wiener Stadtbahn as a separate department in the Ministry of Railways was called into being and Friedrich Bischoff von Klammstein appointed as Baudirektor or section chief, she replaced the then disbanded Directorate General of k.k. State Railways. From Klammstein were under three construction management, that is,

9912-463: The postponed opening date could only be maintained at the top Wientallinie and the waistline, while the other sections delayed even further. The Stadtbahn was built between 1894 and 1901 along with the regulation of the Wien River and the Danube Canal . Only five lines of a much larger planned network were actually constructed: In addition, a brief section of elevated track was built connecting

10030-514: The proposed Vienna River canalisation as the most appropriate to the public interest. The project of Zichy and his fellow campaigners Baron Rothschild , Baron von Schey, Baron Carl von Schwarz, Achilles Melingo, Otto Wagner and Georg Scheyer provided an exclusively elevated train network with a central station between the Aspernbrücke  [ de ] and Augartenbrücke . From there, the line would lead in one direction to Baumgarten on

10148-475: The regulation and partial doming of the Wienflusses much larger problems. So the river often had to be completely relocated to make room for both objects. In some places entire groups of houses were demolished. The construction was the most difficult at those points where the foundations of the city railway walls often reached six to seven meters below the foundations of the old neighboring houses. In addition,

10266-424: The roundabout Nußdorfer Straße was built about 300 meters further in the direction of Heiligenstadt. Originally, all routes of the first phase were to go into operation together at the end of 1897. Due to the varying degrees of delays, the client finally waived the simultaneous opening of the entire network. As an alternative, the following completion plan was in effect at the beginning of 1898: Ultimately, however,

10384-422: The same time in use. Among them were mainly Czechs, Slovaks, Italians, Slovenians, Lower Austrians and Styrians, to a lesser extent workers from other parts of Austria-Hungary and even from abroad, including from France and Greece. The steam tramway company formerly Krauss & Comp applied for the concession of the three sections of the first construction section to be operated as local railways. She hoped thereby

10502-560: The second phase of construction in the distance. In addition, on 11 July 1895, the Commission decided to postpone the Donaustadt line, which was still allocated to the first phase of construction, and for which to date 264,915 Austrian crowns have been incurred for preparatory work, projection costs and land acquisition. This meant that the four intermediate stations planned on this route, Kronprinz-Rudolfs-Brücke, Gaswerk, Lederfabrik and Donau-Kaltbad were obsolete. Another concretization of

10620-468: The slope of the ramp to the bridge over the Franz-Josefs-Bahn would have been too strong. Instead, the planners artificially prolonged it to a north-sweeping turn to achieve a more favorable pitch ratio. Thus, however, the already built branch at the station Nußdorfer road was useless, this construction advance in the area of the arcs with the numbers 179-184 remained until today. As a substitute

10738-585: The station main customs office took place with simultaneous increase of four busy roads with altogether approx. 20,000 daily wagons, in particular the Ungargasse, the Landstraßer main road, the Marxergasse and the rear Zollamtsstraße. They crossed under the connecting track before by means of long, hose-like underpasses with only very small passage heights of 3,6, 4,0 and 4,45 meters. For this purpose,

10856-749: The steam locomotive. From this ceremony the following quotation of the emperor is handed down: "Created by the harmonious cooperation of the autonomous Curia and the state, this railway construction will, I hope, bring many advantages to the population and effectively promote the prosperous development of Vienna which is close to my heart." It was one of the first few metros in the world, London Underground (1863), Liverpool Overhead Railway (1893), Budapest Metro (1896) and Glasgow Subway (1896). The other three under construction are Paris Metro (1900), Berlin U-Bahn (1902) and New York City Subway (1904). The already opened in 1859 section Hauptzollamt Praterstern

10974-423: The style should be Renaissance, also for uniformity. Working within these requirements, Wagner designed stations and other structures which combined utility, simplicity and elegance. The most notable station he designed was Karlsplatz station (1894–99). It had two separate pavilions, one for each direction, and was constructed with a metal frame, and covered on the exterior with marble plaques and plaster plaques in

11092-457: The substructure work for the section Heiligenstadt-Gersthof was commissioned and started in the same month. By the end of 1894, the sections Heiligenstadt-Westbahnhof, Heiligenstadt-Hernals and Hütteldorf-Hacking-Hietzing were under construction. 1895 followed the upper Wientallinie, 1896 finally also the lower Wientallinie. The last step was the construction of the Danube Canal Line on 13 January 1898, whereby no separate date has been handed down for

11210-483: The suburb line, the belt line and the Wientallinie each formed a lot. The various construction managements together employed about 70 civil servants, including 50 technicians. As lecturers for substructure, superstructure, building construction and material management of this building management k.k. Bauräthe Hugo Koestler, Christian Lang, Joseph Zuffer and Alexander Linnemann. The Department of Basic Redemption led

11328-614: The term stadtbahn in post-World War II Germany to mean light rail lines upgraded from street tramways . The use of tram type vehicles on much of the Vienna Stadtbahn after 1925 is entirely coincidental, and happened long after the line got its name. In Vienna, there were very early relevant projects for railway lines in the city. The oldest dates back to 1844, when the engineer Heinrich Sichrowsky designed an atmospheric railway based on system of George Medhurst and Samuel Clegg and emulating such lines in London and Paris . This new line

11446-549: The towels and bathroom fixtures. The ground floor of this building also served as the offices of the Wiener Werkstätte architectural movement from 1912 until 1932. Another of his last projects was the Second Wagner Villa on Hüttelbergstrasse in Vienna. It was located near to, and in sight of, his first villa, which he had sold in 1911. It was considerably smaller than his earlier villa. The building

11564-485: The urban railway lines were fixed. These assumed both houses of the Reichsrat and announced it as law of 18 July 1892. [14] [15] The merit of this is due first and foremost Heinrich Ritter von Wittek, 1897-1905 k.k. Railway Minister. On 25 July 1892 constituted, as proposed by the Ministry of Railways in the previous year, the so-called commission for traffic in Vienna. In it, the imperial-royal government, represented by

11682-409: The value of the houses and land along the train by their construction increased significantly, that is, the Stadtbahn - which caused this increase in value - had to pay in the redemption itself, the higher prices. Even individual buildings had to give way to the Stadtbahn. Among them, for example, in 1893 one of the line chapels on the belt, the so-called bridge chapel. Alternatively, Otto Wagner built in

11800-442: The vibration. Therefore, cast iron fountain wreaths with a diameter of two meters were sunk, concreted and placed on these walls. The extension of the gallery route along the Danube Canal also affected the connecting arch, which was originally only 850 meters long. Due to the lowering of his starting point, he could no longer take Brigittabrücke to the station Nußdorfer Straße, i.e. in place of today's Nordbergbrücke, because otherwise

11918-692: The wall approaches erected as a preliminary construction work are still visible there today - over the unrealized station Arbeitergasse in the Gaudenzdorfer Gürtel / Margaretengürtel area to the Matzleinsdorf freight station of the Südbahn. From there, a continuation over the Laaer Berg to the eastern railway might have been considered. As a problem here proved the not yet nationalized Südbahn-Gesellschaft, whose infrastructure should use

12036-533: Was an Austrian architect, furniture designer and urban planner . He was a leading member of the Vienna Secession movement of architecture, founded in 1897, and the broader Art Nouveau movement. Many of his works are found in his native city of Vienna , and illustrate the rapid evolution of architecture during the period. His early works were inspired by classical architecture. By mid-1890s, he had already designed several buildings in what became known as

12154-447: Was completed, when he was seventy-one. The exterior was covered with marble plates with ornamental aluminium rivets in a purely geometric pattern. The most remarkable features were the interiors. The central banking room, where the cashiers were located, had a suspended steel and glass ceiling, and a floor of glass tiles. He made extensive use of new materials, such as aluminum, for the door knobs, grills, lamps, and other details throughout

12272-399: Was designed to be extremely simple and functional, with a maximum of light, and a maximum use of new materials, including reinforced concrete, asphalt, glass mosaics, and aluminum. The villa is in the form of a cube, with white plaster walls. The primary decoration elements of the exterior are bands of blue glass tile in geometric patterns. The front door is reached by a monumental stairway to

12390-599: Was done while maintaining the rail traffic to the Vienna Main Customs Office and the wholesale market hall and was associated with time-consuming provisional. The station was originally in high altitude and had to be lowered by 6.82 meters for the Stadtbahn, because both adjacent new lines were Tiefbahnen. This project was made even more difficult by the existing connection to the Praterstern, which in turn remained an elevated railway. The lowering of

12508-446: Was henceforth usually referred to as a connecting curve or connecting arch, but in some sources is not considered as an independent route, but only as part of the Danube Canal Line. Another saving measure concerned the viaduct arches. In this case, the plaster façade originally planned by Otto Wagner was dropped. Instead, the - originally light yellow - clinker bricks and the cornices made of solid natural stone masonry are now visible, as

12626-455: Was on the one hand the continuing economic upturn in Austria, and on the other hand a major expansion of the city of Vienna, adding districts 11 to 19 to the existing districts 1 to 10. As a result, the city increased from 55 to 179 square kilometers and the population increased from 800,000 to 1,300,000, causing the Stadtbahn project to gain in urgency. At the same time, the western expansion of

12744-400: Was proclaimed by Wagner's student, Olbrich: "To each epoch its own art, and to each art its freedom." The most famous architectural work of the Secession, Olbrich's Secession Building (1897–98) showed Wagner's influence. However, after the success of Secession works at the 1900 Paris Exposition, many of the members wanted to produce furniture and other Secession designs in series, and disputed

12862-461: Was set up in 1865, this was much more difficult for transit freight traffic. In addition, it became apparent in the late 19th century that the main stations themselves - including the Westbahnhof and Franz-Josefs-Bahnhof - urgently needed to be relieved. In the long run, they no longer met the complicated demands of parallel long-distance and local traffic and would have to be rebuilt without

12980-559: Was surrounded by a park carefully designed to complement the architecture. The principal facade had a double stairway ascending to a portico with a colonnade, which was the entrance to the grand salon. The porch was decorated curving wrought iron, statuary, and a coffered ceiling. At either end of the main villa were pergolas with open colonnades. On either side of the main stairway to the entrance he placed plaques in Latin concisely stating his philosophy On one side, "Without art and love, there

13098-445: Was the Austrian Postal Savings Bank (1903–1912), which is often considered his most famous and most influential building. It was the prime example of his doctrine that form follows function. He wrote, "All modern creation should correspond to the new materials and the new demands of our time, if it is to harmonize modern man." Wagner conceived the building in 1903, when he was sixty-two years old, and continued working on it until it

13216-522: Was the Orthodox Synagogue on Rumbach Street in Budapest . His design was selected in a competition held in 1868, when he was twenty-seven years old. The octagonal hall of the synagogue was concealed behind a four-story structure facing the street. The hall was filled with light from stained glass windows on the octagonal lantern above, and large circular windows in each of the eight bays. On

13334-399: Was the bathroom. A marble plaque on the wall supported the shower head, the sink was of marble on nickel legs, and the bathtub was of glass, mounted in a nickel frame. Wagner had the bathroom displayed at the 1900 Paris Universal Exposition . The Church of St. Leopold was built to accompany a large new psychiatric hospital constructed on the edge of Vienna. He completed for the design of

13452-514: Was the case previously with the Verbindungsbahn and the Berliner Stadtbahn. Visually, the vaults stood in stark contrast to the white plastered station buildings, except in the Stadtbahn, the architect has planned or executed no further brick facades. While the construction of the suburban line, the upper Wientallinie and the waistline brought only minor difficulties, the lower Wientallinie prepared due to complications in connection with

13570-543: Was the headquarters of the Länderbank in Vienna. He won the design competition in 1882 and built it in 1883–84. It was built on a very irregular site, mostly at an angle to the street, which allowed him to be more creative. The five-story Renaissance facade gave little idea of the complexity of the building behind it, which had multiple diverging axes. The visitor passed through a circular vestibule, then turned at an angle into multi-storied semi-circular central hall with

13688-421: Was the recently built right main collecting channel. It was close to the track, but in a higher position than the track, so that its existence would have been endangered at the lowest setting. As a result, neither water could be pumped out of the foundations' pits during the construction of the railway supporting wall, which was to be laid five to six meters below the ground, nor could it be piloted - also because of

13806-646: Was the son of Suzanne (née von Helffenstorffer-Hueber) and Rudolf Simeon Wagner, a notary to the Royal Hungarian Court. He began his architectural studies in 1857 at the age of sixteen at the Vienna Polytechnic Institute. When he finished his studies there, in 1860 he traveled to Berlin and studied at the Royal Academy of Architecture under Carl Ferdinand Busse, a classicist and student of Karl Friedrich Schinkel ,

13924-739: Was to lead from the Lobkowitzplatz below the Vienna Glacis to the Vienna River and to Hütteldorf. Finally, in 1849, Julius Pollack suggested that the Vienna Rail Link, which was still in the planning stage at the time, also be operated atmospherically. The next plans followed in connection with the first city expansion in 1850, including one in 1852 preferred by the Vienna Construction Company and

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