Seilschwebebahn at Wien
(Now closed)
Kahlenberg funicular
The World’s Fair, held in Wien in 1873, attracted huge numbers of visitors to the area, and efforts were made to provide excitement and attractions. The Prater Wheel is one of the most visible remains today, but little can be seen of the funicular which once ascended the Kahlenberg, to the north of the city centre, and overlooking the Donau.
Building work commenced on 1 May 1873, and the 725 metre-long line officially opened on 27 July 1873. The funicular was constructed as a counterbalance line, with cars alternately ascending and descending on two parallel 1835mm-gauge tracks. The line rose almost 300 metres, with an average gradient of 34%. The line was owned from the outset by Österreichische Bergbahn - Gesellschaft - Drahtseilbahn auf den Kahlenberg
The Talstation was on the side of the main road, about halfway between Kahlenberdof and Klosterneuburg-Weidling, and was provided with its own station on the Franz Josef Bahn, called Leopoldsberg-Drehtseilbahn. The funicular station itself was an architectural gem, consisting of a two-story entrance finished in grey stone and glass, with a second story fronted by seven Ionic columns and a portico. Downstairs in the entrance was a spacious entrance hall and circulating area, with ticket points, and a grand marble staircase which led up to the first floor, where there was a waiting room, looking out between the columns over the Donau, and a spacious restaurant.
Behind the waiting room, there was a circulating area, the Mittelperron, with guides to show people to the platform for next ascending vehicle, which alternated sides. The disembarking passengers descended via separate exits, back to the entrance hall. The platforms were covered with a glass cupola, embellished with wrought iron tracery.
The Bergstation was not quite as well equipped, although this was where the engine was situated. The two-cylinder steam engine drove two rope drums, each 6.9 metres in diameter. The ropes were 52 mm diameter, and contained 114 braids. There was a second rope connecting the cars, which ran around a smaller drum, 6.3 metres in diameter. In the event of an emergency, the braking mechanism would be applied to this drum, bringing the cars to a gradual halt. Fortunately it was never used. The winding engine could operate at 145 metres per minute, making a journey last just over five minutes. A standard timetable was operated, with eight trips per hour, four from each car.
Beside the Bergstation, and to the right viewed from below, stood the engine house. Inside, five boilers, each tested to 5 atmospheres, providing the power for the cylinders in the Bergstation. In front of the power house there was a tall chimney, which the company admitted did not add to the beauty of the Kahlenberg. It was, however, necessary, since there was no other method available to power the funicular. Coal and water were transported up the mountain on goods wagons, permanently coupled to the lower end of the coaches. Each wagon could carry 5.66 cubic metres of water and 6.7 tonnes of coal.
The rails were locally rolled in Wien, and were 17.5 kg/m flat-bottomed rail resting on longitudinal bearers with cross bracing. The rope roller rested on two additional longitudinal rails, which also stabilised the track.
The carriages were most unusual, for they were double-deck – coaches of this type had been used on suburban services, but this was the first time a double-deck funicular had been built. They were also 3 class, with 24 First class and 26 Second class, inside, and 40 Third class in the upstairs. Built by Hernalser Waggonfabrik, these vehicles weighted 15 tonnes each.
Technically advanced, the funicular ran for just 493
business days (Sunday was not an operating day), for i
n March 1876 a landslide blocked the route in the lower
end of the steep cutting about 150 metres from the
Bergstation. The operators, not having recovered their
building costs, and with strong competition from the
Kahlenbergbahn rack railway which came up the other side
of the mountain, were in no position to rebuild the line,
and sold out to the rack railway company. The funicular
stayed closed. In May 1877 the company Brigittenauer
Maschinenbaufirma Schimmelbusch were employed to
release the two cars and recover the boilers and
engine for further use elsewhere. The Stephanie-Warte
was erected from the bricks of the machine-house, which
was completely dismantled. The rest of the line was
allowed to remain, with equipment gradually rotting away,
until 1971, by which time the Talstation had been turned
into a winery. Landscaping and building changes since have
obliterated more of the route, although the cutting remains,
crossed by a road from the Kahlenberg car park to an observatory,
and the route is visible from the road, arrowing up the mountainside.
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