(2019), Demolition in Regeneration Megaprojects: the Case of Wien

Geographia Polonica 2019, Volume 92, Issue 1, pp. 141-156 https://doi.org/10.7163/GPol.0141

INSTITUTE OF GEOGRAPHY AND SPATIAL ORGANIZATION POLISH ACADEMY OF SCIENCES www.igipz.pan.pl www.geographiapolonica.pl

DEMOLITION IN REGENERATION MEGAPROJECTS: THE CASE OF WIEN HAUPTBAHNHOF

Piotr Kosmowski Institute of Urban Geography and Tourism Studies Faculty of Geographical Sciences University of Łódź Kopcińskiego 31, 90-142 Łódź: Poland e-mail: [email protected]

Abstract Regeneration of centrally located city areas has been increasingly more often undertaken as a regeneration megaproject exercise. In European cities there are vast post-railway areas, which, if transformed, can produce morphological and functional changes. Against this background, investigating demolition as part of transformation of the existing spatial and functional structures is an interesting option. Transformations proposed for the downtown area of Vienna previously occupied by the Wien Südbahnhof railway station include the reconstruction of 109 ha formerly used exclusively by railway sector operators. The research problem boils down to the question: what was the course of demolition of the area covered by modernisation works carried out as a megaproject and how has it transformed space organisation on the spot? The paper analyses the sequence of urban renewal initiated in Vienna in the area adjacent to the new Wien Hauptbahnhof railway station and identifies the outcomes of the process. Regeneration project triggered the decision to completely demolish all elements of the existing railway infrastructure and to reconstruct it anew on a much smaller area. Recuperated post-railway land was made available to housing developers, as well as to service facilities and leisure projects, which expand central area of the city.

Key words megaproject • demolition • regeneration • railway areas • Wien Hauptbahnhof • Wien Südbahnhof

Introduction transformation, in many cities across the world reconstruction of post-railway areas Areas used for railway-related functions is undertaken within the framework of regen- in city centres are in many ways valuable eration megaprojects. The term describes plots which may help impede urban sprawl. planned, complex, lengthy and costly (usually Due to the size of such territories, as well with the budget exceeding USD 1bn) invest- as the scope and cost entailed in their ment that changes the image of big urban 142 Piotr Kosmowski forest agricultural areas urbanized areas recreational areas Vienna borders Vienna watercourses and reservoirs Vienn Hauptbahnhof Vienn district number city walls boundaries of districts main street Linienwall railway IV Legend XXII XI XXI II III X XX I IV V IX VII VIII XV XII XIX XVIII XVI XVII XXIII XIII XIV Vienna in 2015: division into districts fortifications division into with marked Vienna in 2015: Figure 1.

Geographia Polonica 2019, 92, 1, pp. 141-156 Demolition in regeneration megaprojects: The case of Wien Hauptbahnhof 143 areas (Flyvbjerg 2014). Megaprojects create The nature of regeneration project, which new areas, which introduce morphological includes demolition of the entire transformed and functional structures previously absent area, is thus important for our considera- in these locations. In railway or post-railway tions. In order to solve the research problem, areas, regeneration megaprojects often we conducted a comparative analysis of mor- include multidimensional demolition. Some phological and functional structure of the researchers (e.g. Ahlfeldt 2012) call these area in two periods: 2007-2015 and 2015- projects hybrids of strategic urban plan- 2023. Studies were conducted at two levels: ning strategies and transport infrastructure we examined documents that have been policies. made available by project executors (Aus- Currently, there are some regeneration trian State/National Railways – Österreichis- megaprojects carried out in European cit- che Bundesbahnen – ÖBB and urban authori- ies, which territorially cover areas that used ties) and retrospective documents (strategies to be (and still are) utilised by the railways and Masterplans) identified in the course (e.g. Stuttgart 21 in Stuttgart, New City Cen- of desk studies in Vienna’s museums (Wien tre in Lodz or King’s Cross in London). This Museum – Römermuseum, Palace Schönb- group also includes the construction of a new runn); we also conducted in situ field studies Central Railway Station in Vienna (herein- in August 2015. The latter which included after Wien Hauptbahnof). The project with an analysis of morphological and functional the implementation timetable running from structure, focused on the inventories of parts 2007 to 2019 is intended to functionally of the city to validate the assumptions and spatially restructure 109 ha (ca. 2.6‰ of development projects, photographic docu- of Vienna’s area) in the downtown of Vienna mentation that was later used in physiogno- at the borders of four districts (3, 4, 5, and mic analysis. On top of that, we identified the 10) incorporated into the administrative rhythm of the use of space in the area cov- borders of the city in the second half of the ered by the study by registering pedestrian 19th century when they neighboured the sec- schemes and accessibility of individual parts ond line of fortifications around the Austrian of the area. These studies were carried out capital that had been there since the early using the ArcMap 10.2.2. software with its 18th century (Fig. 1). Network Analyst extension. The new idea of space organisation and development in this part of the city started Demolition and regeneration, with radical moves as all the previously exist- megaprojects in the light ing buildings with a variety of functions and of subject-matter literature railway infrastructure used by Wien Südbah- nhof railway station and its facilities were Regeneration megaprojects are often used demolished in an organised way. We call in spatial and functional transformations it planned demolition, that is, damaging and of vast railway and post-railway areas in cit- pulling down the existing material structures ies, where intervention is needed to adjust to clear the area, eliminate facilities and these areas to the needs and expectations installations to ensure smooth implemen- of their contemporary users: owners of rail- tation of a new functional programme and way infrastructure, rail freight forwarders a new organisation of space. Research ques- and agents, city authorities, local commu- tion in these studies focused on the exami- nity, potential new users, as well as owners nation of demolition of post-railway areas and users of the adjacent areas (Trip 2008; covered by the megaproject in Vienna and Novy & Peters 2012; Kostrzewski 2014; Fol- identification of morphological and function- janty 2016). Being complex and multistage al qualities of the new zone created in the planning and implementation undertakings, city centre as a result of its implementation. megaprojects entail huge financial outlays,

Geographia Polonica 2019, 92, 1, pp. 141-156 144 Piotr Kosmowski cooperation of a number of investors but, regeneration. City demolition (after Kacz- first and foremost, the integration of activi- marek 2017: 12) should be understood ties distributed in time and usually running as actions that “enable the introduction for several years. In literature (Orueta & Fein- of revolutionary morphological, social, cul- stein 2008) the term ’megaproject’ is used tural and economic changes in the organiza- to describe two types of regeneration effort. tion of the problem area”. Subject-matter lit- The first one, the so called ’flagship project’ erature addressing the relationship between where the goal of regeneration transforma- demolition and regeneration shows evolving tions is to develop a single structure, usually relations between the two processes in vari- of substantial size, intended as a key role ous stages of their coexistence in cities. Car- player in the new formula of the functional mon (1999) highlights the first generation programme for the area (e.g., a museum). approach to regeneration, which she calls The most often quoted example of this type bulldozer regeneration, covering the inter- is the Gugenheim Museum in Bilbao and its ventions carried out between the 1930s until importance for the regeneration of port area the 1960s. In this approach, demolition was in the city. The second type of a megapro- reduced to the pulling down of structures ject distinguished in the studies is a regen- as just a fraction of the process featuring eration of a big part of the city experiencing in any regeneration megaproject. complex functional and spatial changes (e.g., It is obvious that railway areas had under- Hamnett & Shoval 2003; Orueta & Feinstein gone transformations since the first railway 2008). Megaprojects of this type must meet connection was built for regular passenger certain criteria. Flyvbjerg (2014) mentions, service (in the UK Stockton-Darlington route inter alia, large scale of undertaken activities, in 1825). That, however, is justified by almost costs exceeding USD 1bn, complexity of the continuous technical improvements of this undertaking, long-term design and build mode of transport. Hence, by the late 19th works, involvement of many public and pri- century little attention was paid to the pres- vate actors and impact upon millions of peo- ervation of railway infrastructure, either ple. Lorens (2006) adds on project complex- mobile (locomotives, train cars)1 or perma- ity, substantial area of the city covered with nent, e.g., buildings of the railway station, the project, integrated execution of planned traffic control infrastructure. Over time deci- operations and the presence of one ’leading’ sions were made to take care of the most val- project manager. uable monuments and first museums were The transformation project of railway established, which collected and preserved and post-railway areas carried out in Vienna such objects and have turned them into meets all the above mentioned criteria hence tourist attractions (Kola 2003; Ciechański we may regard it as a proper case study 2005; Ciechański & Bebenow 2017). Exten- to investigate the coexistence of demoli- sions and reconstructions of railway tracks, tion in regeneration that takes place within stations and technical back offices often the framework of a megaproject. According destroyed the intentions of the authors of the to data published by city authorities over first railway investment projects in individual the time when field studies were conducted locations. Remarkably, in most instances (2015), the construction of the new railway demolition took place to adjust railway areas station alone amounted to EUR 1 bn. to the changing user needs and expectations Definitions of regeneration proposed in lit- (Peters 2009; Rozema et. al. 2015; Foljanty erature (e.g., Kaczmarek 2001, 2015; Lorens 2016; Poliński 2016). This is why it is so hard 2010; Parysek 2015) focus on city renewal, to identify subsequent life cycle stages on multidimensional aspects of the process but they overlook relationships between 1 The first Railway Museum in Europe was opened the parallel processes of demolition and in 1896 in Hamar, Norway.

Geographia Polonica 2019, 92, 1, pp. 141-156 Demolition in regeneration megaprojects: The case of Wien Hauptbahnhof 145 of big railway stations. It is mainly the effect of continuous transformations of railway Vienna: overview stations (in particular in the 19th century). of spatial growth Technological progress not only increased train speeds or their allowable length but The studies whose results are discussed also transformed technical facilities where in this paper focused on parts of central locomotives were serviced. The replace- areas of Vienna, one of the oldest urban ment of steam traction with diesel traction centres in this part of Europe. Archaeologi- followed by almost immediate introduction cal discoveries in Vienna trace the presence of electric traction translated into spatial of humans (mainly agricultural tribes) in this and functional assumptions for railway areas part of Europe to 4,000 years ago (Czeike (Kosmowski 2017). 1992). Urbanisation of territories of contem- Other determinants of changes and rea- porary Vienna dates back to Celtic settle- sons why post-railway areas emerged in cen- ments of the 5th century BC. In the early 1st tral parts of the city should be looked for century the Romans established a military in natural territorial urban growth (growing camp for auxiliary troops and then converted ground rent in central, internal parts of the it in castrum legionis – Vinodobona (Słodczyk city), but also in economic changes that have 2012) surrounded with a stone wall that pro- led to the closing down of industrial premises tected them against the invasions of neigh- in central parts of cities. In European cities bouring tribes (Dzieduszycka 1977) and made dominated with industrial monoculture (e.g., part of the Danube fortifications (Gietl et al. mining or textile industry) changes and eco- 2004). Traces of these ancient settlements nomic crises triggered de-industrialisation can still be seen in the layout of streets in the of entire cities. It echoed in the position oldest part of the city (Włoch-Szymla 2010; of railway transport and sudden collapse Sparavign 2017). Subsequent invasions of the in its use to transport semi-finished or fin- German tribes made the Romans leave the ished goods. Such developments were more castrum in the early 5th century. Over cen- frequently observed especially in the early turies the area of contemporary Vienna (and 1990s in the cities of Central and Eastern the city of the Roman times) remained inhab- Europe. The above mentioned changes, com- ited although the city changed its national bined with changes in cargo freight logistics, affiliation several times as a result of wars. have made the previously used warehouses Henry II Jasomirgott made Vienna the obsolete. capital city of his newly established duchy (the Accumulation of these developments Duchy of Austria emerged from the Margra- in the last two decades of the 20th cen- viate of Austria) in 1155. His grandson, Leo- tury significantly reduced the demand for pold VI known as the Glorious, gave Vienna operational railway areas, which triggered the city rights in 1221 (Czeike 1994). In subse- their slow degradation. Numerous regen- quent centuries the city remained the capital eration interventions in city centres often of the Austrian Empire. resulted in the transformation of railway Important decisions in the history of Vien- areas (also the oldest locations) even when na with effects in its spatial growth provided these were still actively used. Such regenera- for the construction and demolition of fortifi- tion schemes covered not only urban fallows cations. In the 12th century city walls were (Foljanty 2016). The revitalization of central erected in the immediate vicinity of the Old spaces increasingly fits in the transit-oriented Town (today’s district 1: Innere Stadt) using development (TOD), understood as develop- the materials from Roman fortifications. ment concentrated around transport nodes City walls were then modernised until the (Cervero et al. 2002; Staricco & Brovarone end of 1857 when first demolitions started 2018). on order of Emperor Franz Joseph. Demolition

Geographia Polonica 2019, 92, 1, pp. 141-156 146 Piotr Kosmowski decision contained a disposition to deline- by researchers (e.g., Taczanowski 2012) ate and construct a magnificent boulevard is the multiplicity of investors. In the Austrian RingStrasse encircling the city with stately Empire, similarly to other European countries, buildings performing administrative and cul- first railway tracks were constructed by target tural functions (e.g., Town Hall, Vienna State companies which were licensed to build and Opera, Museum of Art History or Natural operate particular routes. The second one, History Museum). not mentioned in the subject-matter literature Fortifications around the Old Town were is city spatial layout (Fig. 1). As we have men- not the only walls in the 18th and 19th cen- tioned at the beginning of this paper, when tury Vienna. In 1704 Emperor Leopold I made first railway connections were constructed a decision to construct Linienwall – earth in Vienna, the city had two lines of fortifica- embankment with trenches 4 m high and over tions. Space between them was mostly dense- 13 km long situated 2-3 km from the proper ly built up. As a result, for economic reasons city walls. This line of earth fortifications was and because of the need to obtain authori- designed to protect Vienna and its residents sations to interrupt the continuity of walls against Turks and Kuruc invasions (their and demolish the buildings of the abovemen- scarce remains can still be found in Vienna). tioned seven railway stations, 5 operated out- Earth embankments were constructed after side of the city walls. Twenty two years later the fosse had been dug. Fortifications were the oldest railway station was rebuilt from built in four months as each person residing a terminus into a regular station and railway nearby was obliged to take part in the con- routes got interconnected. struction effort. In 1738 fortifications were A railway node including several termini additionally reinforced with bricks (Blasi is typical of big cities, important railway cen- & Sauer 2012). These fortifications further tres (e.g., Paris, London). Some cities, e.g., War- from the central districts of Vienna survived saw in the early 20th century, started recon- until 1894 although areas south of the Lin- structing their railway nodes (building ring ienwall had been incorporated into the city and inner railway tracks) to eliminate termini boundaries 20 years earlier (Hauer 2010). City or minimise their negative impact upon the walls and dense housing stock in between the position of a particular city in the railway net- fortifications were important factors in the work of a region or a country. Except building construction of railway tracks linking the ring and inner railway tracks, modernisation capital of the Empire with other cities. resulted in centrally located railway stations. These have always been huge infrastructural Vienna railway investment projects involving modernisation of other components of urban space. Due The first train reached the borders of contem- to the scope of necessary works, nowadays, porary Vienna on 23 November 1837 launch- the reconstruction of termini into railway sta- ing the fast growth of railway tracks all over tions takes place mainly under regeneration the Austrian Empire (Exner 1929). The first megaprojects (e.g., Łódź Fabryczna or Stutt- railway connection ran from Vienna to Ostra- gart Hauptbahnhof). va (north-east). However, railway station was across the Danube, which at that time was Wien Hauptbahnhof: not regulated yet (Hohensinner et al. 2013). Megaproject in the heart of the City The growth of Vienna as a railway centre – A city re-invented consisted in developing a network of new railway routes radiating from Vienna and Transformations of parts of the central area resulted in the construction of 7 termini. of Vienna in the location of Wien Südbahnhof There are two important factors behind this railway station are carried out as a regenera- situation in Vienna. The first one highlighted tion megaproject “Wien Hauptbahnhof”. The

Geographia Polonica 2019, 92, 1, pp. 141-156 Demolition in regeneration megaprojects: The case of Wien Hauptbahnhof 147 transformed area covers 109 ha of railway of works on the transformation of this part territories incorporated into administrative of the Austrian capital, city authorities have borders of Vienna in 1850 (almost 10 years been monitoring the project against the after the station had become operational scope of its proposed functional programme in 1841). For 43 years this part of the 4th and planned spatial solutions. Assessment quarter was separated from the oldest part of project implementation and development of Vienna with earth-brick fortification line strategies is an on-going exercise performed from 1704. The authorities of Vienna acting by city authorities, which assess the accom- in consultation with the railway company plishment of goals and efficiency of intro- adopted a Master Plan for the area in 2004. duced solutions. Demolition of existing struc- Reconstruction of the Vienna railway node tures carried out as an intended and planned (including the construction of a new central activity was a valid part of these transforma- station) strengthened its position as an impor- tions. Planned demolition may have different tant transportation centre (national and inter- scope (Fig. 2); in Viennese megaproject it was national) at the north-south and east-west applied in some locations as a tool of regen- axes (Plank & Poimer 2017) and part of Austri- eration enabling the achievement of clearly an Railways Strategy 2025+ (ÖBB-Infrastruk- stated goals of area transformation. tur AG 2011). The website designated for the Four out of the above listed dimensions megaproject was created in 2008 (http:// of demolition (in green – Fig. 2): material, hauptbahnhof-wien.at – ÖBB-Infrastruktur spatial (morphological), functional, and eco- AG 2008). It provided information on the nomic featuring in the examined regeneration progress of construction works as well as the megaproject will be discussed in detail. Three links which presented the details of territorial remaining ones (in red): demolition in image- arrangements and the visualisations of the related, aesthetical and semiotic dimensions future complex. When the construction was are necessary interventions that need to be completed, the webpage has been trans- carried out to make the area a complementa- formed and is now dedicated to the commer- ry component of a wider territory after regen- cial and business activities hosted within the eration will have been completed. Moreover, railway station. Among the works devoted we should stress that elements of demolition to the process of construction the new Wien in these three dimensions (aesthetical, image- Hauptbahnohf station, it is worth to mention: related and semiotic) co-exist in all other Engel (2012), Bönsch (2015), Engel (2016), dimensions. Lemmerer (2018). Material dimension of demolition in Wien To ensure smooth information flow about Hauptbahnhof megaproject links with the the project and progress in its implementation, demolition of all objects (such as railway city authorities appointed a spokesman to the tracks, platforms and buildings) across project. Over the time of our studies, the posi- 109 ha irrespective of their shape. Interested tion was held by Hans-Christian Heintschel, individuals could follow the changes in the who stressed in his statements that the deci- area by observing them from especially built sion to locate the new central railway station observation tower Bahnorame (De), open in Vienna in the site of Wien Südbahnhof sta- (Fig. 3) in August 2010 and closed down at the tion resulted from analyses of, inter alia, city end of 2014 (Maurer 2015) then pulled down authorities and railway infrastructure manag- in November 2016. It received 350,000 visi- ing company (QBB) conducted in the second tors (Urbanowicz 2015b). half of the 20th century and considering the An observation deck was placed at the possibilities to improve railway traffic in Vien- height of 40 m, while the tower was over na and identify the optimum location for the 66 m tall (2015). However, we need to stress new Central Railway Station (Urbanowicz that first demolition works took place already 2015b; Winterer 2016). Since the launching in 2007.

Geographia Polonica 2019, 92, 1, pp. 141-156 148 Piotr Kosmowski

Material

Spatial Semiotic (morphological)

Demolition dimension

Aesthetical Functional

Image-related Economic

Figure 2. Dimensions of demolition in Wien Hbf Project

Although railway transport function was • levelling the area using debris from pulled maintained in the area covered by the pro- down buildings, ject, all the existing structures were demol- • building a school and residential buildings ished. The goal was to provide top notch in former rail sidings, and state-of-the-art railway infrastructure, • construction of a railway station and office which would not be achieved by simply mod- buildings on the south, ernising the earlier solutions. This approach • construction of office buildings on the for- helped design a completely new spatial and mer square in front of the railway station. functional area covered by the project in the It called for orchestrated cooperation carte blanche approach. Interventions intend- of designers and executors with railway infra- ed to clear the area for the designed Wien structure manager responsible for the safety Hauptbahnhof station of any structures were of railway traffic almost in the middle of the carried out leaving the railway traffic undis- construction site, as well as with municipal turbed throughout the entire project. Works services and new (mostly) private investors on the new railway track layout were carried (constructing residential and office buildings). out on the side of district 10 towards district There were two aspects to spatial dimen- No. 4. Transformations were implemented sion of demolition. The first was the liquida- in stages: tion of the earlier spatial layout, the outcome • temporary terminus constructed in the of constructing the railway station the clos- vicinity of Vienna Arsenal, est to the Linienwall and delineating railway • pulling down buildings, dismantling rail- tracks alongside fortifications (westwards way tracks and auxiliary infrastructure, and southwards). Constant unchanged starting with sidings (on the side of Son- spots included contacts with left railway nwendgasse and Gudrunstraße), tracks “at project extreme ends” (T1 and T2 • soil remediation, in Fig. 4), railway track crossings in the same place at two levels in Südtiroler Platze and

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underground station U1 Südtiroler Platz – Hauptbahnhof and a tramway tunnel – S (Fig. 4). Additionally two other railway crossings have been left (also at two levels – track bridges over the streets): one in Mat- zleinsdorfer Platz (M) and the other one at the extension of Landgutgasse (L). Before regeneration the area (as a result of its history) acted as a uniform barrier in space playing the role identical to that of the earlier Linienwall fortifications. Similar- ly to the latter, which had only some ’gates’ where walls could be crossed, also the tracks placed over the street level are cut by several streets. Before reconstruction, alongside the zone (ca. 4.5 km – Fig. 5) railway tracks could be crossed in five places (marked as M, L, S, T1, T2) plus using the underground beneath at the height of S. Currently, after the regeneration pedestrians have got further 4 possibilities (all of them in the vicinity of the railway station) of crossing the railway tracks. Two additional crossings are under construction (yellow lines on Fig. 4). Such space organisation has removed the barrier posed by the railway tracks. The length of railway track from T1 to T2 is 4.58 km. Before the project has started, average distance between railroad pedestrian crossings was 1.15 km. In the course of field studies (2015) it got reduced to 0.57 km with the target distance of 0.49 km (Fig. 5). An attempt was made to minimise the barrier effect, i.e., the division resulting from leaving railway Figure 3. Bahnorame, August 2015

Figure 4. Railway tracks crossings before and after the project with new streets network Source for base map: Google Earth.

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150 Piotr Kosmowski

Gudrunstraße

no name no no name no

0,43 0,48 0,31

Alfred-Adler-Straße

Canettistraße Gertrude-Fröhlich-Sandner-Straße Gertrude-Fröhlich-Sandner-Straße 2

, Railway station Railway 0,12 0

0,21 0,12 0,18 0,28

Südtiroler Platz Südtiroler

Kliebergasse Matzleinsdorfer Platz Matzleinsdorfer

1,38 0,48 0,71 Längenfeldgasse VIII 2015 Planned layout Distances between railroad crossings between Distances Before the project begins Figure 5.

Geographia Polonica 2019, 92, 1, pp. 141-156 Demolition in regeneration megaprojects: The case of Wien Hauptbahnhof 151 tracks over the ground level. Barrier effect shifting ca. 100 km of tracks to a new loca- caused by railway tracks running across the tion (Taczanowski 2012) and local changes city has been described by, e.g., Wesołowski in their altitude. The old square in front of the (2002). He argues that railroads elevated old buildings of the railway station was des- above the ground level create bigger barri- ignated to host service functions (offices, ers than railway tracks in trenches or tunnels stores, and hotels) in four new quarters. The but smaller than level railroads. Considering area was called Quartier Belvedere after the the location of the transformed area within nearby Baroque palace. In south-east part the city at the contact point of four districts, of the Wien Hauptbahnhof megaproject new intensification of links among them is expect- quarters were earmarked for residential build- ed as a result of enhanced traffic (not only ings. Streets at the borders of new quarters pedestrian). Changes to pedestrian users in this part of the megaproject are extensions of this area will become even more clear of already existing streets and the new lay- when time-based analysis of the accessibility out supplements the earlier spatial structure. of areas from the entrance into the station Behind the first of residential buildings a new will be performed (Fig. 6). linear park (Helmut-Zilk-Park) was planned Before the megaproject has been imple- with tram line (“D”), which will be extended mented, 15-minute walking range cov- in the second stage by ca. 1.5 km (terminal ered an area by 29% smaller than in 2015 stop south of the railway station became (1.27 km2 in 2008 and 1.78 km2 in 2015). operational together with the new railway Target plans assume that after the area station) with service and industrial structures alongside the park will have been developed, (next to the railway tracks). within 15 minutes the area of 1.85 km2 will Functional dimension of demolishing con- be accessible. As a result, the railway station nects with the shaking of the practically ’mon- will ’open’ itself to district 10 (Favoriten) and ocultural’ use of this part of Vienna. Function- to newly developed post-railway areas. It will al plans identified priorities which guided the impact the way this area operates as a meet- authorities of Vienna. The target plan is to ing place of districts 3, 4, 5, and 10. build 5,500 new apartments, mostly by pri- Spatial accessibility of the railway station vate developers. The planned functional lay- needs to be looked at not just from the ground out of the area covered by the megaproject level but also vertically. In the case of Wien is shown in Figure 7. Hauptbahnhof railway station care was taken Functional dimension of demolishing was to connect it with underground station of the also supposed to include this area of the U1 line. To reduce distances to be covered city into the network of municipal transport. by passengers between the underground sta- Stage-wise extension of tram line “D” offers tion and the railway station an underground more convenient solutions not only to passen- passage was provided and travellers and gers travelling from/to Vienna’s Main Railway commuters have only 340 m to walk between Station (tram stop located directly under the the platforms of both stations. It is feasible platforms) but also to new local residents. The since the railway station was moved by ca. construction of educational establishments 200 m westwards. The new arrangement has (e.g., a primary school for over 1,000 chil- enriched the area with crucial urban facilities dren) minimises the need to drive children and better access to transport (Glaeser et al. to school. New functional layout reduces 2001), which surely impacts residents’ quality the environmental (noise) impact of rail- of life (Sokołowicz 2017). ways. Earlier railway areas in the north and Demolition of parts of railway areas in the south bordered residential areas while across the project included the dismantling after regeneration, wherever possible, they of railway tracks and building them anew. will neighbour service and industrial struc- It was caused by the new layout of tracks and tures. New functions emerged mainly in the

Geographia Polonica 2019, 92, 1, pp. 141-156 152 Piotr Kosmowski

Figure 6. 5-10-15-minute walking access to entrances into the station before the megaproject were implemented, the range during field studies, August 2015, and target range* Source: author’s own compilation based on the ArcGis software, base map – Google Earth. * Average speed with which a pedestrian moves is assumed to be 4 km·h-1. Analysed network included all pavements available in a given year. To build the model of pavement network within the planned scope, we used road layout plans.

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Before

in VIII 2015

After

0 10 20 30 40 50 60 70 80 90 100 [%]

Rail Residential Services Industrial

Leisure Transport Public Fallows Figure 7. Functional use of area covered by the project vicinity of the railway station – the place with effective and rapid implementation of new the highest intensity of railway-related noise spatial (morphological) and functional struc- (Wszołek & Koter 2015). ture of the area. We need to bear in mind Demolition at economic level is the out- that demolition discussed in the paper linked come of changes in the structure of jobs with multidimensional destruction does within the area covered with the examination. not have to (or even does not) entail nega- According to the assumptions, in the area tive connotations. It is a choice of rational covered by the megaproject we should expect course of events which facilitates precise ca. 20,000 new jobs (Urbanowicz 2015b). implementation of planned goals. Obviously, not all local residents will work The selection of demolition as a tool within this area but such functional pattern of regeneration in the Wien Hauptbahnhof impedes the urban sprawl and moving jobs megaproject was dictated by the intention outside of the city centre. According to the to renew the area using innovative practical assumptions predicted in the project, approx- solutions. Building part of the city anew not imately 30,000 people will live and work only improved the functionality of the new on the transformed area (ÖBB-Infrastruktur railway station but also permanently linked AG 2018). the area with its neighbourhood. As stressed by Szmytkowska (2016: 12) “creating a con- Conclusions temporary city consists not only in achieving its functional effectiveness but also in sustain- Our considerations were designed to describe able dialogue in shared urban space.” Demo- and assess demolition taking place at differ- lition as a tool makes it happen only when ent levels in areas of Vienna covered by the the entire process is well planned and imple- regeneration megaproject aimed at the mented in accordance with the assumptions reconstruction of a terminus into a regular of the megaproject at multiple levels, taking railway station. Results of our studies helped account of activities undertaken by a series us identify stages of demolition, its scope and of public and private partners. Assumptions typical attributes, as well as to highlight mor- adopted for this area highlighted in the case phological and functional changes involved. of transformation of Vienna double terminus Discussed in detail aspects of demolition into the main railway station of the Austrian (material, spatial, functional, and economic) capital reveal the potential of railway and intentionally deployed in city renewal enabled post-railway areas in European cities and the

Geographia Polonica 2019, 92, 1, pp. 141-156 154 Piotr Kosmowski complexity of their regeneration. We need Editors‘ note: to stress that the investigated case of using Unless otherwise stated, the sources of tables and a radical tool such as multidimensional demo- figures are the authors‘, on the basis of their own lition in regeneration of railway areas in inner research. cities shows that its application produces beneficial changes in space organisation.

Acknowledgements This paper is financed by National Science Centre of Poland based on decision no. DEC- 2014/15/B/HS4/01940.

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