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Interessengemeinschaft Mitterbergstollen IGM IGM - I nteresseng emeinschaft M itterbergstollen Gesamtarbeitsaufwand Stollenportale restaurieren Errichtung Themenweg Via Salis 1 + 2 Wiederauffahrung Moosbergstollen Errichtung Dorfplatz Errichtung Themenweg Via Salis 3 - Soleleitung Errichtung Via Salis Schaustelle Maria Theresiastollen Erweiterung Via Salis Schaustelle Maria Theresiastollen - Kreiselwipper + Versturzgleis Renovierung Bergsäge Maria Theresia Stollen Aktivitäten 2025: Bergsäge Überdachung Kreiselwipper Aktivitäten 2024: 8.4.2024: A GMIATLICHE STUND 09-05-24 Max Neuböck 00:00 / 1:00:24 9.5.2024: 13.5.2024: Arbeiten 2023: Presse ViaSalis 2023.pdf Juli 2023 - Ischler Woche: Dunkle Momente am Ischler Salzberg - Kunstgüterbergung 1944/45 DMIS May 2022 - Upper Austrian news: IGM members were awarded the cultural honor certificate by the city of Bad Ischl Arbeiten 2022: Arbeiten 2021: July 7, 2021: New showroom "brine streak" May 12, 2021: "Pink Waterfalls" May 2021: The memory of the Salzkammergut June 2020: New shows on the VIA SALIS June 2020: Report on the 1920 Sandling landslide 2020 Tunnel mouth Elisabeth watering pit was uncovered for the VIA SALIS: 2020: 3rd season for "VIA SALIS" 26.10.2019 Ischl hiking day 26.10.2019 Opening ceremony 7.9.2019 Impressions of the opening ceremony VIA SALIS and village square Maria Theresia information board 2021 Various works Via Salis 2021 Work showroom brine pipeline 2021 Rosa's Waterfalls 2021 Repair village square 2020 Saw 2020 Elisabeth watering scour 2020 Mitterberg Tunnel 2013 Ludovica tunnel 2014 Lipplesgraben tunnel 2015 Women's wooden stollen 2016 Neuberg tunnel 2016 New Steinberg tunnel 2017 Marterl 2021 Cut free Maria Theresia Staircase 2021 Clearing Kirchenfeld 2021 Concrete element from Rinnwerk bergen 2020 Drainage 2020 Johannes tunnel 2014 Mathias tunnel 2014 Elisabeth tunnel 2016 Josefstollen 2016 Old Steinberg tunnel 2017 Rabenbrunn Tunnel 2017 Moosberg Tunnel 2018 Details work performance Moosbergstollen 2018 VIA SALIS path works Via Salis theme trail 2018 VIA SALIS press 11.2019 | culture report Upper Austria

viasalis Themenweg Wandern Salzkammergut Bad Ischl Salzberg via salis experience history Via Salis ways of salt Via Salis ways of salt Bad Ischl and the salt IGM Interest group Mitterbergstollen Salt has been mined in Bad Ischl since 1563. Historical tunnel entrances, the mountain church, miners' houses, the former Schaffersag and other localities can on Via Salis be visited.... Die ehemalige Bergsäge am Pernecker Salzberg bei Bad Ischl ist ein montanhistorisches Denkmal ersten Ranges The blessing of the coveted mineral salt lay over the entire Salzkammergut. Hence the name, which is made up of the words Kammergut and Salz... Between 2013 and 2018, the "Interessengemeinschaft Mitterbergstollen" ( IGM ) restored a total of 12 tunnel portals at considerable expense... Continue reading Weiterlesen » Continue reading Continue reading NEWS No posts published in this language yet Once posts are published, you’ll see them here.

Historische Bergsäge beim Maria Theresia Stollen Erhaltungsverein Bergsäge Maria Theresia Stollen Die ehemalige Bergsäge am Pernecker Salzberg bei Bad Ischl ist ein montanhistorisches Denkmal ersten Ranges: • Sie ist das letzte vollständig erhaltene Relikt des Pernecker Salzbergs. • Sie wurde als erste Säge der k:k: Monarchie mit einem Riemenantrieb ausgestattet, der bis heute vollständig erhalten ist. • Sie ist die letzte aus dieser Zeit stammende Säge im inneren Salzkammergut. Zum Erhalt dieser Säge wurde im März 2025 der gemeinnützige „Erhaltungsverein Bergsäge Maria Theresia Stollen“ gegründet. Ziel der Mitglieder und Unterstützer dieses Vereines ist es, dieses einzigartige Objekt zu sanieren und im Zuge von Führungen auf den Pernecker „Via Salis Themenwegen“ der interessierten Öffentlichkeit zugänglich zu machen. Gemeinsam können wir die traditionsreiche Bergsäge wieder in Schwung bringen, wir freuen uns auf Ihre Anfragen! Der „Erhaltungsverein Bergsäge Maria Theresia Stollen“ Hans Kranabitl: Tel. +43664 73118978, Mail kranabitl@aon.at Horst Feichtinger: Tel. +43677 61168967, Mail horst.feichtinger@gmx.at Vereinskonto: Sparkasse Bad Ischl AT14 2031 4055 0006 0693 Via Salis ways of salt Weiterlesen » Via Salis ways of salt Weiterlesen » Via Salis ways of salt Weiterlesen » No posts published in this language yet Once posts are published, you’ll see them here.

05 The Emperor Josef – Stollen Stud Name: "Archduke Josef - Stollen" until 1764, then "Kaiser Josef - Stollen" Emperor Joseph II, reign 1765 – 1790, son of Maria Theresa Struck: October 26, 1751 Length: 1,195 m Altitude: 722 m The Josef tunnel was officially opened on October 26, 1751. In order to speed up the advance of the main shaft as much as possible, two counter structures were built, namely the first from the mouth hole uphill, and from the Zierler Schurf, sunk from the Ludovika tunnel, towards the day. As early as 1756, the breakthrough of the first counter building took place. The second counter-construction was organized between the Salzobermatsrat v. Ehrlach Schurf and the Johann Lemberger Schurf. This second counter-building became clear in 1766. In 1767 the Salzoberamt approved the estimated cost of 2125 fl. for the construction of a mountain house on the Josef tunnel. A place above the Mundloch, where a chapel had previously stood, was initially chosen as the building site, but the Salzamtmann Scharf moved the new building further down the stream. Only the Kaiser Josef tunnel reached the salt dome in a deeper horizon, so that the mountain blessing opened up in a wide field. The existence of the Ischler Salzberg, together with the blasting work introduced at the same time and the resulting high rate of advance, was secured for the future. Situation of the weirs in the Kaiser Josef tunnel around 1800: Length from the mouth hole to the salt line 1,029 Stabel (1,226.6m), from there to the field site 510 Stabel (607.9m). 2 hairpin bends with a total of 10 weirs, 7 of which are usable and 3 new weirs that are not yet usable. In 1826, the foreign trail led through the Empress Ludovika tunnel and the Ignatz Lindner factory in the Kaiser Josef horizon. These weirs were medium-sized, holding 40 barrels or 80,000 buckets (4,528 m²). In 1821 the Chorinsky bend in the Kaiser Josef tunnel was extended to the west and the Miller bend tackled. In 1840 an underground connection of the Pernecker salt dome with the Steinberg camp, which already belonged to the Lauffener salt dome, was considered. For this purpose, the Chorinsky turn from the Josef tunnel should be advanced in a north-westerly direction. The Chorinsky - Kehr was in the direction towards the Rabenbrunn - and Steinberg tunnels were advanced, but since in the Rabenbrunn tunnels, as the deepest tunnels of the Steinberg camp, the salt was only available in such a short amount of time that not even a single pumping station could be created, further driving the turn hardly made sense. The still outstanding, considerable distance to undercut the Steinberg camp of 1,100 Stabel (1311.2m) in the Tauber Mountains, also through hard limestone masses, was finally not tackled. Situation of the weirs in the Kaiser Josef tunnel around 1850: A total of 12 weirs, all of them in operation around 1850. Reiter - weir, Lenoble - weir, Gaisberger - weir, Ehrmann - weir, Appold - weir, Miss. Riethaler - weir, Harsch - weir, Lötsch - weir, Mrs. Riethaler - weir, Preßl - weir, Lindner - weir, Helms - weir. Sources used: Carl Schraml "The Upper Austrian Salt Works from 1750 to the time after the French Wars", Vienna 1934 Carl Schraml "The Upper Austrian Salt Works from 1818 to the end of the Salt Office in 1850", Vienna 1936 Ischl home club "Bad Ischl home book 2004", Bad Ischl 2004 Leopold Schiendorfer "Perneck - A Village Through the Ages", Linz 2006 Johann Steiner "The traveling companion through Upper Austrian Switzerland", Linz 1820, reprint Gmunden 1981 Georg Chancellor "Ischl's chronicle", Ischl 1881, reprint Bad Ischl 1983 Michael Kefer "Description of the main maps of the kk Salzberg zu Ischl", 1820, transcription by Thomas Nussbaumer, as of September 13, 2016 Josefstollen Gaisbachklause / saw The hermitage and the sawmill on the Gaisberg had completely collapsed in 1816 and were restored in three years for 12,000 guilders. In 1839 the woodwork was once again completely rotten. That is why Franz v. Schwind upgraded the Steinberg saw to make it more efficient. By using an overshot water wheel and the belt transmission in the gearbox - the first saw drive of this type in the monarchy - Franz Schwind succeeded in increasing sawn timber production fourfold. The Gaisbach saw was abandoned. Quarry / lime mill / stamp mill / lime kiln About 50 m above the mouth of the Josef tunnel, hydraulic limestone was mined in a quarry from 1846, transported via the Radgrabenbach to the "hydraulic stamp mill and lime mill" and heated in a "hydraulic furnace". fired (hydrauer). annual production about 6,000 hundredweight (from private sale) Kohlstatt A "Kohlstatt" for the production of charcoal was built below the Josef tunnel. This charcoal was needed in the miners' forges to repair the "teasome" (miner's tool).

14 The Neuberg tunnel Stud Name: "Neuberg - Stollen" as a new uphill climb below the Obernberg - Stollen, the later "Lipplesgraben - Stollen" Struck: 1586 Leave: 1879 Length: 994 m Altitude: 909 m Emperor Rudolph II set up a commission to stop widespread abuses in the chamber property and to ensure the implementation of the provisions laid down in the Reformation - Libelle of 1563. Therefore, in 1586, a mountain inspection was carried out at the Ischler Salzberg. The mining inspection recommended, for the required increase in salt production, the opening of a new tunnel, the Neuberg tunnel. Since the salt could be detected over the entire planned thickness of the mountain through the exploratory digging carried out by Archduke Matthias - tunnel, the tunneling of the Neuberg - tunnel began in 1586. The Neuberg tunnel was already being considered in the north-facing steep terrain of the Mitterberg. This would have made the main shaft much shorter than when driving from the west. The construction of a 300 bar (357.6 m) long section in hard limestone, the difficulty of delivering timber and the construction of a slag heap in the steep terrain were important reasons for starting the exploration from the west. In addition, the required pit and pole wood could be delivered effortlessly from the Steinberg saw. It was also possible to connect inexpensively to the Strehn, which had already been built by Archduke Matthias to drain off the brine extracted in the Obernberg tunnel. In order to speed up the exploration work, in 1589 a counter-construction was initiated from a pit sunk from the Matthias tunnel. However, great difficulties were encountered with this opposing structure, which was located in water-bearing limestone. The tunneling came to a standstill when 160 rods (191.2m) still had to be driven to the point of breakthrough. In 1590 further driving of the opposite building was even supposed to be stopped, but the Ischl mountain championship successfully resisted this. Until the breakthrough, however, the inflowing water and the rock that had been thrown out had to be drawn up into the Archduke Mathias tunnel using a hand reel, which was expensive. Situation of the Schöpfbaue in the Neuberg tunnel around 1654: A total of 11 pumping stations; Eder, Wildenhofer, Wolkenstainer, Daniman, Preuner, Wangner, Hintersteiner, Rossner, Urschenbeck, Lichensteiner and Mondseer or Manser - construction. In the continuation of the Neuberg tunnel - main shaft there were 11 burrows. As early as 1648, the Eder, Wildenhofer, Wolkensteiner, Daniman and Preuner buildings were united under one sky and had 22 rooms (2,490.4m³) of brine content, 11 bars (13.2m) down to the sole of the Neuberg - stollen to dry up. The cut burrows were driven under with a weir furnace in the Frauenholz tunnel, could be emptied via a discharge dam and were referred to as Graf Preuner weir. The Wagner and Hintersteiner buildings were also under the same sky, were prepared for an outlet weir and then combined with the five previous buildings in the Preuner and Raßfeldner weirs. The Roßner - Bau also united with the mentioned buildings in the Preuner and Raßfelner - weir. In 1730 the Graf Preuner weir broke through to the Rassfelner weir in the Frauenholz tunnel. After the now combined Preuner and Raßfellner weir had been provided with new dams in 1733 and new discharge boxes in 1734, it could now be leached up to the Matthias tunnel. To facilitate the cleaning, a cleaning pit was sunk from the Matthias tunnel. In 1744 the Preuner and Raßfellner weir had to be abandoned because it had come dangerously close to the overlying rock. The Preuner and Raßfellner weir then served for some time as an impact work for the Zierler weir located in the St. Johannes tunnel. The Urschenbeck, Lichtensteiner and Mansen The building also stood under one sky, contained 12 rooms (1,358.4 m³) of brine, and could be emptied as a weir with an outlet dam, the Klementen weir, through the Frauenholz tunnel. The Klementen weir was only watered down in the Neuberg horizon and left before 1800. Behind the Manser building there was still a drainage pit down the Frauenholz tunnel. The Neuberg tunnel – main shaft was also driven too far into the footing and had hit fresh water in the limestone air. After water ingress in 1641, a Lettendamm was built, the fresh water was collected and safely guided to the surface in wooden tubes. In 1707, the Neuberg tunnel contained 11 barrages divided into three groups, which were still operated as 3 dam weirs, but not much was to be expected from them. Situation of the weirs in the Neuberg tunnel around 1850: A total of 4 weirs, all pronounced dead around 1850; Seeauer - Weir, Lang - weir, Klementen - weir, Paul Müller - weir. In 1840 the first pit linings were carried out on the Ischler Salzberg in the Ritschner - conversion of the Neuberg - tunnel. Until 1933, the Albrechten conversion, the Ritschner conversion and the Schwind Schurf were kept open in the rear part of the Neuberg tunnel for the drainage path into the lower-lying horizons. Sources used: Carl Schraml "The Upper Austrian salt works from the beginning of the 16th to the middle of the 18th century", Vienna 1932 Carl Schraml "The Upper Austrian Salt Works from 1750 to the time after the French Wars", Vienna 1934 Carl Schraml "The Upper Austrian Salt Works from 1818 to the end of the Salt Office in 1850", Vienna 1936 Leopold Schiendorfer "Perneck - A Village Through the Ages", Linz 2006 Johann Steiner "The traveling companion through Upper Austrian Switzerland", Linz 1820, reprint Gmunden 1981 Georg Chancellor "Ischl's chronicle", Ischl 1881, reprint Bad Ischl 1983 Michael Kefer "Description of the main maps of the kk Salzberg zu Ischl", 1820, transcription by Thomas Nussbaumer, as of September 13, 2016 Anton Dicklberger "Systematic history of the salt pans of Upper Austria", Volume I, Ischl 1807, transcription by Thomas Nussbaumer, as of 06.2018

Salzkammergut Salzbergbau Sozialgeschichte krankenversrgung Social affairs – health care: The medical services in the Kammergut were under the supervision of graduated doctors from an early stage. The first Salzamtsphysicus mentioned in the resolution books was 1628 Dr. Brown. Since 1656 (3rd Reformation Libel) free medical treatment and the free purchase of medicines have been among the most important benefits for masters and workers permanently employed in the salt industry. In the second half of the 18th century, workers who were unable to work as a result of illness received full wages for the first 14 days, then sick pay of 30 kreuzers a week until they recovered and a commission (mercy pension) in the event of permanent disability. The officials had to diligently monitor the sick worker, deal with the surgeon or barber after the end of the cure (sick leave) and submit the cost calculation to the salt office physician for review before payment was made. In order to reduce the high cost of sickness, the authorities were instructed not to pay any workers the allowance (sick pay) until they had been examined by the surgeon and found to be ill. All bathers, surgeons and surgeons of the saltworks offices, ie also the markets there, were subordinate to the salt office physician. From 1735 he inspected their activities, calculations and healing successes quarterly. He pronounced the inability to work to obtain the commissions. The official bather treated the salt people and usually also gave them the medicines. He submitted bills to the Salt Office for payment. It was often paid incompletely and it often took a long time, which is why two thirds of the accounts were paid in advance by the salt office. The Kammergut was already under the supervision of certified state doctors in the 16th century. The exercise of health care, however, was in the hands of practitioners without formal training, with bathers, surgeons or surgeons. They were also barbers, therefore craftsmen with their own craft regulations, approved by the Emperor in 1646 and confirmed in 1662. Neither the barbers and surgeons nor the pharmacists were imperial servants with a fixed salary. Their income was low, so they received aid money and often maintained era bathhouses. For the treatment of sick people there have always been two spas in Ischl and from 1711 a third spa. The barbers needed the approval of the Salt Office to practice their trade. They also had to take a vow at the market court and at the verwesamt. The Salzamt invoices also contain entries that there were two midwives in Ischl who received an annual subsidy from the market and had to take their vows before the market court. An important part of the medical system was the Kammergutapotheke in Gmunden, which was first mentioned in the Salzakten in 1616. In 1740, the reimbursement of doctor's wages and medicine costs granted from 1656 was still only available to workers in imperial service if they fell ill or were seriously injured in the course of their work and could no longer be prepared with regular household remedies. Only the unprejudiced and philanthropic physician Dr. In 1746 Lebzelter found the courage to openly declare that internal illnesses required treatment just as much as external illnesses, which is why such patients should be treated free of charge. Treatment costs for workers suffering from toothache were not reimbursed in 1745. If a worker fell ill with the French plague (syphilis), he had to be examined by the surgeon, who would decide whether the illness was the result of accident or his own fault. In the latter case, the doctor's wages were paid by the office, but the costs of treatment and maintenance were deducted from the worker's wages and he was also punished. To deter others, a salt worker from Ischl was dismissed from his work in 1738. In 1746 Dr. Lebzelter was one of the brightest minds of his time in the Salzamt. In order to make it easier for the salt workers to drink milk, which is indispensable for better nutrition for the children, Dr. Despite all resistance, Lebzelter managed to get the general ban on grazing for goats, which was issued to protect the forest stock and whose milk he declared curative against scurvy, partially lifted and raising was permitted wherever the animals could not damage the grazing culture. He recognized the inexpediency of the workers' vegetable-poor diet, which consisted almost entirely of flour, semolina, lard, and the daily Schott soup, and he was a zealous advocate of the cultivation of potatoes, which he considered to be of great value as a supplement to the diet. Through his efforts, the Salzamt also improved and expanded the unhealthy, unclean and cramped sleeping quarters in the miners' houses on the Salzbergen. From time immemorial, free medical treatment and sick pay were only due to workers directly employed by the era, and in 1777 the Court Chamber renewed the ban on granting these advantages to woodcutters employed by the entrepreneurs. However, as early as 1778, she softened this harsh provision to the extent that the salt office was allowed to pay the doctor's wages if such workers had an accident or fell ill while on duty. Provisional workers were long excluded from any sickness allowance; only from 1790 onwards did the Salt Office replace their doctor's wages. The Salzkammergut was not entirely spared from the risk of epidemics. The plague claimed larger numbers of victims in 1625, 1675 and at the beginning of the 18th century. The plague was probably brought in from Lower Austria, despite the border closure that was imposed on the country when it first appeared. The Kammergut was closed to all through traffic and the border crossings were strictly guarded. Every epidemic required an expansion of the old cemetery, which was located directly next to the Ischl church. The fire in the Hallstatt market in 1750 also destroyed the Salinenspital. The new building, which was only started in 1770 and completed in 1772, was no longer built in the market square, but in the Lahn like the Sud- and Amtshaus. The new hospital was dimensioned for the accommodation of 16 patients of both sexes, from among whom the court clerk entrusted with the overall management and supervision chose a hospital father and a hospital mother. These two, as well as the other patients, received a weekly benefice and were obliged to spin or knit according to their strength for the needs of the hospital. The beneficiaries were free to live with their relatives; in this case they were entitled to a payment of the weekly hostel rate. The interest on the assets was initially available to the hospital administration to cover current expenses. In addition, there were annual co-payments by the erar. With the growing knowledge of the causes of diseases and the means of combating them from the end of the 18th century, the medical service not only increased in size and prestige, but also the demands on the people responsible for the immediate treatment of the sick had increased. From 1790 onwards, the Court Chamber demanded Magistri and Doctors who had already been examined and approved at the University of Vienna for vacant barber positions, but there were still no such applicants for the Chamber estate. The bathing and barber trades, which used to be left almost entirely to the practice of treatment, lost more and more importance compared to the better trained and certified surgeons, of whom there were a few in every larger town. The salt workers were free to choose their bathers and surgeons, which is why they preferred the more competent ones and thus also contributed to raising the status of healers. The protection smallpox vaccination discovered in 1796 had already found its way into the Kammergut in 1802; from 1802 to 1806, 1,261 children had already been vaccinated free of charge by the saline surgeons. In 1807 the Court Chamber assigned the Gmunden pharmacist the establishment and operation of a branch pharmacy in Ischl, which became independent from 1821. In 1807 a saline physics department was created in Ischl. The former regimental doctor Dr. Josef Götz was in charge of the inner Kammergut and the forest districts around Mondsee and Attersee. From 1826, stable workers had to obtain spa certificates from the office in the event of illness, on the basis of which they were entitled to free medical treatment. Free treatment was excluded if a worker injured himself off duty. After six months of illness, the erar's obligation to provide medical assistance was ended, and the office then had to decide whether the worker was to be commissioned for a certain period of time or permanently. From 1827 onwards, dependent or interim workers enjoyed free medical treatment for injuries sustained on the job, but not for internal illnesses. In general, however, they were not entitled to sick pay. Seriously ill or injured Ischl salt workers could be accommodated in the hospital operated by the market community. For this purpose, the salt works management had 2 rooms available for 8 sick salt workers in return for an annual fee of 16 Rachel firewood. Here the saline workers were treated by the Ischl saline physician, and the erar paid the subsistence costs directly to the market town. The Ischl "infirmary" was first mentioned in 1586. This house was built for the sick, not for the old and poor. Around the middle of the 17th century it stood behind the church. When the hospital disappeared at the end of 1770 when the church was enlarged, the sick were accommodated in an old barracks outside the keep. Through an agreement with the saltworks, a new house was built on the so-called Pfarrwiesen and put into operation around 1800. In Ischl there was a second private hospital in Eglmoos in the village of Ahorn from 1827, where the sick received medical treatment and care for a certain fee. The health of the workforce was an important concern for the saltworks. At the turn of the century, workers' bathrooms were available for employees. In the mining industry, there were hot kitchens to give the workers the opportunity to eat regularly and healthily. Spiritual nourishment was available to the saline workers in their own saline libraries. However, the libraries were not used very actively, about one book per worker and year was borrowed. Sources used: Carl Schraml "The Upper Austrian salt works from the beginning of the 16th to the middle of the 18th century", Vienna 1932 Carl Schraml "The Upper Austrian Salt Works from 1750 to the time after the French Wars", Vienna 1934 Carl Schraml "The Upper Austrian Salt Works from 1818 to the end of the Salt Office in 1850", Vienna 1936 Ischl home club "Bad Ischl home book 2004", Bad Ischl 2004 "Mining - everyday life and identity of the Dürrnberg miners and Hallein saltworks workers", Salzburg contributions to folklore, Salzburg, 1998

15 The Mitterberg tunnel Stud Name: "Mitterberg - Stollen" as locality name Struck: 7/25/1563 Length: 130 m Altitude: 886 m Under Emperor Ferdinand I, the Mitterberg tunnel was opened on July 25, 1563 as the first and original salt tunnel on the Ischler Salzberg. A mine survey carried out on October 15, 1567 by Georg Neuhauser Salzamtmann, Balthasar Blindhammer court clerk at Hallstatt, Jakob Schmiedauer Unterpfleger at Wildenstein, with the involvement of the mine masters and other people who were familiar with the work of the salt pans at Hallstatt and Aussee, revealed that in the Mitterberg tunnel there was a shaft with 2 sinkworks in the salted mountains had been sunk. From this, great hopes were drawn of finding a salt store worth building in order to be able to set up a salt works in Ischl. For further investigation of the found salt deposit, it was decided to create a level excavation from the sinkhole sunk at 47 Stabel (56.2m) in the salted mountains and to sunk another sinkhole from the same. As the salt mountain stretched further down, a deeper tunnel was to be built at the "Hohensteg". In 1575, experts from the salt works in Aussee, Hallstatt and Ischl carried out another inspection and consultation on the Ischler Salzberg. In the Mitterberg tunnel there were two prepared pumping works, which were already being used to produce brine. The mountain master and mountain workers from Ischl, who had twice seen the salt industry in Hallein and Schellenberg, suggested driving under these structures through the Steinberg tunnel to avoid the costly brine pumping and cleaning, as was still customary with the salt pans in the Salzkammergut and convert to discharge weirs. This proposal, which was recognized as useful, was carried out, the connection was established with the nearest water dam in the Steinberg tunnel - main shaft and then in the Mitterberg tunnel the first discharge weir according to the "Schellenberger form" of the Upper Austrian salt works was put into operation. This was the start of replacing the ancient pumping stations with drainage works. But it still took a long time to completely suppress them. In a pit plan drawn up in 1654, one can see that the Mitterberg tunnel – the main shaft after 66 5/8 Stabel (79.4m) of driving in the limestone reached the salt mountains. This was lengthened and a 99 bar (118.3 m) long side shaft, the so-called "Neue Kehr", was created. The field site of the Neue Kehr stood in deaf mountains. At the front of the Neue Kehr there was an old weir, already rotten in 1654, which was the first drainage weir, prepared in 1575 according to the Schellenberg model. Behind it was a 44 bar (52.6m) long main pit down the Steinberg tunnel, which was used for weather management and drainage. On the further continuation of the Mitterberg tunnel - main shaft, which is referred to in the Reformation Libel from 1656 as "Krechenschafftgericht" ("straight shaft"), a building was laid out on the right. This was driven under by the then Bergmeister Hanns Kalß and by the worker Wolfgang Kalß to save the expensive scooping and to reduce the costs of cleaning, through the Steinberg tunnel and also made into a weir according to the Schellenberger form. Furthermore, on the left hand side of the main shaft there was a 32 bar (38.2 m) long Ebenschurf, which was initially operated as a detection blow, then connected to the side shaft or "Neuen Kehr" by a wing site and later to a Lettendamm, the "Schwarzel Weir". called, has been devoured. When 34 ½ Stabel (41.2 m) left the salt mountains on the main shaft continuation and fresh water was built, several water openings were knocked out. In addition, the first water tunnel was created 7 Stabel (8.4m) above the Mitterberg tunnel and advanced to a length of 93 Stabel (111.1m). Due to the inexperience of the miners, who believed that the limestone in the back of their heads was a deposit, after which salt would have to come again after it had been breached, strong self-watering waters were approached, the mastering of which caused great difficulties. The total length of the Mitterberg tunnel - main shaft, which had a total gradient of 4 ¼ Stabel (5.1m or 4%), was 108 Stabel (129.1m). Only 65 of these (77.7m) were in the Hasel Mountains, the rest in dense, water-bearing limestone. The outcrops of the Hasel Mountains in the Mitterberg tunnel formed only a small, cut-off part of the main deposit, which was fully utilized by the construction of 3 barrages. The Mitterberg tunnel was already in use around 1656 and was only used to drain mine water. The collapse had already taken place in 1596 and the amount of scraped water was so large that it was able to drive a mill wheel. Despite all the effort, it had not been possible to find the place where the burglary had taken place, and in the end one had to content oneself with collecting the waste water in the main shaft and channeling it to the surface in gutters. Because of the inrush of water in 1596, the main shaft had to be maintained almost entirely in expensive timber. The Mitterberg tunnel also served to ventilate the Steinberg tunnel. In 1689 the Mitterberg tunnel was finally completely abandoned. Sources used: Carl Schraml "The Upper Austrian salt works from the beginning of the 16th to the middle of the 18th century", Vienna 1932 Carl Schraml "The Upper Austrian Salt Works from 1750 to the time after the French Wars", Vienna 1934 Johann Steiner "The traveling companion through Upper Austrian Switzerland", Linz 1820, reprint Gmunden 1981 Michael Kefer "Description of the main maps of the kk Salzberg zu Ischl", 1820, transcription by Thomas Nussbaumer, as of September 13, 2016 Anton Dicklberger "Systematic history of the salt pans of Upper Austria", Volume I, Ischl 1807, transcription by Thomas Nussbaumer, as of 06.2018 B. Pillwein "History, Geography and Statistics of the Archduchy above the Enns and the Duchy of Salzburg", 2nd part Traunkreis, Linz 1828 Mitterberg - tunnels, routes and buildings, 1757, Solingen, IGM archive Plan Salzberg Bad Ischl in 1654

25 The mine locomotive: The Ruhrthal mine locomotive with serial no. 2947, Type G 22, service weight 5,160 kg was made in 1951 by the Ruhrthaler Maschinenfabrik in Mülheim an der Ruhr / Germany built. On February 8, 1952, it was delivered to ÖSAG in Bad Ischl and then pulled up from the Au with several teams of oxen and the entire Salzberg workforce to the Maria Theresia tunnel. Until the Jenbacher mine locomotive was purchased in 1982, the Ruhrthaler was the only locomotive in use both for transporting materials and for visiting the Maria Theresia tunnel. From 1982 until the cessation of foreign traffic in 2000, the Ruhrthaler served exclusively as a reserve machine. In August 2009 I was able to buy the Ruhrthal mine locomotive that had been parked for 9 years at the station in the Maria Theresia tunnel. After a thorough restoration, it is now operational on my property. I managed to save this rare piece from scrapping and make it accessible to the public. Good luck for Eric Ramsauer Technical details:

Projekt Zahnradbahn aufs Hütteneck The project of a cog railway to the Hütteneckalpe near Bad Ischl Figure 1: Hütteneckalm rack railway, probable route, Google Maps, Franz Kranabitl Figure 2: A "typical" railway from that time: Gaisbergbahn, built in 1887, photo taken around 1890, from Harrer "Gaisbergbahn" Figure 3: Hütteneckalm, Dachstein view, around 1950 By Friedrich Wilhelm Kremzow, Upper Austrian homeland sheets 1987 The Hütteneckalpe is located in the Salzkammergut at the foot of the Hoher Raschberg on a saddle between the Zwerchwand and Kleberwand at an altitude of 1,240 m. You can climb it both from Bad lschl and from Bad Goisern. If you choose the ascent route from Bad Ischl, the path usually leads via Perneck, the lschler Salzberg and the Reinfalzalm. From Bad Goisern the ascent takes place - past the villages of Lasern and Riedeln - usually through the Stambachtal. Since a chairlift leads to the high-lying village of Wurmstein, you can reach the Hütteneckalpe on a comfortable hiking trail, which has its starting point at the mountain station of this chairlift and touches the Roßmoosalm . Due to its favorable location, the Hütteneckalpe is one of the easiest vantage points to reach in the Salzkammergut region south of Bad lschl. To the south, the view extends from Lake Hallstatt to the peaks of the Dachstein massif, to the east you can see the still untouched Landscape of the Rettenbach valley and the plateau of the Dead Mountains. If you turn to the west, the wide expanse of the Traun Valley near Bad Goisern opens up to the viewer, while the Hoher and Niederer Kalmbergs limit the horizon. Already in the early days of the spa town of Bad lschl (i.e. before 1848) the Hütteneckalpe seems to have been a popular destination; at that time they were probably climbed almost exclusively from Bad lschl. It had become all the more popular with tourists since the imperial family regularly spent the summer in Bad lschl. The Hütteneckalpe was also a favorite destination of Empress Elisabeth, who visited this area several times. This excellent vantage point of the Salzkammergut was now the subject of a railway project, which has since been forgotten, but which seems worth discussing in more detail; only the local likes it - and he railway historians have a professional interest. The motives for the construction of such a mountain railway can no longer be deduced from the files and documents that have been preserved. However, some conclusions can be drawn from the time when the project was to be carried out, the year 1890. At that time, the project planning and construction of the Salzkammergut local railway from Salzburg to Bad lschl and the mountain railway to the Schafberg had just started. It is therefore understandable that - due to the economic situation - an interest in the construction of other mountain railways in the Salzkammergut has arisen. It is also worth mentioning that the initiator of this railway project also dealt with a plan for a Schafberg railway, but obviously did not get a chance here. Ultimately, it should be noted that the expansion and development of the railway network in Austria was in full bloom at the time, which was not only due to the construction. but also the project planning, later of course not executed railway lines is proven. It is not without significance for understanding the fate that befell the cog railway project on the Hütteneckalpe. First of all, to briefly outline the legal basis under which a railway could be built at that time. In 1890, the railway concession law of September 14, 18548 was still in force in Austria. This law required special permits for the construction of a railway, namely one for carrying out the preparatory work (§ I Para. 2 lit. a. of the law) or the concession for the installation of the railway itself (§ 1 Para. 2 lit. b. of the law). By approving the preparatory work, the concession applicant only obtained the right under § 4 of this law to carry out the preliminary surveys for the future construction of the planned railway and the necessary surveying and leveling work on the spot in nature at his own expense. This right expired six months after the approval was granted. It should be explained here that an extension of this deadline was once requested for the present railway project. A special privilege to be granted a concession to build the railway line in question, let alone an exclusive power, was not obtained through the granting of such a permit. Finally, in order for the concession to be granted, it was necessary, according to Article 5 No. 3 of the Act, to demonstrate how the funds required for the execution of the project were to be raised. This provision was also alluded to in the last official settlement of this project on October 14, 1890; the lack of funds was ultimately also the reason why no concession was granted at all. According to § 2 of the ordinance of January 25, 1879, the actual concession procedure began with the submission of a detailed project, to which, among other things, situation plans, cost estimates and a technical report explaining the planned railway construction had to be attached. If the project submitted then proved to be executable, the then competent Ministry of Trade had to order the so-called route revision (this was carried out in the case of the project discussed on June 28, 1890). This revision was carried out by an ad hoc commission, which included representatives of the state authorities, the General Inspectorate of Austrian Railways and the municipalities involved. Their task was to check whether the proposed railway project could also be carried out under natural conditions. Only on the basis of the results of the track revision did the Ministry of Commerce decide on the admissibility and building worthiness of the railway in question and was able to discuss the conditions under which a concession could be acquired (in the present case this decision was the subject of the last official decision on October 14, 1890 ). If the concession was granted, the railway line could be laid out in detail in nature and then the political inspection could be carried out (§ 13 of the aforementioned ordinance). Its purpose was, on the one hand, to determine the extent of the necessary expropriation and, on the other hand, to examine the project from the point of view of public interests. After the inspection, the Ministry of Commerce then issued the construction consent that was required for the actual construction work to begin (Section 19 of the aforementioned ordinance). On May 6, 1889, engineer Eduard Miller submitted an application to the Ministry of Commerce for a "preliminary concession for a local railway with a mixed system from the right bank of the Traun near Ischl to the Dachstein view on the Hütteneckalp e". The Ministry first sent this request to the Upper Austrian Lieutenancy in order to ascertain the personal circumstances of the applicant and to procure an overview map from which the planned line design could be seen. The Upper Austrian governor's office carried out these surveys and then presented Miller's application with a report dated August 22, 1889, noting that in their opinion there were no objections to the granting of the preliminary concession. Her report was accompanied by a report by the Budapest magistrate on Miller's personal circumstances and statements by the Bad Ischl community council and the Gmunden district authority, which unfortunately have not survived in the ministry files. This is to be regretted because the report of the Budapest magistrate would have been the only determinable source for a more detailed assessment of the applicant. The Ministry of Commerce also obtained the opinion of the Ministry of the Interior and the Reich Ministry of War, which, however, also raised no objections to the railway project, and then finally granted the requested approval on October 13, 1889 to carry out technical preliminary work for a local railway with a mixed system from the right bank of the Traun lschl to the Dachstein view on the Hütteneckalpe within the meaning of the Railway Concession Act of September 14, 1854 ... for a period of six months ... Ing. Miller then began the necessary surveying work on site in 1889, since he obviously intended to start construction work as early as the next year. As can be inferred from a note in the "Ischler Wochenblatt" dated December 8, 1889 , the trace should ... from a point yet to be determined on the right bank of the Traun via Reiterndorf along the Perneckerstraße on the eastern slope of the Brunnerberg (Groß- or Hochleiten) The trail crosses the Sulzbach stream above the Rosa waterfalls and, climbing up the south-western slope of the Mitterberg, reaches the Reinfalzalpe, in order to end on the Hütteneckalpe on the path marked out there by the terrain conditions. The unnamed author also reported that the previous recordings had yielded an unexpectedly favorable result, since "the roadbed can be built without the aid of large, costly engineering structures ", and then concluded his article with the words: " Hopefully next spring will not be too long in coming wait and allow the weather conditions to start work again soon, so that the original intention of the gentleman concessionaire can come true, to go to Hütteneck in the autumn of 1890. The project meets with general sympathy in the widest circles and certainly deserves it from the local population Support as a company that specifically promotes local interests". In the meantime, Ing. Miller was already working on a detailed project, after the Ministry of Commerce had extended the deadline granted at the time by another three months on March 17, 1890. Finally put lng. Miller presented a detailed project to the Ministry of Trade, which first obtained a statement from the General Inspectorate of the Austrian Railways. In their statement of May 20, 1890, the project is described as suitable for execution and then executed: "The starting point of the approx. 7.7 km long track is projected on the right bank of the Traunf1usse next to the railway bridge and will be discussed by the high representative when the traces are revised, whether a more suitable, i.e. more easily accessible place next to one of the Road bridges over the Traun could be substituted. " Then it says with regard to the technical proposals in the detailed project: "The minimum radius of the arches is projected to be 100 m for both sections. There is no objection to the above-mentioned installation conditions, and the width of the substructure in the embankment chosen at 3.5 m also appears corresponding. In contrast, the projected width of only 3.3 m The substructure width in the incisions should be increased to 3.5 m in order to have enough space on both sides of the train for evasion either the usual Riggenbach splint or the two-lamella Abt gear rack can be implemented, depending on the price conditions being determined." The General Inspectorate of Austrian Railways commented on the financing of the project: "The proposed construction costs of 750,000 fl effective in total, that is approx. 97,400 fl per km. do not contain any items. for intercalar interest and reserve funds. With regard to the execution of this railway, which has not yet been made completely clear in several points, the assessment of the preliminary construction sum will not be included for the time being and the production of a corresponding cost figure will be reserved for a later point in time." length With regard to the financing, Miller had calculated a capital requirement of 750,000 fl., his summary cost estimate consisted of the following individual items: 1. Preparatory work and construction supervision 20,000 fl 2. Basic Redemption 25,000 fl 3. Earthworks 190,000 fl 4. Ancillary works, retaining and lining walls 60,000 fl 5. Art structures 55,000 fl 6. Ballast and superstructure laying 45,000 fl 7. Superstructure 150,000 fl 8. Building construction 50,000 fl 9. Miscellaneous 25,000 fl 10. Vehicle fleet 130.000,- f1 In view of this statement, the Ministry of Commerce entrusted the Upper Austrian governorship with the revision of the route by decree of June 4, 1890. As can be seen from the technical report , the detailed project envisaged the execution of a mixed local railway system with a gauge of 1 m. It then goes on to say: "The same is adhesion railway with a length of 2,333 m and with the maximum gradient of 22.67%o and cog railway with a length of 5,390 m with a maximum gradient of 18O%o. The total length is therefore 7,723 m. The minimum radius would be 75 m. Particularly noteworthy would be that all stops and the shunting yard are in the adhesion section, so ordinary switches and crossings are sufficient.The terrain to be cut through by the railway consists largely of limestone, while clay slate with marl occurs on the east side of the Mittelberg, which is why the trace had to be led along the western leaning of the same, which line, however, was longer is, however, landslides are avoided. There is only one larger structure across the Sulzbach at Pfl. 40 + 33; large not because of the span, which is only 4 m, but because of the height of 11 m. Only one railway station is planned, namely near Reitterndorf, where the official apartments, accommodation for the staff, locomotive depot and water station are planned. - At Ischl, a stop with a waiting hall and room for an official is necessary, but no points. - There are also stops, each 80 m long, at Perneck and on the Reinfalzalpe with double tracks and two points each. The terminus of the train is the Hütteneckalpe, where a hotel is being built. The stops are connected to each other and to the shunting station and hotel by telephone." The Upper Austrian governor's office set the date for the route revision as June 28, 1890. The hearing took place in the town hall. At the beginning, the representative of the General Inspectorate of the Austrian Railways suggested - as already mentioned above when reproducing their expert statement - to move the starting point closer to one of the existing bridge crossings over the Traun, with which the concession applicant agreed. On the part of the state forest administration ( the projected railway line was to be routed through state forest property for a length of approx. 5.25 km) no objection was raised to the railway project, but it was asserted: "It goes without saying that the management of that railway and/or after completion of the construction, the bringing of the forest products in individual parts of the forest, especially in the aerarian Kufbergwalde, is made more difficult insofar as the wood, which stands above the railway trace, can only be delivered at great cost. The request is therefore made, that on that route suitable devices, which make it possible to bring the wood, are already laid out when the railway is laid at the expense of the company in agreement with the forest authority Mitterberg, Geigenthal and Eisenerz., then Zwischenbergen, towards Hütteneck, mostly a b existing timber transport route, which serves to deliver forest products in winter. Since this transport route must be maintained, the company would have to build a suitable transport route along the railway track at its own expense, according to the forest authorities. Incidentally, it is noted that the kk Forstaerar lodged a deposit against any replacement performance expected from the title of the wood delivery or for any other reason from the outset and the express request is also made that the kk Forstaerar be acquitted of any compensation payment and the railway to carry out the bank protection and other security structures required for one's own security at one's own expense without forestry competition." The statement of the Imperial and Royal Hunting Line is interesting. Although the practice of hunting in state-owned forests was the Emperor's personal condition and it was pointed out "that the management of the railway would damage the hunt in them, because experience has shown that the game leaves such parts of the forest as a result of the prevailing unrest" , it was nevertheless opposed to the Execution of the track itself did not raise any objection, but merely made a reservation regarding any claims for compensation. The representative of the salt works administration did not raise any objection to the execution of the railway project, but said that mining should not be adversely affected by the railway construction and operation. Finally, the representatives of the AH. Finally, the "Commission's report" on the railway project says: "1. Regarding the statement by the representative of the kk Forest and Domain Directorate in Gmunden, it cannot be ignored that the execution of the projected trace will make it more difficult to bring the forest products out of the Aryan forests. However, it will be the subject of the political inspection to consider how this aggravation can be counteracted as far as is practical As far as the comments made by the representative of the kk Forstaerars regarding the compensation for bank protection and other security structures are concerned, the official provisions existing in this case will apply Regarding the remark made by the representative of the Imperial and Royal Hunt Management that the projected track would significantly reduce the value of the very highest huntability, it should be remembered that based on the experience made, this fear does not appear to be justified! and that it is up to the construction company will, in this case, with de r kuk court hunting management to settle 2. The requirements of the representatives of the kk Salinenärars generally appear to be based on the existing laws, but it will also be up to the political inspection commission to consider to what extent the requirements made must be taken into account. 3. With regard to the concerns raised by the representative of the Imperial and Royal Directorate General of the Austrian State Railways regarding the variant at the starting point of the Localbahn in Ischl, the following must be noted: As far as the fear of a close contact between the two railway tracks is concerned, the justification of the same will only be determined after submission of the Detailprojectes a final report can be made. However, insofar as the present situation and the variant drawn in blue paint give a picture of the future station layout, the two railway bodies should be far enough apart from each other. As far as the intended expansion of the existing lschl station is concerned, the space that is envisaged for this, according to the representative of the Imperial and Royal Directorate General of the Austrian State Railways, is hardly sufficient, since this area lies between the existing railway bridge and the tunnel has a length of 200 m and, by the way, the track there is in a strong curve. On the other hand, an extension of the projected station system of the Localbahn will not be necessary at all in the foreseeable future. – The question regarding an extension or relocation of the station facilities of the state railway cannot be the subject of today's discussion at all. 4. No objection was raised by interested parties against the projected trace taken into negotiation, nor against the projected stations and stops, and the Commission therefore advocates that the concession negotiations should be initiated on the basis of these negotiations and the assigned project. As far as the variant discussed by the representative of the kk General Inspectorate is concerned, with the exception of the representative of the kk General Directorate of the Austrian State Railways, all other interested parties agree with it and the Commission also unanimously endorses it, especially apart from those already mentioned by the Commission For the reasons given, the fears of signal interference expressed by the Designated Agent appear unjustified after the applicants have considered the establishment of a telephone line." On July 13, 1890, the "Ischler Wochenblatt" also reported on the result of the route revision. After describing the negotiations, the report continues: "Meanwhile the staking of the approved line has already begun and in the direction towards Perneck you can see white poles with red and white flags everywhere, which mark the trace. Now that this railway matter has taken another step forward, we hope that construction could begin this fall.As far as profitability is concerned, it is undoubtedly the same if we consider similar, already existing railways in Austria, not to mention Switzerland, especially with the one to be expected due to the cheap tariff rates great tourist traffic, which will be significantly increased by the imminent expansion of the direct lschl-Salzburg line.We take it for granted that the community of Ischl and the neighboring communities will support the undertaking in every direction and that the papers later submitted for subscription will be excellent system are welcome." The day before, the report from the Upper Austrian governor's office dated July 5, 1890 on the result of the route revision had reached the Ministry of Commerce. The ministry first obtained a statement from the General Inspectorate of Austrian Railways. In the meantime, the detailed marking out of the railway line took place, and lng. At the same time, Miller began to seek funding for his railroad project. A report in the "Ischler Wochenblatt " of September 21, 1890 provides information about this as well, which states, among other things: "The detailed stakeout work for this railway is now almost completely finished, so that the necessary plans for submission to the political inspection can be completed in the course of the winter. The political inspection commission should take place at the beginning of next spring, but it is necessary to regulate the financial question at the same time. Above all, it is in the interest of the municipality of lschl to contribute as much as possible to the realization of the project, because lschl must strive, because the spa has to withstand the competition from all sides, to add artificial attractions to the natural ones(!). but unfortunately lschl is not one of the most prosperous elite bathing resorts, as we have heard, the concessionaire Mr. Engineer Miller made the following suggestion to make it easier for lschl to be able to lay the financial foundation for the railway and to enable the concessionaire to continue developing Mr. Miller wants namely that the community for 50,000 fl shares accept the five-percent interest guarantee and continue to contribute the very modest amount of 500 fl to purchase the 50,000 fl; with this small sum, interest would be calculated on interest, the shares would be purely the property of the community in about 50 years, which would have been easily acquired, and the guarantee would then also be void. Let us now assume that there could be years when the shares would yield only four percent, then the community would then have one percent, that would be 500 fl to cover; However, this case is unlikely to occur, because the frequency of Ischl, especially after the expansion of the Ischl-Salzburg railway connection and the zone tariff, will be so enormous that the profitability of the railway will be very good. Apart from the new points of attraction that are created by the railway and contribute to further prosperity, there are also very favorable, direct material advantages: the payment during the operating hours should go annually to the management, officials, railway maintenance, engineers, conductors, Heizer certainly an amount of 5 to 6,000 fl, as necessary to show what amount circulates in lschl and benefits the local tradesmen. Of particular importance for the population during the construction period is the circulation of around 200,000 fl, a large part of which is accounted for by the use of carts, since large cuts have to be made. Even if the entire construction could not be carried out by local workers, almost the entire amount remains here, since, as is well known, railway workers usually save nothing or only very little. " Meanwhile , on September 26, 1890, the General Inspectorate of the Austrian Railways issued their report . After that, no objection was raised either to the routing or to the planned stations and stops. By decree of October 14, 1890, the Department of Commerce notified lng. Miller that with regard to the favorable result of the route revision, the route of the projected local railway will be approved with the following "comments": "The elaboration of the detailed project will be based on the general project that has undergone the route revision, of which a copy will be returned below, and the variant desired by the interested parties and also applied for by the Commission for execution, in the project blue marked variant at km 0 to 0.1 has to be carried out, especially since the relocation of the train transport system from km 0.6 to the Ischl exit station seems more appropriate and, according to a message received recently from the kk General Directorate of the Austrian State Railways, the latter also has no objection to it. -I will therefore have no objection to initiating negotiations with Yours to provide evidence. So I put it to Ew. Well born at home, if necessary, for the purpose of the planned official act, to present himself personally at the Ministry of Commerce, or to send authorized representatives there. Because of the timing of the nursing negotiation is sohin with the ho. Department VII in the shortest possible way to maintain agreement." Once there were no longer any technical or legal obstacles to the railway project, the designer had to try to secure the financing. Nothing could be found out about details of attempts at financing, apart from the fact that Ing. Miller had contacted the municipality of lschl ; he wrote to them and suggested, among other things: "The municipality of lschl participates firstly by providing a guarantee of five percent for 50,000 fl years pass into the ownership of the community of lschl, whereupon the interest guarantee ends. The community therefore comes into possession of the shares with a nominal value of 50,000 fl. by paying in a total of 50 times 500 fl the respective 500 fl to be paid in are calculated with interest on interest ... The basis for the future construction sum is the lump sum to be approved by the High Imperial and Royal Ministry of Commerce, of which two-fifths ordinary shares and three-fifths priority shares are issued according to the usage the honored community can of course only after the political inspection and from the day of the definitive concession, which by the Hohenk. k. Ministry of Commerce not earlier, before the building capital is proven, can be claimed by the company of the lschl-Hütteneckalpe-Bahn." The community deliberated on these proposals on October 8 and 15, 1890, initially electing a committee to begin negotiations with Ing. Miller. As can be seen from the minutes of the consultation, there was no objection in principle to the railway project in the municipal council committee, but two committee members doubted the profitability of the railway by stating that other restaurants suffered a loss of earnings as a result of the hotel planned on the Hütteneckalpe. Another committee member requested a different route as the current line passes through many very small properties, reducing them even further and making management almost impossible. On October 15, 1890, the mayor then reported on the outcome of the negotiations with Ing. Miller and stated, among other things, that he had reported "that the cost of the railway including the hotel to be built was 750,000 fl., i.e. the interest 35,000 fl. and the annual Operating costs will amount to 15,000 fl, so annual expenses of around 60,000 fl should accrue with amortization, etc. The revenue would amount to the amount after the assumed 45 full days of operation with a fare of 3 fl from 60,000 fl, i.e. direct interest appears to be covered." The mayor remarked on this: "Since, however, with this composition, income from the railway seems somewhat uncertain, the committee came to the conclusion that it could not recommend a guarantee from the municipality, although it was convinced of the importance of this railway for lschl, all the more so since Austria has so few high-altitude hotels. " In the ensuing discussion, the committee members stated that the railway should be built anyway. The community councilor Kuhn said that the committee should think twice before voting so that the construction of the railway would not be made completely impossible by a hasty decision. We are health resort representatives, and as such have the duty to always keep an eye on the improvement of the health resort, and we must be all the less slacking off, as in recent years a decline in the health resort has been noticeable anyway. However, since the creation of the projected mountain railway is likely to raise interest in Ischl again, the municipality must not refrain from supporting the company with all means possible. On the other hand, municipal councilor Wiesinger said that there must first be clarity about how to raise money. He said he agreed with Mr. Kuhn word for word, but could Mr. Kuhn also state how he intends to raise the money, whether he had perhaps thought of the possibility of increasing the community contribution? He fully sympathizes with the rail project, but he doesn't want the community to jump headlong into an undertaking. The funds of the community were so scarce that there was absolutely no money for anything beyond the ordinary administrative expenses, and so long as he had the honor of being a member of the finance committee he felt it his duty to guard against any new burden talk before you are clear about the coverage. The municipal committee finally agreed to offer the designer half of the desired sum, while the remaining sum should be raised by the three institutes Wirerstiftung, Kurfonds and Ischler Sparkasse, whose survey the mayor wanted to take over. About the further fate of the railway project there is only one file later - a submission by Ing. Miller to the Ministry of Commerce dated June 28, 1893 , in which he asked for approval of a project change ( conversion to electrical operation, design with a gauge of 76 cm instead the previous track gauge of 1 m) . It also says there: "Until now it has not been possible to finance the projected steam cog railway ... " It is therefore clear that the execution of the railway plans failed due to the impossibility of financing them. One cannot at all say that the implementation failed because of the attitude of the municipality, especially since, despite corresponding research, it was not possible to determine what attitude the Kurfonds, Wirerstiftung held and Ischler Sparkasse responded to the mayor's request. Of course, it is also conceivable that the lack of willingness to finance is due to other reasons; like when you visualize yourself. that the railway should lead through a personal hunting ground of the emperor. However, there is no documentary or even literary evidence for such influences or assumptions. So the execution of this railway project was omitted, while the further fate of Ing. Miller is lost in the dark. Whether one should regret that this railway remained unbuilt is difficult to decide; On the one hand, the railway - like the one on the Schafberg - would be a real tourist attraction today, on the other hand, it and the projected hotel construction on the Hütteneckalpe would have destroyed another piece of nature. List of Sources: The railway project was only mentioned by Prolraska (History of the bathing resort Bad Ischl1823-1923. Linz 1924. p. 55) - as far as can be seen right now. He used the Ischler Woche, the municipal council minutes of October 8, 1890, but not the sources mentioned in note 7. I. The following relevant files of the Ministry of Commerce are in the traffic archive: 19.236/889 - long. Miller applies for pre-concession for Hütteneck railway. 36.469/889 - Report of the Upper Austria. governorship. 14.709/890-Lng. Miller, submitting the detailed project, applies for the route revision to be ordered. 30.328/890 report of the Upper Austria. Lieutenant's Office for the route revision (the detailed project including all plans and documents are included in this file). 34.615/890 - Prime Minister Graf Taaffe wg. Naming of the railway as Archduchess Marie-Valerie Railway. 39.33 7/890- oö. The governor's office submits a supplementary statement to the court hunting management (the last three HMZI. form a single, otherwise jointly completed bundle of files). 50.558/890 - Inspection file Zl. 4683/890 of the Ministry of the Interior regarding the naming of the railway. 34.199/893 - long. Miller for possible electrification of the railroad. II. 1m 00. Landesarchiv is also a collection of files from the former Upper Austria. Lieutenancy, consisting of the following documents: 7721/889- Department of Commerce for survey of the personal circumstances of the lng. Miller (= settled in HMZI. 19.236/889). 9524/889 - long. Miller presents map of railway project. 10.5001889 - Magistrate of Budapest reports on Miller's personal circumstances (original submitted to the Ministry of Trade, but no longer available in HMZI. 36.469/889). 11.771/889 Gmunden district authority reports on the railway project of the governor's office to the Ministry of Commerce (- HMZI. 36.469/889). 14.504/889 - long. Miller indicates that with the preparatory work the lng. Haas and Klein-Neusiedl were entrusted. 4177/890- Department of Commerce approves extension of deadline for completion of preliminary work (corresponding Department of Commerce act no longer exists in Transport Archive). 8437/890 - Ministry of Commerce issues an order for route revision (= completed in HMZI. 14.709/890). 8454/890 - Gmunden district authority reports on the announcement of the local appointment. 8786/890 - Report of the Upper Austria. Lieutenancy regarding carrying out the route revision (- HMZI. 30.328/890); with the original of the commission report. 10.058, 10.282/890 - travel invoices. 13.385/890- Submission of the court hunting management, original submitted to the Ministry of Trade (- HMZI. 39.337/890). 15.342/890- Ministry of Commerce approves routing (= HMZl30.328/890). In the town archive of Bad lschl there is a fascicle (volume 1 of the general files) with the designation • Eisenbahnkorrespondenz lschl - Salzburg, Schafberg, Hütteneck etc: and the year 1886 written in blue pencil. The fascicle has no special order; some of the letters, notes, etc. are of a private nature, have no log number or entry notes and are mostly addressed to the mayor personally. There is only one undated letter from lng. Miller, whose settlement is not apparent from the documents. From the exhibit protocols and repertories of the years 1889-1891 there is only one statement in the year 1890: 28 I 2/890 Miller, construction company, requests subscription of regular shares. There is no settlement in the log book; the search for the act was unsuccessful. - The municipal council committee minutes are bound in their own books. The two meetings of October 8th and 15th, 1890 deal with the Hütteneckalpe railway. After that, there are no more references in the minutes.

Kunstgüterbergung im Ischler Salzberg 1944/ 45 Dark moments at the Ischler Salzberg: art objects salvage 1944/45 Inhalt: 1. Ischler Salzberg wird Bergungsort 2. Einlagerungsorte 3. Eingelagerte Kunstschätze 4. Erste Entführung 5. Zweite Entführung 6. Sperre der Bergung im Ischler Salzberg 7. Die Befreiung Franz Juraschek, the regional conservator responsible for the Upper Danube and later the provincial conservator for Upper Austria during World War II, suggested the Ischler Salzberg as well as Aussee as a salvage site for endangered art treasures. Juraschek and Hans Dellbrügge, District President in Vienna, turned to the Erbstollen near Bad Ischl, particularly after the Aussee salt mine had become the “ Reich’s salvage site ” and especially for objects in the “ Fuhrer Museum” in Linz. wird Bergungsort Kaiser Franz Josef – Erbstollen, transport of art, 1944, archive Salinen Austria Kunstgütertransport, 1944, Archiv Salinen Austria 2. Einlagerungsorte: Für die Einlagerungen waren vorhandene und neue Bergungsräume im Erbstollen und im I. und II. Blindhorizont vorgesehen. Der I. und II. Blindhorizont wurden über den Distler Schacht vom Erbstollen und von Perneck, vom Leopoldstollen, erreicht. Aufgrund der leichteren Anlieferung zum Erbstollen wurden alle Einlagerungen über diesen durchgeführt. Einlagerungsorte Im I. Blindhorizont wurde das Werk XII mit 1100 Quadratmeter für Einlagerungen freigegeben. Plan Bergung: I. Blindhorizont 1944, Bundesarchiv Deutschland Ein neuer Lagerraum wurde für Einlagerungen im Erbstollen bei Streckenmeter 250 ausgesprengt. Dieser war aber nicht durchlüftet und nicht im Salzstock angelegt und deshalb feucht! Dieser wäre für großformatige Einlagerungen des Sonderstabes Rosenberg, Führersammlung, vorgesehen gewesen. Reimer, Sonderbeauftragter Hitlers, verzichtete aber danach auf diese Räume und ermöglichte somit die Einlagerung der Wiener Sammlungen. Außerdem wurde das Sprengmitteldepot bei Streckenmeter 500 geräumt und für Einlagerungen freigegeben. Plan Bergung: Neue Bergungsräume und frühere Sprengmitteldepot im Erbstollen 1944, Bundesarchiv Deutschland Im II. Blindhorizont wurde der sogenannte Bahnhof, der zum Verschub der Grubenbahn diente, für die Bergung vorbereitet. Ein vom I. zum II. Blindhorizont führender Schurf, wurde später verschüttet, damit niemand ungebeten die Lagerräume erreichen konnte. Anfang 1945 war der „Bahnhof“ so verkleidet, dass nur ein Gleis frei blieb. Der übrige Raum war für die Lagerung von Gemälden vorgesehen. Er wurde an beiden Enden mit schweren hölzernen Bohlentüren verschlossen. Das machte den Eingang absolut sicher. Nur die Lüftungsrohre blieben frei. Plan Bergung: II. Blindhorizont 1944, Bundesarchiv Deutschland Salvage plan, 1944 Archive Salinen Austria Shaft machine Distlerschacht: All art objects were made with it transported to the second blind horizon, 1940 Archive Salinen Austria In der Endphase des Krieges wurden auch Lagerbereiche in der Ischler Saline verwendet: Zum Beispiel wurden am 27.3.1945 Bilder von Cassone aus der Sammlung Lanzkoronski hier eingelagert. Zur Vorgeschichte der Sammlung Lanzkoronski: Das Vermögen und auch die hochbedeutende Kunstsammlung des polnischen Staatsangehörigen Anton Lanzkoronski wurde unter Berufung auf eine “Verordnung über Behandlung von Vermögen der Angehörigen des ehemaligen polnischen Staates” beschlagnahmt und vom zuständigen Staatskommissar in Wien übernommen. Im ehemaligen Hotel Grüner Baum, Bad Ischl, wurden zu Kriegsende Kunstgüter aus Altausse eingelagert, um der befürchteten Zerstörung zu entgehen. Ein anderes Lager war die Villa Castiglioni am Grundlsee: hier wurde ein Teil der Bibliothek Hitlers eingelagert. Schloss Kogl bei Attersee war ein Lagerort für Kunstgüter, die Alfred Rosenberg für sich selbst reserviert hatte. From November 1944 it was decided to store the Viennese art collections and the Lichtenstein picture gallery in the Ischler Salzberg . The daily reports from Lauffen began on December 9, 1944 with the arrival of the restorers Josef Hajsinek from Vienna and Franz Sochor from Kremsmünster. The first transport arrived in Lauffen on December 12, 1944. Almost all Viennese collections relocated salvaged goods to Lauffen. Gert Adriani was appointed head of the salvage. But after a fatal mishap, he was replaced by Viktor Luithlen , head of the collection of ancient musical instruments. This remained so until the end of the repatriation in 1947. Eingelagerte Kunstschätze Gert Adriani, KHM Museum Association Viktor Luithlen , KHM Museum Association Storage of the art objects 1944/45: Kaiser Franz Josef – Erbstollen, Kunstgütertransport, 1944/45, Archiv Alois Lackner, Lauffen Kaiser Franz Josef – Erbstollen, Kunstgütertransport, 1944/45, Archiv Alois Lackner, Lauffen Kaiser Franz Josef – Erbstollen, art goods transport, 1944/45, archive Salinen Austria Kaiser Franz Josef – Erbstollen, Kunstgütertransport, 1944/45, Archiv Alois Lackner, Lauffen Kunstgutdepot 2. Blindhorizont, 1986, Katharina Hammer Shine in the dark Valuable holdings from spiritual possessions were now also stored in the Ischler Erbstollen instead of in the Ausseer Salzberg. One transport after the other arrived from Vienna. Treasures came from almost all state collections: there were 150 boxes from the national library with manuscripts and printed works, each individual page of which is a treasure. Holdings from the Natural History Museum, the Ethnological Museum, the Museum of Decorative Arts, the Art History Museum, the Liechtenstein Gallery and the Graz State Archives were delivered. Pictures by such important artists as Rembrandt, Raffael, Brueghel, Albrecht Dürer, Jan van Eyck, Rubens and also by "modern" painters such as Munch, Monet, Klimt and Kokoschka were stored in Ischl. In addition, the gold treasure finds, ivories, vases, jewelery and statuettes from the antique collections. A small selection of the priceless art objects stored in the Ischler Salzberg: Tower of Babel Pieter Bruegel the Elder , 1563 Venus of Willendorf, around 30,000 years old peasant dance Pieter Bruegel the Elder , 1525/30 Requiem in D minor ( KV 626) from 1791 is Wolfgang Amadeus Mozart's last composition Madonna in the green Raphael Santi , 1505-1506 Tassilo chalice from the year 777 The “Tassilokelch” from Kremsmünster Abbey also had a special situation: Officially it was housed in the Aussee salvage, but after this became the official salvage location for Hitler in 1943, it was secretly stored in the Ischler Salzberg by district conservator Franz Juraschek. On April 18, 1945, a crisis team met in the general management of the saltworks to discuss the measures that were necessary to save the Ischler salvage from having to store a bomb like the one in Aussee. According to this plan, the salvage should be made completely inaccessible. The "filling point" of the Distler shaft in the Erbstollen should be completely filled up with rock, "collapsed". The elevator is to be pulled up to the ceiling of the Leopold horizon, i.e. to its highest point, and shut down there. The stairs that lead up next to the elevator, the so-called "rides", are to be torn out below and above the I. and II. underground constructions and the burial of the pit between the I. and II. underground constructions is to be strengthened. This work was completed by May 5, 1945. In the meantime, the situation in Ischl / Lauffen has also deteriorated dramatically. Between April 20 and 25, 1945, a total of 928 pictures of various origins from Kartause Gaming (Lower Austria) arrived here. On the orders of Hermann Stuppäck (General Cultural Officer of the Reich Governor Baldur von Schirach) in Gaming, the paintings had been thrown in a hurry "without any consideration and without the slightest care". Due to the "barbaric" nature of the transport, numerous paintings "were perforated, torn off, damp or otherwise damaged in Bad Ischl/Lauffen. But that was not all, Stuppäck arrived in Bad Ischl on April 25 with orders from Schirach to move the salvaged goods kept in Lauffen further west without delay. At first Luithlen successfully resisted the order, but the arrival of officers and soldiers from the "Fabian Combat Unit" from the SS Panzer Division "Großdeutschland" on the evening of May 1st made any further delay impossible. Captain Reinhardt and Lieutenant Kahles would not be put off. Bergrat Lepez refused the SS commander to provide the mine locomotive, the winding machine and the miners on the pretext that there was no corresponding clear written order from the Waffen SS command. Under threat of the use of weapons, the captain drove furiously to Gmunden to obtain the necessary powers of attorney. This saved valuable time again. On May 3rd, however, the 184 paintings desired by Schirach and Stuppäck - including all paintings by Rembrandt, P. Bruegel the Elder, had to be handed over. Ä., Titians and Velazquez, 49 tapestry sacks and two crates are loaded onto trucks. It turned out that a whole series of the main pieces from the Viennese picture gallery were to be kidnapped in this way. Among them were Bruegel's "Peasant Wedding" and "Peasant Fair", "Carnival Games", "Tower of Babel", "Homecoming of the Herd", "Storm at Sea", "Bird Thief" and "Pauli's Conversion", 6 Velasquez -Pictures, 7 Titians, including the cherries and the Gypsy Madonna, as well as the portrait of Jacopo della Strada, the two well-known self-portraits and the reading Titus by Rembrandt, and finally the "All Saints' Day" and "Emperor Maximilian" by Dürer. So you can safely say, not only the most valuable, but also a number of the most popular pictures in their gallery. You worked late into the night. The marching orders were given on May 4th. At 4 a.m. the convoy with the restorers Hajsinek and Sochor left Bad Ischl in the direction of Mittersill. In the evening of the same day, the convoy arrived in Bramberg in the Pinzgau region of Salzburg, where Stuppäck was already awaiting the transport. But the odyssey of the art treasures was not over yet. The very next day, Major Fabian ordered the paintings, boxes and tapestry sacks to be loaded onto the trucks. The transport could only be accompanied by officers. Franz Sochor and Josef Hajsinek stayed in Bramberg, where they contacted the advancing American army and reported the incident. All cultural assets were then found by the Americans in St. Johann in Tirol. The final result of the Ischl salvage was: 8 figures, 1428 paintings, 122 sacks with tapestries, 278 folder boxes with cadastral maps and 728 boxes. A total of 150 tons of salvage. On May 13, 1945, US troops arrived in Bad Ischl and took control of the salvage site. On June 1, 1945, with the permission of the occupiers, the work to uncover the treasures in the salt mine could also begin, namely in the Erbstollen and in Plant XII in the I. underground construction. The II. civil engineering was initially still buried, but its opening was tackled soon afterwards. On June 13, 1945, the main salvage at the "Bahnhof" in II. Civil Engineering was accessible again. The salvage proved to be in excellent condition, with the exception of a lost painting, a bouquet of flowers by Jan Brueghel the Elder. Ä., which later reappeared in a private apartment in Munich and returned to the Kunsthistorisches Museum in 1959 after a court decision. Rosenberg Erste Entführung Zweite Entführung Sperre Befreiung Am 11. Juli 1945 erschien „Monuments Man“ Lieutenant Frederick Shrady in Bad Ischl und kündigte an, dass die im ehemaligen Hotel Grüner Baum , Grazerstraße Nr. 39, und in der Kaiservilla gelagerten Objekte, nach München zum „Central Collection Point“ gebracht werden würden. Lieutenant Frederick Shrady, Internet On August 7, 1946, the first major transport back from Ischl to Vienna for an exhibition in Switzerland took place. On April 25, 1947, the last large transport of art goods left the Ischl salt mine. After checking the rooms in the presence of the gendarmerie commander, the final commissioning took place and the salt works management took over sole supervision of the mountain again. The salvage in Lauffen took place without any major losses or damage. Only the loss of 7 paintings for the Kunsthistorisches Museum had to be lamented, which are still considered lost today: Landscape by Nicolaes Berchem (GG 623), The Painter Jan Wildens by Anthonis van Dyck (GG 694), A Female Portrait by Peter Paul Rubens (GG 711), Hoffnung by Maerten van Heemskerck (GG 1946) and Faith (GG 1953.), a Venetian ceiling sketch (GG 6398), and a loan were still available at the general inspection on April 26, 1945. Sources used: Katharina Hammer "Shine in the Dark", Altaussee 1996 Franz Juraschek "Heimatblatt Oberösterreich", Linz 1947 British information service "World Press", 9 July 1947 Salzkammergut newspaper, January 6, 1946 Vienna Courier, November 19, 1945 Sabine Loitfellner, Pia Schölnberger "Salvage of cultural property under National Socialism: Myths - Background - Effects", April 18, 2016 Theodor Brückler, Art theft, art recovery and restitution in Austria 1938 to the present, 1999

Tiefbohrung in Goisern Deep drilling in Goisern

watering: