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Via Salis Bad Ischl Wegbeschreibung 6 qwerqwer 1 saline 2 salt shipping 3 wire source 4 beech room 5 Sterzen's evening seat 6 Hopfgarten 7 New Perneckerstrasse 8th Hubkogel 9 Linskogel Solestube 11 gypsum mining 10 Marterl Buchwald Michael 12 Pernecker Gorge - Strub 13 Perneck tunnel system 14 Memorial stone for the opening of Perneckerstrasse 15 Power supply in Perneck 16 plaster stamp 17 Dachstein in Perneck 18 Perneck mill 1 village square 2 Emperor Franz's tunnel 2a strand 19 Team van at the Hiasn 20 Double Solestube Au 23 Rosa's waterfalls = 22 Concrete plant Au 21 light station Au 3a Rosa's waterfalls 3 Emperor Leopold Stollen 4 Empress Maria Theresa Stollen 6 Empress Ludovika Stollen 5 Emperor Joseph Stollen 7 Empress Elisabeth Stollen 21 Moosberg tunnel 22 Antonius Dickelberger Strasse 25 pit locomotive Village shop Perneck 8th Empress Amalia Stollen 20 Emperor Franz Josef Erbstollen 9 mountain church 18 Rabenbrunn tunnel 14 Neuberg tunnel Old Steinberg tunnels 16 17 New Steinberg tunnels 19 Steinberg saw 10 Women's wood studs 11 Lipplesgraben tunnel 11a High water tunnel 12 John Stollen 13 Emperor Matthias tunnels + iron ore 11b main channel 15 Mitterberg tunnel 4 Empress Maria Theresa Stollen Jubiläumswarte Hinterradrunde Hinterrad Runde Stationsbeschreibungen Reinfalzrunde Reinfalz Runde Stationsbeschreibungen Soleleitung Ischl Interesting: 100 years of the Sandling landslide Hutneck rack railway Moore water salt Dark moments: salvage of art objects 1944/45 Ischl Ways to us: Are you interested in a guided tour? Registration by phone or email 067761168967 Horst Feichtinger horst.feichtinger@gmx.at

13 The Emperor Matthias – tunnels + iron ore Stud Name: "Archduke Matthias - Stollen", from 1612 "Kaiser Matthias - Stollen" Emperor Matthias, reign 1612 – 1619, son of Emperor Maximilian II. Struck: 1577 Length: 420 m Altitude: 959 m In 1577, after looking around for 14 years and still not finding anything special, the mining experts of the Salzamt decided to convert a trial dig from the Neuhauser - Kehr im Obernberg - tunnel into a weir and to dig a new mountain below to drain the brine . It was the Archduke Matthias tunnel that, after nine years of driving through limestone, finally came across salted Haselgebirge. As expected, the Matthias tunnel - main shaft soon reached the rear, eastern salt boundary again. However, a trial transverse building opened up good Haselgebirge over a longer distance. Two mountain inspections were carried out in 1584 for a more expedient opening up of the Ischler Salzberg. In the Archduke Mathias tunnel, because the salt mountains had improved, a new building was to be built behind the so-called water building. In the meantime, in the Matthias tunnel, the main shaft and two test digs had been driven out of the salt into the water-bearing limestone. In 1586 a mountain inspection was carried out again at the Ischler Salzberg. It turned out that the test pit sunk by the Archduke Mathias tunnel had encountered good salt rock over a whole mountain thickness. For this reason, the uncertain investigation work in the mining tunnels at Obereck ("Moosegg") and Roßmoos should be stopped quickly and the Archduke Matthias tunnel should be driven under with a new hill climb, the Neuberg tunnel. Situation of the water dams and weirs in the Kaiser Matthias tunnel around 1654: A total of 9 waterworks; Water, Archduke Matthias, Seeauer, Rettenbacher, Hippelsroider, Cain, Our Lady, Haimb and Klein Trattel – building. The 9 Schöpfbaue were already cut before 1648 and were used as princes - as well as Kain and Trattel - weir with indulgences in the Frauenholz - tunnels. The Matthias tunnel – main shaft was 387 stalks (461.3 m) long until it reached the salt boundary. 6 Stabel (7.2m) after the salt line there was a test dig down into the Neuberg tunnel. On the continuation of the Matthias tunnel - main shaft 9 constructions were created. Namely the water - and Archduke Matthias - building, which lay under a sky and contained 42 rooms (4,754m³) brine. The two constructions were undercut from the Neuberg tunnel with a weir furnace and referred to as the prince's weir. In 1725 the base of the Fürsten weir in the Matthias tunnel broke through into the Rassfellner weir in the Neuberg tunnel below. The princes' weir was later extended up to the St. John's tunnel and only abandoned around 1744. The following buildings, namely the Seeauer, Rettenbacher, Hippelsroider, Kain, Fraun, Haimb and Klein Trattel buildings contained 60 rooms (6,792m³) of brine and were also under a sky. They were also run under from the Neuberg tunnel with a weir furnace and prepared for an outlet weir. This weir was called the Cain and Trattel weir during the leaching in the Matthias tunnel. When it was further watered down into the St. Johannes tunnel, it was renamed the Zierler weir. The Zierler weir was in operation until 1807. Behind these buildings, the Matthias tunnel - main shaft was still 16 Stabel (19.1m) long. Their field place was already in the deaf mountains. In 1654 the thickness of the mountain from the Matthias tunnel to the Obernberg tunnel was still around 10 bar (11.9m). The St. Johannes tunnel was opened in 1725 to gain this mountain thickness and for higher drainage of the weirs created in the Archduke Matthias tunnel. In 1656 there was a partly brick and partly wooden mountain house near the Matthias tunnel. When this was later removed, the still usable woodwork was used to build a, not far from the Neuberg - tunnel built under the name Taxhaus, wooden room. Miners were housed in this wooden room. The Starhembergsche inspection commission of 1707 already found the Matthias tunnel devious, behind the dam outlet there were collapsed weirs, which were exploited by robbery watering, whereby the generated brine flowed through the main shaft. The introduction of the fresh water required for the leaching in the deeper tunnels came from the stream and the springs in the area of the Matthias tunnel mouth hole. The water collected in wooden tubes was fed into the mountain via the Matthias tunnel – main shaft. From 1769, the water needed to dilute the weirs was channeled through a surface dig above the St. Johannes tunnel and from there via the Saherböck dig to the Matthias tunnel main shaft. From 1784, the water required for brine production was collected in a “watering hut” above the Matthias tunnel and diverted via the newly built watering pit to the Matthias tunnel – main shaft. From there, the water reached, depending on the need, either through the pastor Weissbacher - Schurf and the subsequent digging to the weirs located on the evening side (west side) in the deeper tunnels. The morning (eastern) weirs could be over the v. Adlersberg - conversion and the Weilenböcker - digging and the subsequent digging can be achieved. Situation of the weirs in the Matthias tunnel around 1850: A total of 3 weirs, all pronounced dead around 1850; Preuner and Raßfellner weir, from Frauenholz - via Neuberg - up to Matthias - tunnel. Zierler – weir and princes – weir from Matthias – on St. Johannes - tunnel up verlaugt. Until 1933, the drainage route led in the Matthias tunnel via the drainage pit to the main shaft and along this further to the Plenzner pit leading down into the Neuberg pit. In addition, another water pipe came down from the St. Johannes tunnel via the Saherböck scour to the main shaft. In 1931, during the main inspection, it was decided to leave the Matthias tunnel open because future watering should come from the Törlbach via the Maria Theresia tunnel. For this reason, dams were built in 1932 at the end of the tunnel and at the head of the Plenzner and Weissbacher quarry. A final inspection to check the dams took place on February 5, 1934. The tunnel entrances to the Matthias tunnel and the drainage pit were then finally sealed. 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 Pit map around 1700 Rock carvings near the Matthias tunnel Drainage pit in the Matthias tunnel Built 1784 - In service until 1934 From 1784 water was in a "watering hut" above of the Matthias tunnel from the Sulzbach and from a strong one Source (Kaltenbrunn source) caught and over the newly built drainage pit on the Matthias Stollen – main shaft derived. From there, the water reached, depending on the need, either through the Pastor Weissbacher - digging and the subsequent digging to the on the Evening side (west side) located weirs in the deeper tunnels. The morning (eastern) Defense could over the v. Adlersberg – conversion and the Weilenböcker – Schurf as well the following prospects can be reached. Miner Franz v. Schwind started in 1842 Laying of cast-iron water pipes at the Ischler Salzberg. This made it possible the long way that those in the upper horizons collected water had to travel to fill the leach workers, since the iron pipes could be under higher pressure than the wooden pipes. The rapid supply of larger amounts of water to the production workers and drainage the stretches soaked by the weeping wooden pipes was now possible. In September 2018, members of the IGM uncovered the mouth of the drainage pit, revealing a surprisingly well-preserved portal. Text: Archive Salinen Austria, Archive IGM Water basin for watering into the Matthias tunnel Built 1883 - In service until 1934 In 1883, to secure the machine and watering operation in arid times the manufacture of a large concrete water collection trough in the near the Matthias – Stollen in place of the one that has existed for ages rotten collection box made of wood approved. This one covered with a simple wooden hut water collection trough, served for feeding the winding machine and for the leaching operation. In September 2018, members of the IGM approx. 100 m3 capacity Water basin at the Matthias gallery cleared of trees at the edge of the basin, which on the one hand restricted the view of this building, on the other hand threatened to burst through the concrete wall with their roots. This water basin is fed by the very productive "Kaltenbrunn spring". This basin is the largest surviving building which was built from "Pernecker Romanzement" - hydraulic Pernecker lime, also known as "Hydrauer". This was produced in large quantities in the cement works at the Josefstollen. Text: Archive Salinen Austria, Archive IGM In the iron ore The iron ore tunnels Stud Names: 2 lower, 1 middle and 1 upper iron ore tunnels Struck: before 1500 Length: lower left cleat approx. 40 m right lower stud crime middle stud crime upper stud 43 m Altitude: lower left stud 1018 m right lower stud 1024 m middle stud 1040 m upper stud 1105 m 1st story: In historical times there was also ore mining in the Salzkammergut. However, for the most part it has remained at prospecting attempts and only in a few cases has there been short-term mining. The ore deposits are exclusively sulphide ores such as pyrites, galena, chalcopyrite and sphalerite, which are accompanied by spar iron and brown iron ore and occur on the border between Werfen slate and dolomite. On the Reinfalzalm above the Ischler Salzberg, iron mining in the so-called "Eisenarz" can be traced back to the 15th century. Around 1500, a certain Hans Gaisbrucker from Lauffen operated a mine for pyrite and brown iron ore including a vitriol smelter. The remains of 4 tunnel mouths from iron mining can still be found in the area. The iron smelter was probably at the foot of the Salzberg just below the mouth of the Leopold tunnel. This is confirmed by slag residues that can be found in the ground in the area of the lower barn that was removed, the former impact room and up to the Auer well. Vitriol was produced by roasting the pyrite, extracting the iron sulphide, which had been subject to a weathering process for several months, with water and boiling the solution until the blue-green vitriol crystals crystallized out. For this roasting and boiling process, 100 Rachel wood, which is around 700 m³, were used annually. The Vitriolsudhütte was not far from the Matthias tunnel at the foot of the Sudhüttenwand. The 100 m³ heap can still be seen here today. The by-products of vitriol boiling are a strongly red-colored, earthy mass that was used as red chalk by masons and carpenters. Dicklberger (1820) writes about the fate of the vitriol works at Reinfalz: When in 1562 the exploration of the Ischler Salzberg was suggested by Hans Praunfalk, administrator in Aussee, the high directive was issued at the same time "to occupy the Salzberg, to visit the salt store, to diligently tend the forests on the Reinfalz, Mitterberg and in this area, and to completely stop all melting and boiling of the vitriol in these places in order not to tolerate any waste in the forests that will be necessary in the future for salt brewing.” Emperor Ferdinand I gave this order on September 25, 1562 and one year later the Ischl salt mine was approached. This sealed the fate of the vitriol boiling plant. In the 1920s, two of the tunnels used to access the ore deposits were rediscovered by the Perneck miner Josef Hütter. According to old miners, the upper Eisenarz tunnel had been retrofitted in 1866 by the then mine manager August Aigner on his own initiative. The lower left iron ore tunnel was reconstructed 12 m by a group of speleologists from Linz at the end of the 1930s. In 2014, under the direction of Horst Feichtinger, a 7 m long new tunnel section was cleared in the mouth hole area of the upper iron ore tunnel. In 1858 the same ore formation had been driven through when the tamper turned in the Maria Theresia horizon. The vertical distance between the Eisenarz and the Stampfer - Kehr is around 400 m. 2. Location and geology: The Eisenarze area is some 100 meters south of the Reinfalzalm (1026 m) on the Ischler Salzberg. Here, at the northern foot of the Sudhüttenwand, a ditch runs steeply in the forest in a SE direction. This graben is of tectonic origin and forms the boundary between limestone (Jurassic) in the NE and dolomite (Triassic) in the SW. The ditch extends to the crest of the ridge formed by the Sudhüttenwand and the Zwerchwand at about 1170 m above sea level. Of the tunnels from the 16th century in the area of the ditch, only the upper iron ore tunnel, also known as the "Hütter-Stollen" after its rediscoverer (1920), is still conditionally passable today. From the other 3 you will only find Pingen and Halden, from the bottom left Iron ore tunnel even still has the mouth hole. Above the Hütter tunnel, the mineralization is exposed on a cuirass. Otherwise there are no more outcrops during the day. The mineralization can be found at the layer boundary between the Werfen slate and the Hallstatt dolomite. Sulphide ores include galena, sphalerite and pyrites. Calcite, dolomite and siderite (iron carbonate) form the carbonates and brown iron ore and quartz form the oxides. Dolomite occupies the largest space in the ore pieces that can be found, calcite and siderite are rare. As a typical weathering mineral, brown iron stone is only found near the surface. The most conspicuous and predominant sulphide mineral is galena, which can be found up to 8 mm thick veins that are easily visible to the naked eye. Zinc blende can only be detected microscopically. You won't find pyrites at all. However, the existing vitriol boiler requires a pyrite deposit. 3. Cleats: 3.1. Lower Left Iron Ore Adit: The lower left iron ore adit is at an altitude of 1018 m and is easy to find, as the damp and cold weather rising from the mouth of the adit forms a vapor strip that is visible from afar. Its entrance is frozen almost all year round. The tunnel was rebuilt at the end of the 1930s to a length of 12 m. Following that, he's been on the run since about 1985. The tunnel was originally passable over a length of about 30 m. Near its aft end was a shaft that had completely collapsed at a depth of about 15 m. The entire tunnel including the shaft is in Jura limestone and there were no signs underground that it had ever hit another rock formation. The tailings pile consists largely of the same rock, but isolated pieces of Werfen slate can also be found. Since no mineralized rock is found, it can be concluded that the adit did not reach the mineralization at all. 3.2. Lower Right Iron Ore Adit: The lower right vitriol tunnel, previously unknown in the specialist literature, was discovered during field inspections by F. Federspiel, H. Feichtinger and E. Ramsauer in the summer of 2016. This tunnel is about 70 m south-west of the lower left vitriol tunnel at an altitude of 1024 m. The extensive slag heap is a good 28 m long at the crown. It is made up of fine-grained heaps containing plenty of ore. The size of the heap indicates what is probably the most extensive mine workings in the entire area. From the foot of the heap, the ore path, which is still clearly visible in sections, leads to the former vitriol sud hut near the Matthias tunnel. 3.3. Medium Iron Ore - Adits: The middle iron ore tunnel is located at 1040 m above sea level in the lower part of the steeply rising ditch that begins in Eisenarz. Nothing remains of the tunnel mouth, but the Pinge and the heap are still clearly visible in the steeply sloping terrain. In addition to samples from the Hallstatt dolomite and the Werfen strata, numerous pieces with relatively rich galena mineralization can be found. This heap is the richest of the 4 tunnels. 3.4. Upper Iron Ore – Adit: The mouth of the upper Eisenerz - or Hütter - tunnel is at 1105 m above sea level and is very similar to a natural cave entrance. Only when you have crawled through the narrow entrance area do you come to a chamber-like extension, which still contains the remains of an old wooden structure. The ceiling height in the center of the hall is up to 3.5 m. On the side, a short tunnel leads past a rock pillar into a second chamber, which can also only be reached by crawling. The second working chamber runs parallel to the first chamber and is offset to the SE. A third mining area can be reached via a short, narrow gap. The approximately 4.5 m long and around 1.5 m high excavation chamber shows white sinter formations on the ceiling, which clearly stand out from the black rock coatings. The further continuation of the tunnel is likely to be closed by a breach. There are no longer any documents about the former extent of the tunnel. While the first and second chambers are in the dolomite, pinching between the dolomite and the Werfen slate can be seen in the third chamber. The 7.5 m long part of the tunnel, newly discovered by Horst Feichtinger in 2014, begins about 5 m behind the mouth hole area. With a width of 50 cm and a height of 90 cm, it runs in a straight line and evenly in the SE direction. Sintering and mineral efflorescence can be observed on the tunnel ceiling. There are numerous black chunks on the heap of this tunnel, which only turn out to be ore-bearing after they have been smashed. The manganese-rich, black coating is the result of centuries of weathering on the rock. The mineralization here also consists mainly of galena. 4. Vitriol - production and use: Vitriols are minerals that belong to the salts of sulfuric acid (sulphates). The white zinc vitriol, the green iron vitriol and the blue copper vitriol are the most important representatives of this mineral class. The term vitriol comes from Latin and is translated as "glass", based on the glass-like appearance of the crystals of vitriols. Vitriols occur as oxidation products of sulphide ores. They are obtained by capturing leachates containing vitriol or by leaching weathered, oxidized metal ores. Georgius Agricola describes the production of vitriol in his work "Of the 12 Books of Metallurgy" published in 1556. Sulfur pyrites were leached out with hot water, the vitriol precipitated out of the solution and the resulting vitriol sludge was heated in a boiling furnace to evaporate the residual moisture. Iron vitriol was primarily used to color leather, the so-called "blackening of leather". Iron vitriols were also used in fabric dyeing, for the production of dyes and ink, and as a disinfectant. The representatives of the medieval alchemists saw more than just minerals behind the vitriole. For the alchemists, vitriols were the outer philosopher's stone, with the help of which the transformation of seemingly worthless materials into precious metals such as gold and silver should be possible. Despite centuries of research, the alchemists did not succeed in producing gold and silver with the vitriols. Sources used: Anton Dicklberger "Systematic history of the salt pans in Upper Austria", Volume I, Ischl 1817, transcription by Thomas Nussbaumer, Weitra 2018 Ludwig Antes and Siegfried Lapp "On the mineralization on the Reinfalzalm", Leoben 1966 Othmar Schauberger "Historical mining in the Salzkammergut", communication of the Austrian consortium for prehistory and early history, vol. 24, Vienna 1973 Johann Steiner "The traveling companion through Upper Austrian Switzerland", Linz 1820, reprint Gmunden 1981 Alfred Pichler "Lipplesgrabenstollenhütte", State Association for Speleology, Linz 2003 Wilhelm Freh "The iron mining in the country above the Enns", Linz 1949 Erich Haslinger "Ore deposits in the Salzkammergut", Vienna 1962

11 The Lipplesgraben – tunnel Stud Name: "Obernberg - Stollen", original name as a new hill climb above the Mitterberg tunnel in the Perneck salt storage facility. "Lipplesgraben - Stollen", later name as locality designation. Struck: 1567 Length: 236 m Altitude: 1,001 m In 1567, under Emperor Maximilian II, the "Alte Steinberg tunnel" in the Steinberg camp and the "Obernberg tunnel" in the Perneck camp were struck. The Lipplesgraben tunnel, located at 1,001m above sea level, was the highest horizon on the Ischler Salzberg that led to the salt storage. A mountain survey in 1575 found the field site of the Obernberg tunnel in the Tauben and a trial dig sunk from the back of the head, also in very poor mountains. Nevertheless, it was decided to drive the main shaft a further 110 stakes (119.5 m) in the hope that salt would be found again, albeit in vain. In the Obernberg tunnel, later known as the Lippelsgraben tunnel, the Pernecker salt deposit was discovered only by chance. Since the tunnel was started at the outcrop of the Pernecker camp below the Reinfalzalm, only the mostly depleted Haselgebirge could be approached. In 1577, after 14 years of searching and yet nothing special could be found, the mining experts of the Salzamt decided to only design the test dig from the Neuhauser - Kehr im Lipplesgraben - tunnel to a construction and to drain the brine below, a new one Stollen, the Matthias – Stollen, open. Situation of the pumping pits in the Oberberg tunnel - building around 1600: A total of 5 waterworks; on the Neuhauser – bend of the St. Florian – , the Rettenbacher – and an unnamed burrow; on the main shaft of the Spiller - burrow and an unnamed burrow. The main shaft of the Lipplesgraben tunnel first went 128 bars (152.6m) through solid limestone, then 45 bars (53.6m) through barren, exhausted rock to reach the salt limit, where the Neuhauser bend was extended to the right. On the Neuhauser turn there was an old probation pit that was built to investigate the depths of the salt mountains, then the St. Florian - and Rettenbacher - construction and another, unnamed construction. The field location of the 95-stabel (113.2m) long Neuhauser Kehr was in stone and since a stretch of 39-stabel (46.5m) had already fallen, freshwater penetrated there. On the continuation of the main shaft there was the main quarry down the Archduke Matthias tunnel, because of the poor salt mountain 77 Stabel (92.0m) inwards the Spiller construction and another, unnamed construction, which were later undercut by the Archduke Matthias tunnel and have been prepared for discharge weirs. There was also an old test pit and a lettue weir at the site of the main shaft to prevent the inflow of fresh water. The length of the Lipplesgraben tunnel - main shaft from the mouth hole to the field site was initially 424 4/8 Stabel (506.0m); but since 199 ½ poles (237.8 m) had fallen back from the field site, 225 poles (268.2 m) were still open. The two burrows on the main shaft collapsed as well. There were also 4 trenches in the Lipplesgraben tunnel, namely three on the main shaft and one on the Neuhauser bend, namely the drainage trench from the "Lower Water Gallery", which was referred to as the "main treasurer Tusch - Schurf". In addition, there was a test dig from the main shaft and from the Neuhauser - Kehr to explore the salt mountains down to the Archduke Matthias - tunnel. In order to introduce the fresh water required for watering, the "Nieder Wasserstollen" was installed above the Lipplesgraben tunnel at 1,024m above sea level on the Rainfalz. The Nieder Wasserstollen was driven 75 Stabel (89.4m) long in the Tauben Mountains and was connected via a 31 Stabel (37.0m) long watering pit with the Neuhauser - Kehr located in the Lipplesgraben - adit. The fresh water was collected from a spring located above the drainage pit during the day and brought to this pit through vertical wooden pipes. Around 1654 the Lipplesgraben tunnel was almost completely drained. From this time on, the tunnel was only kept open to drain fresh water so that it could not cause any damage to the tunnels below. In 1739 the "middle water gallery" with lateral openings at the Rainfalz and the extension of the drainage system between the mountains were built. Although some water was built with this new tunnel, the hoped-for success was not achieved because the fresh water was still penetrating the Streubel and Seutzen weir in the Frauenholz tunnel. It was not until 1769 that the access to the water was successfully contained by the water digging in the Lipplesgraben tunnel. In 1769 Hofkammerrat Gigant found the surface water that had penetrated into the Frauenholz tunnel well summarized in the Lipplesgraben tunnel. To protect the salt storage against the sedimentation of rainwater, the daytime area at Rainfalz and between the mountains was criss-crossed by a dense network of drainage ditches and side channels, the constant good maintenance of which required great expense. In order to reduce this, the Verwesamt decided in 1795 to give up that part of the drainage system that ran over lettuce, i.e. water-impermeable ground, and where there was no fear of the ingress of surface water. Around 1820, the Lipplesgraben tunnel was kept open for ventilation and for the drainage of the fresh water that had been built in this tunnel by creating several water openings. Those connecting structures that had become superfluous after the drainage pipe was relocated in 1842 were left open. These included the "Niedere Wasserberg - Schachtricht" and the Wasserschurf (Niederer - water tunnel on Lipplesgraben - tunnel), the rear Lipplesgraben - and St. Johannes - tunnel, some stretches in Matthias - and Neuberg - tunnels as well as the Kößler - conversion in the Frauenholz - tunnel. In 1892, the Imperial and Royal Ministry of Finance approved the construction of a workers' accommodation hut made of stone masonry in place of the wooden hut that stood near the Lipplesgraben tunnel opened in 1567. The construction costs amounted to 934 fl 70 Kr. for the land plaque - insert no. 1023, KG Perneck, BP. No. 18 with a size of 32 m². Until 1950, the "Stone and wooden water channel on the Rainfalz and between the mountains" was repaired annually by the Ischl salt mine and the construction crew lived in the tunnel hut near the Lipplesgraben tunnel. On December 31, 1933, the Neuhauser - Kehr and the Wasseröffen in the Lipplesgraben tunnel were closed and shut down. Finally, on April 3, 1934, the proper sealing off of the abandoned Lipplesgraben tunnel was completed and approved in the course of a main inspection. 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 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 ThomasNussbaumer, as of 09/13/2016 Alfred Pichler "Lipplesgrabenstollenhütte", LFH Linz, 2003 Anton Dicklberger "Systematic history of the salt pans of Upper Austria", Volume I, Ischl 1807, transcription by Thomas Nussbaumer, as of 06.2018

Arschleder und Ledersprung Brauchtum Squire's dress and squire's garb: Clothing has always served people as protection against harmful environmental influences such as cold or wet, and in their respective design also for interpersonal communication. It has therefore developed very differently according to the climatic, individual and fashionable needs. Shoes and headgear, such as helmets, are considered clothing, but purely decorative items are not. The oldest remains of fabric from miners' clothing are known from the salt mines of Hallstatt and Dürrnberg near Hallein from the period from 1,600 BC. Christ. More than 700 fragments of flax, hemp, but above all wool fabrics and also fur and leather clothing were discovered in the Bronze Age pits. Although the fragments of fabric found are too small to provide information about the cut and the way it was worn, they do provide other essential information about Bronze Age textile craftsmanship. So high-quality sewing techniques and weaving patterns are documented. In addition to these revealing but fragmentary witnesses to mining clothing, a single piece has been preserved in its entirety. It is a cone-shaped leather or skin hat with strips of leather hanging from the crown. She was worn with the hair side inwards. Textiles were not only used as clothing or makeshift binding material in Bronze Age mines, but also for wound care. A bandage for a finger made of linen strips with plant remains to stop bleeding was found on the Dürrnberg. Fritz Gruber gives a good overview of the everyday clothing of early modern miners in his "Mining History of the Rauris Valley". In the 16th century, a squire wore a "Pfaid" (= "path", shirt), over it a skirt. This skirt originally reached to the knee like a smock, but later showed a clear tendency towards shorter and shorter versions. In the first third of the 16th century such open “mountain smocks” were at least sometimes still worn. It is not known whether underpants were used, but it can be assumed. Originally, a belt was worn under the skirt, to which the stockings were attached. Presumably, however, a strip of fabric was also attached to the belt, which covered the pubic area from below and was similar to a "bruoch" (= short trousers). The shirt was mostly linen, sometimes with a black collar. If the collar was set off and sewn out particularly beautifully, one spoke of a "Golter". The skirt in the cheap, simple form usually referred to as "Joppn" could occasionally have a lambskin lining. There was a version with wide or narrow sleeves, but there was also a version without sleeves. The trousers also underwent changes. Originally, the buttocks were covered by the so-called "bruoch" and for the legs there were two pieces of knitted stockings that were attached to the "bruoch" or, if they were not available, to a "trouser belt" (= trouser belt). As early as the early 16th century, the "bruoch" and leggings grew together into a single, undivided garment. Since the smock was probably quite short at that time, the idea of covering the male sex with a well-padded, capsule-shaped “braguette” (= codpiece) came up with the idea, as it had occasionally before. It is questionable whether the braguette belonged to the everyday clothing of the miners. For lansquenets, however, the "braguette" was part of the costume as a masculine attribute. Another aspect is important, namely the transformation of the old "Bruoch" into a particularly wide, bulbous, baggy "Puffhose" that reached down to the knees. The miners depicted in the Schwazer Bergbuch of 1556, for example, wear puffy trousers. The colorfulness of the trousers, which is particularly accentuated by the striped pattern, is striking. By the middle of the 18th century at the latest, the old leggings - similar leg warmers - gradually shrank to normal knee socks and puffy trousers to knee breeches. Interesting is the fact that the miners in the Rauris valley were allowed to wear trousers by decree for their loyalty to the Salzburg archbishop in the peasant wars of 1526, after the end of the turmoil of war. The rebellious farmers were still forbidden from doing this, they were not allowed to take off their old coats. All in all, the colors were lost in the later centuries and the natural gray should have determined the work clothes, apart from the "ass leather", which was black at all times. It was an approximately triangular cut leather patch that was worn on the buttocks. This made sense, since a miner had to protect himself against the damp, especially against damp, often clay-covered tunnel walls, not only when walking through narrow loops that were often not much more than 30 - 40 cm wide, but of course also when sitting . Incidentally, the ass leather could also be worn as belly leather, this was done by the mountain blacksmiths, for whom the nature of their work meant protecting the sensitive front. In a broader sense, of course, shoes also belonged to clothing. The old Bundschuhe only rarely appear in the estate inventories, but always "a cut pair of shoes", these initially without their own soles. If you want to look at it that way, these shoes were actually a kind of leather bag. It can be assumed that the "pit shoes" already had a sole, initially perhaps made of wood, later made of hard leather. Of course, the latter made them quite expensive. A "berett" made of cloth or "rough" (= fur, fur) served as headgear. The beret was a cap-like headgear that was more likely to belong to holiday garb and was not commonly worn until the 18th century. For bad weather, some afforded a dirty, light-grey “weather coat”. It didn't take long to clean the clothes. A contemporary report from Rauris around 1610 says that some people stink so much "that you have to flee the church because you faint." In addition to everyday clothing, the miners' costume was very important for identifying with the miners' class. For the entire Alpine region, the "white" (or "Maximilian") miner's costume is considered "historical" miner's clothing, the essential components of which are a light "mountain smock" reaching to the thigh, the hood either connected to it or at least to a neck and shoulder protector ("Gugl") and the Bergleder ("Arschleder") are. When miners represent their status, contemporary pictorial evidence shows them uniformly in white mountain smocks, with a hood and mountain leather, but mostly also with "mallets and irons" as attributes. It can be assumed, however, that only a very small percentage of those employed in mining bought this status clothing, most likely still members of the middle class among the miners: hat people, feudal workers and small trades. Uniform clothing at the expense of the mining operator is also unthinkable before the 18th century. Their clothing at work was not that uniform, but representations of working miners show a lot of agreement in essential parts: the preference for light colors for better visibility in the dark of the workplace, the hood that protects the head and neck, and the butt leather as protection with the often mallet work to be performed while sitting. However, the everyday and, above all, festive clothing of the miners, or the small number of those who could afford to dress, followed the changes in fashion as far as the applicable dress code allowed. Anyone who counted among the mining operators, the trades, was also allowed to wear the clothing reserved for merchants, townspeople and patricians. They dressed in magnificent robes of silk and cloth, wore pristine white ruffs, embroidered doublets, waistcoats or velvet jackets and short skirts and coats lined with fur. A beret worn on the head was considered a sign of status. According to the imperial dress code, berets were not allowed to be worn by farmers, commoners and craftsmen. The black miners' costume was introduced towards the end of the 18th century. It is attributed to the influence of the official clothing of the mining officials who were trained at the mining schools and academies and felt like "mining officers". The official attire, for its part, was based on models from Saxony from the beginning of the 18th century. The example of the Saxon "mining officers" with precisely prescribed uniforms for the individual ranks influenced Austrian mining, as photographic evidence shows, even before the first mining academy was founded in Schemnitz in 1771. However, pressure from the authorities to ensure a festive and representative setting for visits and transits by members of the imperial family certainly had the greatest influence on the implementation of uniform dark festive clothing. The mountain festival held in 1864 at the Ludovika tunnel in honor of the visit of the queens of Prussia and Saxony can serve as an example. Contemporary engravings show the miners' detachments with black kalpaks and plumes, black mountain smocks and trousers, and ass leathers. On April 20, 1850, after the events of the revolution in 1848, a regulation on mountain uniforms for mining state officials was issued for disciplining purposes. This regulation regulated the design of the mountain uniform down to the last detail as well as the general conditions of who had to wear it and when. The development of the miners' deed was completed in 1871 with the somewhat relaxed uniform regulations for miners and people working in the mines, to which the miner's smock, which is still worn today, goes back. The black mountain smock, which is still common today, has 3 rows of brass buttons on which the mining sign "Schlägel und Eisen" is shown. Furthermore, shoulder straps with the mining symbol are attached to the mountain smock. A white shirt with a black bow tie or tie, black trousers and a black shaft cap, a kind of beret, which also bears the mining symbols, are worn with the mountain smock. Some symbolic components of the mountain smock are worth mentioning: The 29 buttons of the smock are dedicated to the 29 years of St. Attributed to Barbara, the patron saint of miners. The golden buttons are supposed to symbolize the sun and the black cloth the color of the night in which the underground work is to be carried out. The miners' working clothes mostly consisted of discarded everyday clothes. Depictions from the Schwaz mining area show miners who, depending on their profession, wear worn and patched, colorfully assembled clothing. People often worked barefoot or with simple clogs. The Gugl was the only headgear. Protective clothing as we know it today has only existed since the second half of the 20th century. An essential part of modern mining clothing is the protective helmet. For thousands of years, helmets were worn primarily to protect against weapon damage. In the course of technological progress and the increasing number of special requirements, the first forerunners of modern protective helmets emerged in the middle of the 18th century. Originally made of leather or felt, these offered little protection. Moss caps made of felt have been worn in the Harz mining industry since the 18th century. They protected the miner from small rock falls and bumping against the ridges during his work. Moss caps were made from a hard green felt , but there are also said to have been "crocheted" versions. They were cylindrical, conical or dome-shaped. At the beginning of the 19th century, the first pit helmets were made of leather. They also offered only limited protection during underground work. Only with the development of plastics in the middle of the 20th century could the wearing comfort, the service life and above all the protective effect of the helmets be significantly improved. The color of the helmet also showed the profession or position of a miner. White helmets were reserved for supervisors such as foremen or overseers, blue helmets were worn by locksmiths, red helmets by electricians and yellow helmets by houseworkers. Modern mining protective clothing consists of overalls with reflective protective strips, safety shoes with steel toecaps, protective gloves, a protective helmet with integrated earmuffs and lamp holder, protective goggles, dust mask and a CO2 filter self-rescuer. Sources used: "Mining - everyday life and identity of the Dürrnberger - miners and Halleiner - saltworks workers", Salzburg contributions to folklore, Salzburg, 1998 Alois Fellner "Mining Dictionary", Vienna, 1999 Fritz Gruber "The Rauris Valley - Gold and Silver, Mining History", Rauris, 2004 Günther Biermann "Living conditions of the miners" in "Grubenhunt und Ofensau", Klagenfurt, 1995 German Mining Museum "Uphill - Downhill, 10 000 years of mining in the Eastern Alps”, Bochum 2015 Anton Kern "Salt - Reich 7000 Years Hallstatt", NHM Vienna, Vienna, 2008

Tiefbohrung in Goisern Deep drilling in Goisern

Interessengemeinschaft Mitterbergstollen IGM IGM - I nteresseng emeinschaft M itterbergstollen 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

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.

watering:

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).

glow

mine lining Mine development Saline Austria currently

Signs of miners The world of miners is rich in signs and symbols. Mining Sign “Mallet and Iron” The symbol of mining par excellence is the crossed mining sign made up of mallet and iron. The chisel is a one-sided pointed iron wedge for chipping off the rock. The mallet is a heavy hand mallet. The squire's left hand held the iron, its point was set against the mining site and driven in with the mallet held by the right hand. When the work was done, the squire put the iron down with the tip pointing to the right. Above that came the mallet crossed to the left. The teeth thus discarded were a symbol for the face being cut. Until the introduction of blasting in the 17th and 18th centuries, mallets and irons were the miner's most important tools. Mallets and irons have been used as symbols for mines since the 14th century. Miner's greeting "Glück Auf" Although the miners' language dates back to the Middle Ages, the miners' greeting "Glück Auf" first emerged in the 17th century. Its roots are probably in the wish "Luck is opening up to you!". Ore veins should open up so that the miner is granted a rich mountain blessing. The much older form of the miner's greeting "God give!" has been preserved in Carinthian ore mining to this day. Miner's costume “mountain smock” The miner's costume has always been important for the miners' self-portrayal on festive days. The miners' oldest uniform, the white or Maximilian costume, has its origins in the working clothes of medieval miners. It consisted of a light-colored mountain smock with a hood that reached down to the thighs and the ass leather tied around it. Light, non-dyed fabrics were cheaper and more visible in the dark of the tunnels. The hood served as protection for the head and shoulders. The butt leather protected against moisture when playing the drumsticks, which often had to be done while sitting. The introduction of today's black miner's costume dates back to the end of the 18th century. This costume was prescribed by decree by the imperial family for the mountain officials. The reasons for this are likely to have been fashion considerations as well as disciplining measures. The miner's costume, which is common today, has 3 rows of brass buttons on which the mining sign "Schlägel und Eisen" is shown. Furthermore, shoulder straps with the mining symbol are attached to the mountain smock. Some symbolic components are very important: the 29 buttons of the smock are dedicated to the 29 years of St. Attributed to Barbara, the patron saint of miners. The golden buttons are supposed to symbolize the sun and the black cloth the color of the night, i.e. underground work. The mountain smock is worn on festive occasions such as mountain parades, Barbara celebrations as well as weddings or other anniversaries. But also on sad occasions such as funerals. The mountain smock accompanies its owner from the test of courage of the leather jump to the last trip to the pit in the cemetery. Ass leather and leather jump The mountain or butt leather, also known as leather for short, is an important item of clothing for miners and is associated with a great deal of symbolism. It is cut out of a piece of black calfskin in a semicircle and sewn to a belt. The belt has a clasp decorated with a mallet and iron. At first glance, the ass leather looks like a leather apron that is a bit too short. Aprons are part of many old craft costumes. Blacksmiths, carpenters, gardeners, cooks and winegrowers wear them. Of course, aprons are also part of the basic equipment of every good housewife. And yet the miner's apron is something very special! It has been the only apron that has been worn backwards for 500 years now. And we miners are even proud of that! The reason for this is that, in the past, miners often had to do their work sitting on the wet rock for hours. The leather was a protection against wet and cold. When entering the miners' ranks, the start-up leather was awarded as a sign of belonging. Every miner had to take good care of this leather, it was a kind of membership confirmation that brought many advantages of the status. If a miner committed dishonorable acts, he was expelled from the Knappschaft. His leather was tied off and he was chased away in disgrace. So to untie someone's ass leather was to declare them forfeited. An ass leather attached to a long pole was considered a sign of rebellion in earlier times. When it was carried forward by a mob of grim-faced miners, it did not bode well for the trades or miners. Everyone shuddered at the sight! Because miners like to adorn themselves, there used to be a separate butt leather with the appropriate fashionable accessories for each class of miners. The higher the rank, the richer and larger the leather. At the head of the miners were the trades as owners and the miners as the highest-ranking officials. The leather of these honorable gentlemen was lined with brightly colored silk and decorated with a wide gold border at the edge. The middle classes, which today would include managers and foremen, had to make do with unlined leather, which was only decorated with a silver cord. All other members of the Knappschaft were left behind in the truest sense of the word. They were only allowed to wear the plain black leather without any ornaments. Higher level miners commonly had at least 3 different butt leathers in their wardrobe: The somewhat more decorative start-up leather, which was awarded at the beginning of the miner's life, the simpler everyday leather for everyday use and, as a highlight, the parade leather equipped with all the fashionable chicanes. It is hardly known that the ass leather was also used as a kind of musical instrument. Mountain musicians in Saxony rolled up the leather and blew firmly into it. The range of tones reportedly ranged from the roar of a deer to the fart of a deserving miner. But now back to a much more serious meaning of leather. The ass leather was part of important legal acts. In the past, mining authorization was granted as part of the so-called inheritance survey. This legal act expired as follows: The mining officials came to the newly found ore vein on horseback in miners' festive costumes. The trades also came in festive costume, but with a carriage. The rest of the hill tribe, the common miners, had to walk to the new mine. Everyone lined up in a circle around the newly found outcrop. Mine officials had to measure the thickness of the vein and use that to determine the survey or rental fee. Up to this point, today's negotiations with an on-site inspection would not have gone much differently. Only the mining captain and the managing director would no longer travel on horseback, but in a befitting petrol carriage. The common mountain people would of course appear on site with much smaller petrol carriages. But earlier, when paying the survey fee, something quite unexpected happened to us: All miners present stood in a circle and the miner placed his ass leather in the middle of the circle. The trades were sentenced to pay the award fee by means of a quick verbal decision. The tradesman immediately had to pay the required amount in the form of coins on the ass leather in the middle. And now comes the unbelievable: The miner took some of the coins and tossed them to the miners present. Then the mining official took a few more handfuls of coins and invited the entire assembly to a measuring meal followed by a feast. Only the money that was left was delivered to the state authorities by the mining authorities. This form of negotiation should be reintroduced as soon as possible. This ensures that everyone involved goes home happy with full pockets and bellies after the legal act has been completed. Unfortunately, there are no such efforts to be found in the current mining or commercial law! In the course of the measurement meal, a kind of decision was also issued. The ass leather, on which the money was previously placed, was cut up by the mining captain. Everyone present immediately received a piece as a sign of participation in the award ceremony. It's that easy to solve our current problems with complicated postal routes, long processing times and high stamp fees. In earlier times, a successful mining company was not characterized by folders full of valid or less valid notices, but by a sack with as many pieces of ass leather as possible. For the miners, it is still a great honor and distinction to be able to jump over such a historical, but also misjudged piece of clothing at the leather jump! The leather jump The leather jump is undoubtedly the celebratory highlight of every Barbara celebration. Perhaps one of you has already seen the butcher's jump at Salzburg's Residenzplatz. After a public pledge to their profession, the newly minted butcher journeymen jump into a water-filled vat. This symbolically washes them clean of the sins of the apprenticeship. They then demonstrate courage and strength by waving the guild flag, which weighs more than 60 kg. Our valued Ledersprung also originates from this tradition of medieval guilds. Its roots probably lie in the Saxon Ore Mountains. The form of the leather jump that is common today came to Austria in 1848 from Schemnitz in the Czech Republic. In the course of the unrest at the time, the German-speaking mining professors and their students had to leave the Bergakademie Schemnitz. At the invitation of Peter Tuner, they were admitted to the mining school in Vordernberg near Leoben. The mining customs they brought with them, such as the leather jump, but also their black mountain smocks, quickly spread to all Austrian mining areas. How does a traditional leather jump work? The leather jump can be roughly divided into 3 sections: Namely in questioning the candidate, in emptying the glass and finally in jumping over the leather. The questioning of name, origin and status is a public declaration of your homeland and profession. The following sayings are usually more original than meant seriously. Emptying the glass is intended to express the new miner's zest for life. Of course, the "Ex" before the jump can be emphatically demanded by the audience. After all, the jump over the leather is the core of the ritual: It symbolizes courageous entry into the new state, which can entail great dangers. The jump means courage. With both feet at the same time, one jumps into the new, freely chosen position, which does not tolerate stumbling, but does require rapid determination and energy. The miners of all social levels see themselves as a community of destiny. This is expressed by the fact that the oldest present miner as well as the highest ranking official hold the leather for the jump. Where are leather jumps still celebrated today in the old mining tradition? In the traditional, active mining operations, of course. After successfully passing the hewer's test, the candidate with the leather jump is officially accepted into the miner's rank. Large leather jumps take place annually at mining universities such as Leoben, Clausthal, Freiberg, Krakow, Miskolc or Laibach. Every young student is invited to the leather jump. After passing the exam and having a merry party, he has the right to wear his mountain smock with pride as a young miner. The leather jump is an important event in student life that we look back on fondly. And therein lies a certain obligation for us miners. In our active professional life, we should also give this joy to young colleagues! Another area in which leather jumps are still actively held is that of miners' and traditional clubs. In these associations, classic miners, representatives of institutions and companies meet with people who are interested in mining for a wide variety of reasons and who openly support mining. In addition to maintaining friendship and sociability, an intensive exchange of experiences and mutual appreciation in club life are considered particularly important. Of course, leather jumps are an important, connecting element! But we must not forget one thing: The leather jump is and remains a mining tradition, namely ours! Under no circumstances must it degenerate into an empty, folkloric event! A home evening with Hansi Hinterseer songs is definitely something else!!!