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Salzkammergut Salzbergbau Sozialgeschichte Altersversorgung Social affairs – pension scheme: The second Reformation Dragonfly of 1563 contains information about the old age pension of the employees of the salt works for the first time. The commissions (pensions) were quite good for the time and amounted to around 2/3 of the normal wages for masters and workers and half the salary of the deceased man for widows. The Salinenspital in Hallstatt was also well endowed, in which the members of the Salinen from Ischl were admitted in the case of weakness, old age, frailty and illness. It had a secure annual income of 898 guilders, which was made up of foundation funds from Maximilian I and salt dedications. In the Salinenspital Hallstatt not only poor, sick and old members of the salt industry in the Kammergut found accommodation and food, up to 50 people in need of care not working in the salt industry were also supported with benefices and financial aid. The exercise of religious duties was strictly regulated in the Salinenspital; the beneficiaries (pensioners) had to attend the daily mass and include requests for the emperor and the imperial house in their prayers. The hospital manager had to encourage the residents to pray, also make sure that they take communion several times and "that they, as true believers in Christ, always stand in the fear of God". The beneficiaries were not badly fed, they received a pound of beef and 2 pounds of bread every meat day, and a pint of wine on holidays and communion day; they also received 2 pairs of shoes every year and a “dress” every two years. Up until the middle of the 16th century, salt workers in old age were only dependent on care in the Salinenspital in Hallstatt; they only received a commission (grace pension) from princely funds after the second Reformation Libel from 1563. Around 1593, the commission of a dismissed worker was 15 to 30 kreuzers a week, but many were only dealt with with a one-off gift of 10 to 12 guilders and otherwise referred to the hospital catering. The amount of all gifts was based on wages, length of service and behavior. This practice continued into the 17th century, since commissions remained mere pleas for clemency and were not bound to any specific amount. The low old-age pension, which for widows was only half of the husband’s commission, was hardly sufficient to prolong bare life in times of rising prices, which is why the Hofkammer then gave particularly needy workers and their widows, in addition to the commission, one-off grace payments of varying amounts as emergency help approved. The workers in the private service of finishers, master woodworkers and shipwrights were excluded from commissions. Persons outside the right to supply could be granted support by the Salzamt as a mercy in the case of particular need and worthiness. The old-age pension due to the workers directly employed by the Salt Office had, under certain conditions, almost become a gamble. Above all, the worker applying for the commission had to be permanently unable to work according to the determination of the saline physician and his official behavior had not given cause for complaint. However, the commission could also be refused for other reasons. In 1751, the Salzamtmann Sternbach withdrew a worker's commission "because of the respect that the officials were not shown by not removing their hat". Even in 1792, the servants did not yet have an undisputed right to the commission. At that time, the Court Chamber declared commissions in the amount of the last active salary "as a supreme grace, which not only presupposes a long period of service but, what is most important, good and useful service and therefore excellent merits". Every three months there were presentations of the commissioners, including those who had completed their 40th year of service and were entitled to full wages as commission, in which case the Chamber Gutsphysicus had to examine them to see whether they were actually capable of no work, even light work. According to the resolution of February 8, 1770, the entitlement to commission began after 8 years of service, counted from the age of 15, and reached full wages as a maximum with the 40th year of service. Workers who were unable to work before their 8th year of service generally only received severance pay equal to one year's wages. However, when they left work, the provisionists also lost their claim to the farm grain. It was therefore not uncommon, and was even encouraged by the Hofkammer for reasons of economy, for workers to remain in the plant after their 40th year of service as “semi-jubilees” and then had to do lighter tasks for the earlier wages. The commissions of widows and orphans were almost always paid out with an increase, because the extremely low commission contributions would not have been enough to support them. Either the Hofkammer approved an increase in the normal commission, or they added a weekly alms to it. Fatherless orphans also received a weekly commission and often a quarterly allowance. The reference ended at the age of 12, from 1800 onwards at the age of 14. Illegitimate children only acquired the ability to receive a commission through the subsequent marriage of their parents, otherwise the manorial system had to take care of them. For the jubilee (retirement), the court chamber demanded proof of medical incapacity to work by means of a certificate, which had to be signed by the responsible doctor as well as by the district physician. 40 years of service were not enough for the court chamber to celebrate. The reasons for the inability to work were often cited by the doctors at the salt works as nonsense, but also weakness of nerves, paralysis, deafness, pulmonary addiction, epilepsy, goiter, crippling and scrofula (glandular disease). The frightening frequency of these physical defects was a consequence of rather alarming signs of degeneration. Most of these were certainly the aftermath of the famine years of the French era. In addition, the inappropriate and poorly varied diet and the seclusion of the chamber estate, which led to inbreeding, were also to blame. Cretinism, which was particularly widespread in Hallstatt, only disappeared at the end of the 19th century. Malicious gossips once claimed that the construction of the railway in the 1970s, which brought many strangers to the country, had had a positive effect on the next generation. Provisionists between the ages of 60 and 65, whom the Physician found suitable for lighter work, were obliged to work 1 to 3 shifts a week for free in the 13th to 39th quarter, i.e. 1 to 3 shifts a week and to do road work, shoveling snow, sand extraction, light wood production, cleaning the work gear, Geimeln (house caretaker in the miner's house) and other work. Because of the low value of the provisionist work, the unwillingness with which it was done and the cumbersome supervision by the administrative offices, the ministry abolished the jubilee shifts again in 1849 without replacement. The basis for calculating weekly commissions dates back to 1768. Of course, commissions of such small magnitude were no longer sufficient in the 19th century, but the court chamber nevertheless stuck to the system and, as with wages, made do with provisional measures, Cost-of-living grants and quarterly grants. A widow became entitled to the normal commission only after her husband had served eight years. If her husband had died earlier, she was only entitled to a one-time severance payment equal to his last quarterly salary. Only if the worker had a fatal accident before reaching the eighth year of service did the Hofkammer grant the widow a simple commission. As a result of the state bankruptcy in 1811, the Salinenspital in Hallstatt had lost almost all of its assets invested in securities and then no longer had the means to fulfill its obligations. However, through the greatest reduction in expenditure and the support of the Court Chamber, it was gradually able to recover to the point where it was able to provide for the statutory number of beneficiaries and cover the operating costs. In 1847 the hospital's assets were already so strong that the full number of 24 beneficiaries could be fed and 39 orphans could receive educational grants and 95 cases of support totaling 1,300 guilders. Like the Salinenspital in Hallstatt, the Holy Spirit Hospital in Aussee served to house and feed poor, veteran imperial workers, their widows and orphans, for which purpose it received 800 guilders a year from the Salt Office. In 1815, 15 beneficiaries lived in the hospital. The benefactor's house (poor house) in Ischl was not a princely institution, but the property of the market community, but had the obligation to accommodate eight employees of the salt works and, moreover, to keep two rooms available at all times to accommodate seriously ill workers. In 1844, the municipality intended to vacate the prebendary's house, which was located between the post office and the theatre, i.e. in the liveliest and most frequented area of the seaside resort, and to create a replacement building in a quieter area. The postmaster Franz Koch agreed to buy a building plot in the east of the market square in exchange for the old prebendary house and to build the new prebendary house on it at his own expense. Sources used: Carl Schraml "The Upper Austrian salt works from the beginning of the 16th to the middle of the 18th century", Vienna 1932 Carl Schraml "The Upper Austrian Salt Works from 1750 to the time after the French Wars", Vienna 1934 Carl Schraml "The Upper Austrian Salt Works from 1818 to the end of the Salt Office in 1850", Vienna 1936 Ischl home club "Bad Ischl home book 2004", Bad Ischl 2004 "Mining - everyday life and identity of the Dürrnberg miners and Hallein saltworks workers", Salzburg contributions to folklore, Salzburg, 1998

saline

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).

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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!!!

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