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

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

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Salzkammergut Salzbergbau Aus‐ und Vorrichtung

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.

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

19 The Steinberg saw

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).

Werde Mitglied beim Erhaltungsverein Bergsäge Werde Mitglied beim Erhaltungsverein Bergsäge Online-Anmeldung zum Erhaltungsverein Bergsäge Maria Theresia Stollen Name* Titel Beruf oder ehem. Beruf Anschrift* Postleitzahl* Ort* Land* Geburtsdatum Day Month Year Telefonnummer E-Mail-Adresse* Auswahl Mitglied: Mitglied* ordentliches Mitglied Jahresbeitrag 20 € Förderer Jahresbeitrag 100 € Juristische Personen/Firmen Jahresbeitrag 250 € Alle Angaben werden vertraulich behandelt und nur vereinsintern für die Mitgliederverwaltung verwendet. * Beitrittserklärung einreichen Vereinsvorstand: Obmann Johann Kranabitl Obmann Stellvertreter Horst Feichtinger Kassier Rudolf Kranabitl Kassier Stellvertreter Johannes Putz Schriftführung Maria Sams Schriftführung Stellvertreter Cordula Scherngell Details zum Verein: Anschrift: Erhaltungsverein Bergsäge Maria Theresia Stollen Staufenweg 67 5400 Hallein Tel.: +43 664 73118978 E-Mail: kranabitl@aon.at ZVR - Zahl: 1769469137 Bankverbindung: Sparkasse Bad Ischl IBAN: AT14 2031 4055 0006 0693 Statuten des Verein

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

The mountain saw at the old Maria Theresia Berghaus on the Ischler Salzberg: A saw was of great importance for every salt mine operation, since the mine operation required large quantities of "Ladwerk" (thick boards) for the expansion and the brine production. Therefore there was at least one, but usually several saws at each salt mine, which is why they were also among the oldest systems of the respective salt mine. Three saws are known on the Salzberg in Ischl: as the oldest, the Steinberg saw with the "Schafferklause", the Grabenbach - or Graben - saw built near the Ludovika tunnel and a third, from 1867, at the old Maria Theresia Berghaus. The following report will mainly deal with the latter saw, also known as the mountain saw, since the other saws and the associated Klaus systems were already dealt with in detail in the 2012 article by Franz Federspiel "News from the old Ischler Salzberg". Situation of the mountain saws on the Ischler Salzberg in the 18th century: Originally there were two plank saws on the Ischler Salzberg, the one on the Steinberg and the Graben saw below the Ludovika tunnel. The Steinberg saw was probably built immediately after 1563 with the start of salt mining in the Steinberg district. According to a note in Dicklberger's "Salinen - Geschichte" (volume 1, p. 388), the Steinberg saw existed before 1586. Figure 1: Steinberg - saw, conversion plan, 1842, archive Salinen Austria Figure 2: Steinberg - saw, ground plan, conversion plan, around 1845, archive Salinen Austria Due to the concentration of salt mining on the Pernecker salt storage and the associated deepening of the mining tunnels, the ditch - saw at the Ludovika - Berghaus was built. The exact date of construction of this saw, which was probably built around 1700, could not be found in the files. The first known documentary reference from September 25, 1769 provides information that the ditch saw and the associated hermitage were rebuilt after a fire at the estimated cost of 292 fl 52 kr. In the course of the conversion, a new storage hut was built along the entire length of the hermitage to store the saw cuts. The Graben - saw along with the associated hermitage had completely decayed again in 1816 and was rebuilt in the three following years. In 1839 the woodwork of the hermitage was rotten again, and the water wheel and the river also needed replacing. Figure 3: Ludovika Berghaus, site plan with ditch – saw, 1839, Archiv Salinen Austria Because of the high repair costs to be expected, in 1839 the Ischl mining operations manager at the time, Franz v. Schwind to leave the Graben saw at all and instead expand the Steinberg saw to make it more efficient. When converting the Steinberg saw, Schwind succeeded in increasing sawn timber production fourfold compared to the previous ones by using an overshot water wheel and a belt transmission in the gearbox, the first saw drive of this type in the monarchy. As a result, the sawn timber requirement of the entire Ischler Salzberg could be satisfied by the sole operation of the Steinberg saw. Figure 4: Steinberg - saw, design of an overshot water wheel, 1840, archive Salinen Austria The operation of the ditch saw should only have continued on a smaller scale, since the cost of bringing the cut goods from the Steinberg saw to the Pernecker tunnels via a specially created goods route was very expensive. For this purpose, Schwind replaced the desolate Grabenbach hermitage with a wooden weir in 1839. After the Graben saw burned down again in 1856, it was finally abandoned. Figure 5: Trench - saw with Ludovika Berghaus, 1838, Archiv Salinen Austria Figure 6: Connecting route Steinberg - saw to Graben - saw, 1838, Archiv Salinen Austria Figure 7: Ludovika Berghaus, site plan after digging – sawing, 1859, Archiv Salinen Austria Transfer of the Steinberg saw to the old Maria Theresia Berghaus: After the new Steinberg tunnel was shut down as the last tunnel in the Steinberg district in 1775, the Steinberg saw only produced for the Pernecker tunnel, which was much further down in the valley. After the final closure of the Grabenbach saw in 1856, the entire sawn timber requirement had to be laboriously transported from the Steinberg saw down into the valley. For this reason, the plan was made around 1865 to move the Steinberg saw closer to the Pernecker tunnels. Various installation sites were tested: at the Grabenbach at the confluence of the Gaisbach opposite the Josef tunnel and directly at the Sulzbach or, connected to the Sulzbach via a river, at the old Maria Theresia Berghaus. Figure 8: Project transfer Steinberg - saw to the Josef tunnel, around 1865, archive Salinen Austria In view of the focus of the advance in the Empress Maria Theresia tunnel and the short transport routes, the decision was made to transfer the saw to the old Maria Theresia Berghaus. The transfer of the Steinberg saw to the new location took place in 1867. By using the old saw drive and parts of the old saw building, the costs were kept low at a total of 669 fl 81½ kr. Figure 9: Transfer Steinberg - saw to the old Maria Theresia Berghaus, 1865, Archiv Salinen Austria Figure 10: Transfer Steinberg - saw to the old Maria Theresia Berghaus, 1865, Archiv Salinen Austria Figure 11: Transfer Steinberg - saw to the old Maria Theresia Berghaus, 1866, Archiv Salinen Austria Description of the gear mechanism of the plank saw: With the report prepared by Franz Kreuzhuber, manipulation pupil Ite class, on March 14, 1868, there is a precise, contemporary description of the historical saw drive: "Where there is great hydroelectric power, undershot water wheels of 2 to 3 feet in diameter and 5 to 6 feet wide are usually used to operate the board saws. Here an overshot water wheel with a diameter of 12 feet and transmission is put into operation. A cog wheel of 6 feet diameter fastened to the base of the water wheel sets a driving wheel and with it a pulley of 6 feet diameter, - this by means of belts a second pulley of 1 ½ feet diameter, with it a wooden flywheel of 6 feet diameter and at the same time an iron winch in motion, whose arm carries a rod connected to the sag container /: Saggatern :/ in its circumference, which pushes the same up and down in a vertical guide. The Saggatern is assembled from 4 pieces of wood in the form of a door frame, to the short pieces of which the Sagblatt is screwed. Since the saw always makes its movement in the same place, a device is necessary for advancing the object to be cut in proportion to the power of the saw. This device /: Sagwagen :/ is a twenty-seven foot long frame movable on a horizontal slide and fitted with small rollers for ease of movement. To move it forward, the sagger carries a 7-foot-long horizontal rod on the lower crossbar, the end of which is fastened in a shaft Rings with indentations /: Thrust ring :/ gives an impact to the surrounding wheel of 3 ½ feet in diameter and as a result rotates the same slowly. During the retraction of the former, a second bar holds the thrust ring against slippage. The wheel, which is attached to the iron base of the thrust ring and is similar to the drive wheel, pushes the sag wagon through the combs attached to it along the entire length according to the power of the saw. A second overshot water wheel, 6 feet in diameter, is used to move the sag wagon backwards to its previous position, the shaft of which winds around a rope which runs over a small pulley attached to the end of the track and is attached to the sag wagon. As the sag wagon moves forward, it unwinds the rope from the shaft again.” In the following plan, the original work of the Steinberg saw is shown as it is described in the report by Franz Kreuzhuber in 1868 during the transfer. Only the second, smaller water wheel for moving the sag wagon backwards was added at the new location at the old Maria Theresia Berghaus. Figure 12: Gear mechanism of the Steinberg saw, 1857, archive Salinen Austria Saw - Fluder: After the transfer, the service water for the saw was no longer fed through a hermitage, but through a small cushion in the Sulzbach. The "Schmiedenfluder" from the Sulzbach, which has existed since about 1825, could be used for this purpose. This river had to be built for the operation of the mountain forge, since from 1825 larger amounts of water were diverted from the Grabenbach via the water scour into the Elisabeth tunnel in order to be able to provide the service water required for the Laistauss flooding in the Maria Theresia tunnel. The amount of residual water in the Grabenbach was often too low for the operation of the forge at the Maria Theresia tunnel. The river was designed as an open wooden channel made from cut posts, 72 m long and 0.6 m wide. As early as 1881, the river, which had been renewed in 1867, had to be removed due to damage and a new river channel including water catch and wheel hut had to be installed at a cost of 719 fl 81 kr. to be erected. Further repairs of this kind on the fluder were necessary in 1891, 1905 and 1933. Figure 13: Saw - fluder, 1904, archive Salinen Austria Performance of the two saw - water wheels: The overshot water wheel for driving the gang saw had a diameter of 3.7 m and a width of 1.0 m, depending on the water pressure, an output of 4 - 5 hp; the also overshot water wheel ("mold wheel") for reversing the saw carriage with 1.7 m diameter and 0.75 m width 1 - 2 HP. Figure 14: Saw - water wheels, 1866, Archiv Salinen Austria Figure 15: Mountain saw with old Maria Theresia mountain house, around 1930, Kranabitl archive Figure 16: Mountain saw at the old Maria Theresia Berghaus (upper left edge of the picture), around 1930, Archiv Salinen Austria Modification of the mountain saw's gearbox: In 1879, a circular saw was installed in the firewood store next to the mountain saw to cut the firewood better. This circular saw could be operated directly from the saw by means of a transmission transmission. In 1893 the gearbox of the mountain saw had to be repaired because it was defective. The complex maintenance of the saw fluder and the water wheels as well as the low performance of the mountain saw caused the management to convert this saw to electric operation in 1950. For this purpose, a stationary electric motor with 750 rpm was installed. From the 325mm diameter drive wheel of the electric motor, a belt led to a 1550mm diameter pulley on the main shaft. A second belt drive was placed on the main shaft on the stream side, which connected a belt wheel with a diameter of 900 mm on the main shaft to a belt wheel with a diameter of 730 mm on the water wheel shaft to move the saw gate. Another belt drive on the uphill side enabled the forward and backward movement of the saw carriage by means of a chain. Figure 17: Conversion of the plank saw to electric operation, 1951, Archiv Salinen Austria In the course of the electrification of the saw drive, a side saw was also installed. For this purpose, the sawing building had to be structurally extended. Figure 18: Installation of the board saw, project 1949, archive Salinen Austria Figure 19: Erection of the Ladwerkstadel, 1951, archive Salinen Austria Closure of the sawmill: The mountain saw at the old Maria Theresia Berghaus remained in operation until the mid-1980s. Since the migration of the mining industry from Perneck to the new site at the Kaiser Franz Josef Erbstollen in Lauffen in 1989, the saw building has been empty. Figure 20: Last shift arrival from Perneck, June 29, 1989, archive Salinen Austria Figure 21: Mountain saw after the cessation of operations, 1991, Kranabitl archive Figure 22: Old Maria Theresia Berghaus with a mule saw in the background, 1991, Kranabitl archive Mountain saw revitalization: In the summer of 2020, the Mitterbergstollen interest group (IGM) set itself the goal of preserving and opening up the mountain saw as part of guided tours along the Viasalis circular route. The historic sawmill is well-preserved and, as a unique technical monument that is otherwise rarely found in the Salzkammergut, is particularly worthy of protection. The main elements of the saw gear, which dates back to 1847 and is made of wooden gears, have been preserved to this day. In 2021, with the support of Salinen Immobilien AG, IGM would like to secure the building fabric, set up a showroom in the area of the former sawmill and have the technical history of the saw documented as part of diploma theses. Figure 23: Mountain saw, 2018, Kranabitl archive Figure 24: Saw carriage and saw frame, 2020, Kranabitl archive Figure 25: Saw gear, Kammrad, 2020, Kranabitl archive Figure 26: Saw gear, comb wheel with drive wheel and 1st belt pulley, 2020, Kranabitl archive Sources used: Franz Federspiel "News from the old Ischler Salzberg"; in: Messages from the Ischler Heimatverein, Episode 31, 2012, p. 18-25 Carl Schraml "The Upper Austrian Salt Works from 1818 to the end of the Salt Office in 1850", Vienna 1936 Michael Kefer "Hand Karten des Ischler Salzberges", 1829, transcription by Thomas Nussbaumer, Archiv Salinen Austria Josef Hütter "The Ischler Salzberg in words and pictures", manuscript, Bad Ischl 1938, Archiv Salinen Austria Franz Kreuzhuber "Relationship on the gear mechanism of the plank saw at the kk Salzberge Ischl", manuscript, Ischl 1868, transcription by Thomas Nussbaumer, Archiv Salinen Austria Ischler stock book no. 13 "Saw building" and no. 48 "Fluder for the saw", archive Salinen Austria Anton Dicklberger "Systematic history of the salt pans of Upper Austria", I. Volume, Ischl 1817, transcription Thomas Nussbaumer Plans from the Bad Ischl Salt Mine Plan Archives, Salinen Austria