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 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.

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