Salzkammergutbahn

This article describes the railway line between Stainach-Irdning and Schärding.

• For the operating company of the Schafbergbahn and the Wolfgangseeschifffahrt see Salzkammergutbahn GmbH .
• For the historical route Salzburg – Bad Ischl, see Salzkammergut Local Railway .

Stainach-Irdning-Schärding
A regional train at Altmünster.
Route number :	206 01 Stainach-Irdning-Attnang-Puchheim 206 02 Attnang-Puchheim-Schärding
Course book route (ÖBB) :	170 (Attnang-Puchheim - Stainach-Irdning) 171 (Attnang-Puchheim - Schärding)
Route length:	174.1 km
Gauge :	1435 mm ( standard gauge )
Power system :	Stainach-Irdning-Attnang-Puchheim: 15 kV 16.7 Hz  ~
Maximum slope :	28  ‰
Minimum radius :	190 m
Top speed:	100 km / h
Legend Ennstalbahn from Selzthal 0.374 Stainach - Irdning 645  m above sea level A. Ennstalbahn to Bischofshofen 2.870 Unterburg gallery (16 m) 2,896 Unterburg tunnel (185 m) 3.726 Pürgg 714  m above sea level A. 3,795 Burgstaller Gallery I (20 m) 3.815 Burgstaller Tunnel (335 m) 6.817 Lessern (closed on December 14, 2003 ) Wallersbachbrücke (over the Mühlbach) Grimming 9,651 Tauplitz 835  m above sea level A. 10.795 Kulm ski jump seasonal stop 14,585 Bad Mitterndorf 820  m above sea level A. 16.108 Bad Mitterndorf-Heilbrunn 806  m above sea level A. 23,166 Cainic 768  m above sea level A. 27.961 Connecting railway (Awanst) Saint-Gobain Rigips Kainischtraun 29.775 Bad Aussee 641  m above sea level A. Traun State border Styria / Upper Austria Traun 36.914 Sarstein tunnel (201 m) 37.698 Obertraun - Koppenbrüller cave 527  m above sea level A. 40.935 Obertraun-Dachstein Caves 514  m above sea level A. 43.216 Hallstatt ship connection 514  m above sea level A. to the place on the lake shore opposite Weir ditch bridge over Lake Hallstatt 43.645 Wehrgraben Gallery (28 m) 43.673 Wehrgraben tunnel (165 m) 46,324 Obersee 521  m above sea level A. 50.435 Steeg - Gosau 513  m above sea level A. 53,700 Bad Goisern 497  m above sea level A. 55,996 Goisern iodine sulfur bath Traun 58.035 Lauffen Traun former Salzkammergut local railway 62,077 Bad Ischl freight station ( company turnout ) 62.876 Ischl Tunnel (74 m) Traun 63,480 Bad Ischl 468  m above sea level A. Traun Rettenbach 66,409 Connecting railway ( Awanst ) 68.009 Mitterweissenbach 453  m above sea level A. 71.934 Langwies 74.740 Lahnstein 75.159 Connecting railway (Awanst) 76.417 Connecting railway 76,492 Steinkogl 79.490 Ebensee 426  m above sea level A. Traun 80.510 Ebensee landing place 81.493 Sonnstein tunnel (1428 m) 83.128 Siegesbach tunnel (224 m) 83,599 Forest tunnel (110 m) 84,146 Traunkirchen place 84,327 Kalvarienberg II tunnel (159 m) 85.640 Stone tunnel (90 m) 86.015 Traunkirchen 440  m above sea level A. 90.661 Altmünster on the Traunsee 95.274 Gmunden 479  m above sea level A. (Transition to the Gmunden tram ) 97.631 Pinsdorf A1 West Autobahn 101.926 Aurachkirchen 441  m above sea level A. Aurach 105.569 Wankham Western Railway from Salzburg 106.402 106.102 Error profile +300 m 107.580 Attnang-Puchheim 415  m above sea level A. Western Railway to Vienna Redlbach 109.504 Barrier post 87 111,000 Fief of the elderly 113.432 Wolf hut 118.292 Ottnang - Wolfsegg 518  m above sea level A. 121.248 Bergern 550  m above sea level A. 124.423 Holzleithen formerly Bf 601  m above sea level A. after Thomasroith 125,500 Hausruck tunnel (709.75 m) 127.669 Barrier post 101 128.682 Hausruck 580  m above sea level A. Connecting line (Awanst) Eberschwang brickworks 132.740 Eberschwang 545  m above sea level A. 135.977 Oberbrunn 501  m above sea level A. 139.582 Connection railway (Awanst) Angermayr Ges.mbH Innkreisbahn from Neumarkt - Kallham 140.572 Ried im Innkreis 451  m above sea level A. Innkreisbahn to Simbach am Inn 141.787 Connection railway (Awanst) Scharoplan 142.649 Bad Ried 143.428 Connecting railway (Awanst) Eisen Wagner 143.471 Connection railway (Awanst) Seifriedsberger Mineralöle 147.119 Connecting railway (Awanst) Minihuber 147.162 Aurolzmünster stop 148.214 Aurolzmünster loading point (formerly Aurolzmünster train station) 152.098 St. Martin im Innkreis 378  m above sea level A. 153.484 Peneder connecting railway 155.430 Hart in the Innkreis 157.040 Connection rail (Awanst) Transportbeton Eder 159.082 Antiesenhofen 340  m above sea level A. 161.182 Antiesen 161.544 A8 162.313 Dietrichshofen 166.352 Suben 166.666 Etzelshofer Bach 169.772 Weyland connecting railway 170.235 Prammersdorf closed on December 4th, 1948 170.867 Pram 171.120 Gopper thing Passau Railway from Wels 174.122 Schärding 314  m above sea level A. Passau Railway to Passau

The Salzkammergutbahn is a railway line in Austria from Stainach - Irdning ( Styria ) via Attnang-Puchheim to Schärding ( Upper Austria ). The Stainach-Irdning station connects the Salzkammergutbahn with the Bischofshofen - Selzthal line , the Attnang-Puchheim station provides the connection to the Westbahn in the section between Linz and Salzburg . The section between Attnang-Puchheim and Schärding is also known as the Hausruckbahn .

The non-electrified line to Schärding begins in Attnang-Puchheim and is characterized by a large number of level crossings . These lead to numerous speed restrictions and prevent shorter travel times, although the route allows it.

passenger traffic

Due to the infrastructure, the Salzkammergutbahn serves a very wide range of passengers. The most important target groups are:

• Commuters (including Salzkammergut ↔Linz, Salzkammergut↔Graz and Salzkammergut↔Wien), especially schoolchildren
• Spa guests ( health resorts Gmunden , Bad Ischl , Bad Goisern , Bad Aussee , Bad Mitterndorf , Altaussee , Grundlsee )
• Hikers , mountaineers
• Skiers in feeder traffic to ski areas ( Feuerkogel , Gosau / Dachstein- West, Tauplitzalm , Loser , Krippenstein ) partly with ski bus connection
• Cyclists / mountain bikers (worth mentioning, as almost every passenger train allows easy transport of bicycles)

The nature of the route (many curves, single track) in combination with relatively thin settlements do not allow high-speed or express traffic, which is why the train types on the Salzkammergutbahn only include regional (R) and regional express trains (REX).

Discussion of names

The Salzkammergutbahn runs at its highest level between the Tauplitz and Kainisch stations ; in the background the Grimming (1980)

Since a considerable part of the route runs in mountainous terrain (Grimming, Dachstein, Totes Gebirge, Osterhorngruppe, Höllengebirge), the question arises whether the Salzkammergutbahn can be described as a mountain railway . Although the route has important features of a mountain route (including numerous tunnels and bridges, tight curve radii), but considering the fact that there is no significant height difference to be overcome over the entire course of the route, the route therefore rather "bypasses" the mountains , instead of crossing heights and passes , an important feature of a mountain railway has been eliminated. This speaks against the designation "mountain railway". Embedded between large mountain ranges, the Salzkammergutbahn is therefore not a mountain railway in the traditional sense.

Significance and routing

The Salzkammergut Railway was built between 1875 and 1877 as a single-track standard - gauge railway under the concession of the kk privileged Kronprinz-Rudolf-Bahn and opened on October 23, 1877 with the first scheduled passenger train .

The Stainach-Irdning station had already gone into operation with the opening of the single-track section Bischofshofen – Selzthal of the Salzburg-Tyrolean Railway in 1875, but had to be expanded accordingly by 1877 due to its new function as a branch and community station, as did that already in the year In 1860 the Attnang-Puchheim station of the Kaiserin-Elisabeth-Bahn (Westbahn route) opened.

The Salzkammergutbahn must not be confused with the disused narrow-gauge Salzkammergut local railway ( Salzburg - Bad Ischl ), which was only opened in 1893. The local train met the standard gauge Salzkammergutbahn at Bad Ischl station , creating a further connection to Salzburg away from the Western Railway and opening up the areas around Lake Wolfgang and Lake Mondsee by rail.

In the early days of the company, the importance of the Salzkammergutbahn in terms of transport technology lay not only in the aforementioned south-north axis between the Ennstal and the Westbahn, but also in the connection of the salt works of Bad Aussee , Bad Ischl and Ebensee to the then existing Austrian railway network. The tourism that began in the second half of the 19th century was another argument in favor of developing the Salzkammergut by rail. In addition, the salt pans had a huge need for fuel for firing the brew pans , which could no longer be met by the increasingly scarce forest. One wanted to switch to the fuel coal . Therefore, the "Project Salzkammergutbahn" consisted not only of the Salzkammergut route to Attnang-Puchheim, but also included the Hausruck Bahn (Attnang-Puchheim-Schärding) with a branching in Holzleithen spur track to Thomasroith , a then abundant lignite mining area . Today the branch line - as well as the entire coal production in the Hausruck area - is closed; Parts of the former branch line are now used as hiking or cycling routes, and display boards point out historical features.

In the 21st century, the Stainach-Irdning - Attnang-Puchheim section plays a more important role than the Hausruckbahn due to the constant excursion and tourism to the numerous scenic sights. In winter the centers of skiing are opened up (alpine skiing: Gosau-Dachstein West region, cross-country skiing: Tauplitz-Bad Mitterndorf-Kainisch, Obertraun and Gosau regions). The train journey is promising because there are hardly any noise barriers that obstruct the view. The connection to local industry is also still important, such as the Ebensee saltworks, which today handles the entire salt smelting of the Aussee, Hallstatt and Ischl mining areas, the Ebenseer Solvay works and the Hatschek cement works in Gmunden, which is the raw material from the quarries at Traunsee and Ebensee is still delivered by rail. Since 2012, however, most of the freight traffic has been handled by Stern & Hafferl on behalf of ÖBB.

Because the route in Stainach-Irdning begins with kilometer zero and ends in Schärding with kilometer 174.438, the kilometering continues in Attnang-Puchheim without starting again with zero. Attnang-Puchheim is located in kilometer 107.580 of the Kronprinz-Rudolf-Bahn and kilometer 243.300 (Vienna-Salzburg) of the Kaiserin-Elisabeth-Westbahn.

At its apex in the area of ​​the Tauplitz train station, the Salzkammergutbahn reaches an altitude of 833 m; For comparison: the starting point of the route, the Stainach-Irdning station, is at 645 m, the Attnang-Puchheim station at 416 m. From here the line rises steadily as the Hausruckbahn and reaches the highest point of the Attnang-Puchheim-Schärding section in the Hausruck tunnel at 611 m above sea level. Schärding, the end point of the route, is 318 m above sea level and is the lowest point on the entire line.

The route of the railway had to be changed in the orographically most difficult part, the " Koppen " (between Obertraun and Bad Aussee), soon after the railway opened: avalanches buried and the Traun floods often flooded the railway. So it was decided to lay a new route on a higher level. The old route along the banks of the Traun has been revived as a hiking trail between the Koppenbrüller cave and the town of Bad Aussee; The walk through a former railway tunnel (Mühlwerkstein tunnel or Koppen tunnel, 60 m) and the remains of a stone railway keeper's house are reminiscent of the time of the first steam trains on this route. Along the higher-lying Koppen route, which is currently used, numerous avalanche posts manned in winter and huge avalanche protection walls built only a few years ago testify that the section is not risk-free and that the route has to be closed again and again for safety reasons; last in February 2019.

The route next to Lake Hallstatt has an orographically equally difficult section in the area of ​​the Wehrgraben tunnel that is exposed to falling rocks. Corresponding protective structures and a video surveillance system for the tunnel portals ensure the safety of the trains. Between the railway line and the lake, you can hike near the railway line from Hallstatt station to Obersee or on to Steeg.

Other difficult sections with tunnels and numerous protective structures are the south ramp between Stainach-Irdning and Tauplitz and the section between Ebensee and Traunkirchen, which passes close to the Traunsee.

A hiking trail on the west bank also opens up views of the Salzkammergut Railway and the Steeg power station: the brine pipeline path between Hallstatt's Salzberg and Ebensee, which can be walked in individual sections.

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  Track curve in Altmünster, on the left in the background the Erlakogel

• 

  Along the Traunsee in Ebensee

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  Along the mountains in Hallstatt

• 

  Between Hallstatt and Obertraun

Historical development

Langwies reception building from the construction period of the Ebensee-Ischl-Steger Bahn (photo from 1980)

Originally it was planned to transport the salt on the waterway of the Hallstätter See and the Traunsee and to build a railway only for the land route between the two lakes. In Gmunden , (today Gmunden Seebahnhof of the Lambach –Gmunden railway line ) was the end of the horse-drawn railway Budweis – Linz – Gmunden . Here the salt was loaded from the ship onto the train.

After the licensing of the new Locomotiv railway line from Ebensee via Ischl to Steg am Hallstädter See on December 9, 1869, the track width of the horse-drawn railway (1106 mm) was also prescribed for the project. The concession finally went to the "kk privileged Ebensee-Ischl-Steger Eisenbahngesellschaft", which began construction of the Ebensee-Bad Ischl section in 1872, which was planned to be completed by May 30, 1873, and the Ischl-Steeg line by the end of 1873 . However, as a result of the global economic crisis at the time, the financing bank perished in 1873 and lost its license.

With the concession document of May 27, 1875 for the Salzkammergut Railway , the Actiengesellschaft of the privileged Crown Prince Rudolph Railway was granted the right to build and operate a locomotive railway for the following routes: Steinach - Schärding ( via Aussee , Steg, Ischl , Ebensee , Attnang and Ried ) along with wing tracks from Holzleiten to Thomasroith and from the station area Ebensee to the salt works and to the Traunsee . Construction in standard gauge on the route that exists today began in 1875. The sub-structure that had been completed by then and the high-rise structures of the Ebensee-Ischl-Steeger Bahn were replaced and incorporated into the new standard gauge project. With the commissioning of the Salzkammergut Railway, the Lambach – Gmunden line lost its importance as a salt transport route.

The reception building in Langwies train station, including the guard house, still preserved today, goes back to the plans of the Ebensee-Ischl-Steeger Bahn, the building was given elements of Art Nouveau at the beginning of the 20th century . Basically, all high-rise buildings of the Salzkammergutbahn are to be assigned to the architectural style of historicism (period: second half of the 19th century). The reception buildings of the Bad Ischl and Bad Aussee train stations are well preserved. The staff residence in Bad Ischl also clearly shows the original style elements .

The execution of the railway project was under the direction of the engineer Carl Freiherr von Schwarz , who a few years earlier had also built the Salzburg-Tiroler-Bahn (route Salzburg-Wörgl via Zell am See ) with the connection Bischofshofen-Selzthal (opened in 1875) . Therefore, there are many similarities between these two projects, especially in the execution of the tunnels, bridges and high-rise structures.

The Salzkammergutbahn and the Salzburg-Tiroler-Bahn are also very similar in terms of their landscape structure: in both cases, the route adapts to the valley level, often runs along rivers and lakes, and is framed by high mountains whose foothills require the construction of numerous short tunnels and require avalanche protection structures. The apexes of both tracks are at around 800 m above sea level, but there is no apex tunnel.

The Kronprinz-Rudolf-Eisenbahngesellschaft not only owned the Salzkammergut Railway, but the main line of this railway company was the line from St. Valentin (or from Amstetten) to Tarvisio with the Selzthal branch station. The Salzburg-Tyrolean Railway - also known as the Giselabahn - with the routes Salzburg – Wörgl and Bischofshofen – Selzthal was in turn owned by the Empress Elisabeth Railway Company, whose main line was the Westbahn (Vienna – Salzburg route). Thus the 18.4 km long section between Selzthal and Stainach-Irdning was not owned by the Kronprinz-Rudolf-Bahn. In order to close this "gap" in its network, the Kronprinz-Rudolf-Bahn obtained the joint use of this section through a so-called peage contract .

Despite the economic crisis of 1873 (see above), the construction of the Salzburg-Tyrolean Railway and the Salzkammergut Railway was not interrupted. The financial situation of the railways barely improved in the following years, until finally, from 1881, the kk state took over the private railways that were economically or strategically important to it, including the Salzburg-Tyrolean railway and the Salzkammergut railway.

From the 1920s - initially only in the (hydropower-rich) mountain regions of Austria, after the Second World War also in the plains of Eastern Austria - steam operation was gradually replaced by electrical operation. The Salzkammergutbahn was also electrified in the Stainach-Irdning-Attnang-Puchheim section (opened in 1924). The Steeg power plant, operated by the Stern & Hafferl company at the time, served as the energy supplier and still provides electricity for the railways today. The 15 kV feed point is located in the Steeg-Gosau train station. The water required for the power plant comes from a dam in the Gosau stream above the Gosauzwange . The Hausruckbahn, on the other hand, has remained without electrical operation until the present and is now mainly driven by diesel traction.

Numerous modernization measures have been implemented in the recent past. An investment program worth 170 million euros was launched in 2018. In the future, the entire operational management is to be carried out centrally from an operations control center, which means that all train stations and stops will be unoccupied. At the same time, comfort and accessibility will be increased by equipping numerous stations with central platforms (currently under construction: Tauplitz, 2020: Bad Mitterndorf, Kainisch and Goisern-Jodschwefelbad).

With the commissioning of the Koralm Railway and the associated reorganization of the inner-Alpine long-distance traffic, trains will be connected to Selzthal from 2026 in order to reach a long-distance connection on the Linz-Graz route. Until then, there should also be an hourly service in the Attnang-Puchheim - Bad Aussee section. In the section Bad Aussee - Stainach-Irdning - Selzthal, a two-hour service is still planned. To enable the hourly service, trains will in future cross in Traunkirchen, Bad Ischl freight station (upgraded as a stopping point), Obertraun-Dachsteinhöhlen and Bad Mitterndorf. In addition, the Lahnstein, Langwies and Mitterweissenbach stops will no longer be served. Additional train frequencies could, however, be implemented before 2026 due to the sharp rise in passenger numbers in Hallstatt.

• 

  Personnel residential building of the Salzkammergutbahn in the Stainach-Irdning branch station, architectural style: historicism (1980)

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  Gatekeeper between Bad Aussee and Obertraun, in the background the Sarstein (1980)

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  Route guard house No. 33 between Hallstatt and Obersee (1983)

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  Bad Ischl freight station , in the foreground a main signal of the type kk state railway and in the background the mountain range of the Katrin (1979)

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  Inscription on the reception building in Langwies , decorated with Art Nouveau elements from the beginning of the 20th century (photo from 1984)

Vehicle use

There is an intercity connection from Stainach-Irdning to Vienna Central Station at the weekend , which is run on the Salzkammergutbahn as the regional express train REX 528/725. There are also several daily regional express connections from Stainach-Irdning - Linz. Otherwise, locomotive-hauled push-pull trains and electric railcars of the type ÖBB 4024 (Talent) run on the Attnang-Puchheim - Stainach-Irdning route . In the modern age of the Austrian Federal Railways, there are far fewer CityShuttle sets or Talent railcars, because these have largely been replaced by the modern Cityjet.

In the non-electrified section Attnang-Puchheim - Schärding, which has a lower number of passengers, mostly diesel railcars of the type ÖBB 5047 are used . There are currently no trains operating the entire Schärding - Stainach-Irdning route. Operation on the Hausruckbahn is guaranteed until 2029.

Worth seeing

There are several sights between Stainach-Irdning and Attnang-Puchheim:

• Request stop for the Kulm ski jump (km 10): Kulm ski jump
• Kainisch train station (km 23): Natura 2000 nature reserve Ödensee
• Obertraun-Koppenbrüllerhöhle stop (km 38): Koppenbrüllerhöhle
• Obertraun-Dachsteinhöhlen train station (km 41): Dachstein , Dachstein giant ice cave , Dachstein mammoth cave
• Hallstatt stop (km 43): Hallstätter See, Hallstatt
• Bad Ischl train station (km 62): Bad Ischl with the Kaiservilla and others
• Stop Traunkirchen Ort (km 84): Traunsee, Traunkirchen with the fisherman's pulpit in the parish church
• Gmunden train station (km 96): Gmunden with Ort Castle

literature

• Arthur Hruschka:  The power plants and substations for the electrical operation of the Arlberg and Salzkammergutbahn (part 1/2). In:  Electrical engineering and mechanical engineering. Journal of the Electrotechnical Association in Vienna. Organ of the Association of Austrian and Hungarian Electricity Companies / Electrical Engineering and Mechanical Engineering. Journal of the Electrotechnical Association in Vienna (and organ of the branch association Brno) / E. u. M. (E and M) electrical engineering and mechanical engineering. Journal of the Electrotechnical Association in Vienna / E and M electrical engineering and mechanical engineering. Journal of the Electrotechnical Association in Vienna from 1883 to 1938 / E and M electrical engineering and mechanical engineering. Organ / magazine of the Electrotechnical Association of Austria , year 1925, no. 1/1925, January 4, 1925 (XLIII. Year), pp. 1–13. (Online at ANNO ). .
  • -:  -. The enlarged Ruetzwerk (part 2/2). In:  Electrical engineering and mechanical engineering. Journal of the Electrotechnical Association in Vienna. Organ of the Association of Austrian and Hungarian Electricity Companies / Electrical Engineering and Mechanical Engineering. Journal of the Electrotechnical Association in Vienna (and organ of the branch association Brno) / E. u. M. (E and M) electrical engineering and mechanical engineering. Journal of the Electrotechnical Association in Vienna / E and M electrical engineering and mechanical engineering. Journal of the Electrotechnical Association in Vienna from 1883 to 1938 / E and M electrical engineering and mechanical engineering. Organ / journal of the Electrotechnical Association of Austria , year 1925, no. 2/1925, 11 January 1925 (XLIII. Year), pp. 21–34. (Online at ANNO ). .
• Christian Hager: The railways in the Salzkammergut . Ennsthaler, Steyr 1992, ISBN 3-85068-350-8 .
• Dietmar Rauter, Herwig Rainer: A traffic route opens up the Alps . Volume 2: The branch lines of the kk priv. Kronprinz Rudolf-Bahn . Verlag Thomas Mlakar, St. Peter ob Judenburg 1998, ISBN 3-900289-36-0 .
• Erika Selzer (Ed.): 125 years of the Salzkammergut Railway. Special exhibition in the Kammerhofmuseum Bad Aussee, April 19, 2002 to February 23, 2003, extended to April 22, 2003 . Series of publications by the Kammerhofmuseum Bad Aussee, Volume 23, ZDB -ID 2275992-X . Ausseer Kammerhof-Museum, Bad Aussee 2002, ISBN 3-901370-23-4 .
• Bernhard Immervoll: 125 years of the Salzkammergut Railway. Austrian State Railways . B. Immervoll, Obertraun 2008.
• Gerhard Zeppetzauer: The history of the Salzkammergutbahn: Stainach-Irdning - Attnang-Puchheim . Thesis. University of Linz, Linz 2009.
• Otto Prechtler: The Salzkammergut Railway . In: The Gazebo . Issue 36, 1878, pp. 594-595 ( full text [ Wikisource ]).

Web links

Commons : Salzkammergutbahn  - collection of images, videos and audio files

• Current timetable (Attnang-Puchheim-Stainach-Irdning) (PDF) of the ÖBB
• Current timetable (Attnang-Puchheim-Schärding) (PDF) of the ÖBB
• Photos and route map of the Salzkammergutbahn . eisenbahnen.at; accessed on January 17, 2009

Individual evidence

1. ↑ Little Chronicle. (...) Salzkammergut Railway. In:  Neue Freie Presse , Abendblatt, No. 4727/1877, October 23, 1877, p. 1, bottom left. (Online at ANNO ). ,
   (Official opening announcement :) K. k. priv. Crown Prince Rudolf-Bahn. Opening of the Salzkammergutbahn (Steinach-Scheerding) and the Holzleiten-Thomasroith wing lift. In:  Wiener Zeitung , No. 243/1877, October 23, 1877, p. 10, bottom. (Online at ANNO ). .
2. ↑ Starting signal for successful cooperation on the Salzkammergutbahn. In: salzi.at - News from the Salzkammergut. December 10, 2012, accessed June 7, 2019 (German). 
3. ↑ Stern & Hafferl: "Barbara" is the first hybrid locomotive for freight traffic. In: Österreichische Verkehrszeitung. May 13, 2019, accessed June 7, 2019 . 
4. ↑ RGBl. 1870/6. In:  Reichsgesetzblatt for the kingdoms and states represented in the Reichsrath , year 1870, pp. 5–11. (Online at ANNO ). .
5. ↑ ^{a b c} Volkswirthschaftliche Zeitung. (...) Railway news. In:  Das Vaterland , No. 225/1872 (XIIIth year), August 18, 1872, p. 5, column 1 middle. (Online at ANNO ). .
6. ↑ RGBl. 1875/104. In:  Reichsgesetzblatt for the kingdoms and countries represented in the Reichsrath , year 1875, pp. 265–271. (Online at ANNO ). .
7. ↑ ^{a b} ÖBB: 170 million investment package for the Salzkammergut route - ARF - Ausseer regional television. Accessed June 7, 2019 (German). 
8. ^ ÖBB renew the Tauplitz station - ARF - Ausseer Regionalfernsehen. Retrieved June 7, 2019 . 
9. ^ Ministry of Transport (ed.): Upper Austria Transport Service Contract . ( bmvit.gv.at [PDF]).
10. ^ Austrian transport service contract. (PDF) Ministry of Transport, accessed on June 7, 2019 . 
11. ↑ Almtalbahn, Mühlkreisbahn and Hausruckbahn continue to run. In: liferadio.at. October 8, 2018, accessed December 28, 2018 . 

Remarks

1. ↑ ^{a b c} On May 1, 1909, the Grubegg stop between the Mitterndorf-Zauchen and Kainisch stations was renamed to the Mitterndorf stop . - See: Change in the name of the Grubegg stop. In:  The work. Political Journal. Central body of Austrian employers , No. 1077/1909 (XVIth year), June 6, 1909, p. 5, center left. (Online at ANNO ). .