Stern & Hafferl transport company
| Stern & Hafferl Verkehrsgesellschaft mbH | |
|---|---|
|
|
| Basic information | |
| Company headquarters | Gmunden |
| Web presence | www.stern-verkehr.at |
| owner | Stern Holding GmbH |
| Employee | 380 |
| Lines | |
| Gauge | 1000/1435 mm |
| railroad | 4th |
| Light rail | 1 |
| bus | 28 |
| number of vehicles | |
| Locomotives | 12 |
| Railcar | 43 |
| Omnibuses | 80 |
| statistics | |
| Passengers | 3.1 million / year |
| Mileage | 1.6 million train kilometers |
| Length of line network | |
| Railway lines | 132 km |
| Bus routes | 317 km |
| Operating facilities | |
| Depots | 2 Vorchdorf / Eferding |
| Other operating facilities | 4 depots, 3 workshops |
The Stern & Hafferl traffic mbH is an Austrian transport company based in Gmunden .
Stern & Hafferl Verkehr operates four local railways, the tram in Gmunden and regional freight transport in Upper Austria. In addition, several bus lines, school and commuter buses and the Attersee and Altaussee shipping are operated.
history
Beginnings
On December 24th, 1883, the engineers Josef Stern and Franz Hafferl received the concession “for the construction and operation of a brokerage office, exclusively for the purpose of drafting the projects for local railways and carrying out the necessary preparatory work” . In the same year an office was established in Vienna . Josef Stern took over the management, while Franz Hafferl mainly occupied himself with the measurement and planning of planned railway lines . The first big order was the planning of several lines; The client was the Vienna Tramway Company . Eight railways were planned and partly built on behalf of the Lindheim Group. In the following two decades, Stern & Hafferl planned more than 200 kilometers of local railways . In 1881 the engineering office was relocated to Hechtengasse. In 1889 the company planned to build the Salzkammergut local railway between Salzburg and Bad Ischl . For this purpose, a separate office was opened in Sankt Wolfgang . After the license was granted by the Ministry of Transport , Josef Stern was entrusted with the construction management. A year later, Stern & Hafferl received the concession to build the Schafbergbahn . Josef Stern initially wanted to run the railway electrically , but since this was not possible, he decided to run it with steam locomotives . In addition to the railway , a hotel was also built on the top of the Schafberg, which was supplied with electricity via a long-distance line from the steam power station built in Sankt Wolfgang .
Railway construction and project planning
The company received numerous orders from 1894 onwards through a simplification of the law on the construction of secondary railways . During the construction of the Gmundner local railway , Stern & Hafferl also built two staff houses and a steam power station to supply the railway with electricity. On August 13th of the same year the Gmunden Electric Local Railway was officially opened. With the local railway as a permanent customer, electricity generation, which was taken over by Gmundner Elektrizitäts-Aktiengesellschaft from January 1895, paid off . In addition to generating electricity, this company also took over the Gmunden Electric Local Railway and the expansion of the electricity supply network in the Gmunden area . In addition to the ongoing project planning and construction contracts, the Arkadenhaus, a large office building, was built in Gmundner Kuferzeile. This made it possible to relocate the branch office in Sankt Wolfgang to Gmunden. On August 31, 1895, the company's headquarters were relocated to Gmunden. A year later, the planning of the narrow-gauge Gurktalbahn began. When engineer Hugo Neumann joined the company, further orders followed - for the first time railways outside Austria were also planned. In 1899, the company received the order to build the Vellachtalbahn in a “simple, but solid and pleasing structure” . This lift was planned and built by Stern & Hafferl in just two years. On October 5, 1902, the Gurktalbahn was released for operation; it was also the last steam-powered local railway built by Stern & Hafferl. From the 20th century, the company turned to the construction of hydroelectric power stations in addition to the construction and planning of railway lines. The first hydropower plant built by Stern & Hafferl went into operation on February 8, 1902. A few years later the Ditlbach power plant followed near St. Wolfgang.
Most of the railways in Austria-Hungary were designed by the company before the First World War ; The majority of these projects could never be realized because of the war. The company did pioneering work in the construction of electrically operated railways. In 1906 the electricity works Stern & Hafferl Aktiengesellschaft was founded, to which the management of the power plants built by Stern & Hafferl was transferred - with the exception of the power plant in Gmunden. On April 7, 1907, the construction of the second electrically operated railway, built by Stern & Hafferl - the Unterach – See electrical railway - began. After completion, Stern & Hafferl took over the operation of the railway. In 1909, detailed plans for the electrification of the Salzkammergut Railway were drawn up. However, the realization of this project failed due to the resistance of the military, who wanted to be able to use the locomotives in the event of war - as also happened in World War I - on the steam-only routes in Bosnia and Herzegovina if necessary.
In May 1908, the Neumarkt – Waizenkirchen – Peuerbach local railway was built and operated independently from now on. Between 1911 and 1912, the company built the first with 650 Volt DC powered Traunseebahn . At the beginning of 1912, Stern & Hafferl obtained a concession for a second shipping company on the Attersee ; two electric boats were procured for this purpose . In April 1912, construction of the Attergau Railway began. After more than ten months of construction, it went into operation on January 14, 1913. Only a part of the planned rail link between Linz and Steyr could be realized; the Florianerbahn was officially opened on September 1, 1913.
Interwar period
From 1918 onwards, the company received an increasing number of orders for the planning and construction of electrical works . Within seven years, 32 such works were planned both in the new republic and in the former crown lands; eight of these power plant projects were realized. In 1919 the office in Vienna was closed. In addition to orders for power plant planning, Stern & Hafferl succeeded in bringing Attersee-Schifffahrt completely into the possession of Stern & Hafferl in 1921 . In the years 1922 to 1924, the company's own power plants were expanded. In addition to a power station in Steyr and the Salzkammergut local railway , the company also acquired the mining rights for lignite mining in Trimmelkam , which were used to supply a nearby steam power station. The attempt to electrify the SKGLB failed because Stern & Hafferl could not raise the necessary capital. After Josef Stern's death in March 1924, Franz Hafferl became president of the company. After Franz Hafferl died in June 1925, Ing.Karl Stern and Ing.Hugo Neumann took over the company. With the liquidation of the estate of the two founders, the SKGLB was sold again.
In 1929, Elektrizitätswerke Stern & Hafferl Aktiengesellschaft merged with Upper Austrian Wasserkraft- und Elektrizitäts-Aktiengesellschaft to form Österreichische Kraftwerke Aktiengesellschaft .
In 1932 the company took over the management of the local railway company Lambach – Vorchdorf, which was in danger of being discontinued , after it had previously been operated by the state railways. In 1933, operations were taken over on the Lambach – Haag am Hausruck line , which has been owned by the State Railways since the private joint-stock company was dissolved in 1930. The two railways were electrified and henceforth operated with 750 volts direct current.
The beginning of the bus service operated by the Stern & Hafferl Verkehrsgesellschaft was the acquisition of a concession to operate the Kammer-Weyregg-Unterach-Attersee-Kammer line around the Attersee in 1935. The bus service was started with a rented vehicle as a supplement to the Attersee Shipping, operated.
1945 until today
In 1947 the company received a motor vehicle license for the Kammer - Vöcklabruck - Attnang-Puchheim line . From then on, the company took over other lines.
Between 1949 and 1951 the Bürmoos – Trimmelkam railway line was built to facilitate the supply of the steam power station.
The 100th anniversary of the company was celebrated with a big party in 1993. In 1989 the Haager Lies received new two-system vehicles of the 4855 series . The terminus of the Traunseebahn was moved to the Seebahnhof in 1990, which is why the three- rail track had to be expanded. For the 100th anniversary of the Gmunden tram in 1994, Stern & Hafferl rented an open sidecar for nostalgic trips. The local railway Bürmoos – Trimmelkam was sold to the Salzburger Stadtwerke in 1995 and today belongs to the successor company Salzburg AG . In 1996 Stern & Hafferl joined the Upper Austrian Transport Association . In 2001 the 100th anniversary of the Hague Lies festive activities was celebrated. For the company's 120th anniversary, the company's history was reworked and a separate book was published.
In 2008, the traditional company Stern & Hafferl celebrated its 125th anniversary in the Toskana Congress. In December 2010, rail traffic on the local line Lambach - Haag am Hausruck was discontinued. With the first radio-controlled mainline diesel locomotive in Austria, ballast trains have been loaded for the Asamer company since 2010 and run from Steyrermühl to Linz. In 2011, Stern & Hafferl Verkehr set another milestone in the more than 125-year history of the family company and put Austria's first solar ship into operation on the Altausseersee . In 2012, Stern & Hafferl took over freight transport in the Salzkammergut and in the Eferdinger Basin area in cooperation with RailCargo Austria. For this purpose, additional state-of-the-art locomotives were purchased in the following years.
The project of the century to merge the Gmunden tram with the Gmunden - Vorchdorf local railway begins in 2014. During the construction period, the project is referred to as stadt.regio.tram - gmunden. With the implementation of the stadt.regio.tram and the merger of the Traunseebahn with the Gmundner tram, a gap in the public transport network was closed in order to achieve special added value for the entire region. An increase in the number of passengers, the revitalization of Gmunden city center, a barrier-free connection to the ÖBB trains and the construction of the new Traun Bridge were just a few positive side effects of the project.
A pioneering urban development program was launched to accompany the connection of the tram. Through the redesign of streets and squares, but also the renovation of the existing infrastructure, the overall project provided significant added value for all residents of Gmunden, guests and tourists as well as the residents in the stadt.regio.tram communities of Gschwandt, Kirchham and Vorchdorf.
Due to an EU-wide regulation regarding the allocation of new motor vehicle lines, Stern & Hafferl Verkehrsgesellschaft mbH emerged as the best bidder in the Steyr and Kremstal region. As of December 14, 2014, it will take over many bus routes in this area.
In 2018, the project of the century will be completed with the connection and merger of the Gmunden tram with the Traunseebahn. The "new" Traunseetram was opened on September 1st, 2018.
business
Overview of the lifts operated by Stern & Hafferl:
| train |
last owner | Operational management by Stern & Hafferl |
|---|---|---|
| Atterseebahn | Local railway Vöcklamarkt - Attersee AG | since 1913 |
| Bürmoos – Trimmelkam railway line | Salzach coal mining company | 1951 to 1992 (handover to Salzburger Stadtwerke) |
| Florianerbahn | Local railway Ebelsberg – St. Florian AG | 1913 to 1973 (shutdown) |
| Gmunden tram | Gmundner Straßenbahn GmbH | since 1925 (takeover of Gmundner Elektrizitäts-Aktiengesellschaft) |
| Railway Lambach – Haag am Hausruck | Austrian Federal Railways | 1933 (takeover of BBÖ) to 2009 (shutdown) |
| Linz local railway | Linz Local Railway AG | since 1913 |
| Traunseetram | Local railway Gmunden - Vorchdorf AG | since 1912 |
| Unterach – See tram | Tram Unterach – See AG | 1907 to 1949 (shutdown) |
| Vorchdorfer Bahn | Local railway Lambach-Vorchdorf-Eggenberg AG | since 1932 (takeover of BBÖ) |
vehicles
Numbering scheme
Since 1943, Stern & Hafferl and the Montafonerbahn have had their own scheme for numbering vehicles. It is used for all railway vehicles, but not for tram vehicles (including the Tramlink multiple units used on the Traunseebahn and Attergaubahn ). The Stern & Hafferl numbering scheme consists of a five-digit number combination (XX.XXX). The first and second digits indicate the owner:
| number | Owner / operational route | abbreviation |
|---|---|---|
| 10 | Montafonerbahn | MBS |
| 20th | Stern & Hafferl | StH |
| 21st | Neumarkt — Waizenkirchen — Peuerbach (from 1998 LILO) | NWP |
| 22nd | Linz local railway ex Linz - Eferding - Waizenkirchen | LILO ex LEW |
| 23 | Local railway Gmunden – Vorchdorf | GV |
| 24 | Local railway Lambach – Haag am Hausruck | LH |
| 25th | Local railway Lambach – Vorchdorf – Eggenberg | LV (E) |
| 26th | Local train Vöcklamarkt – Attersee | VA |
| 27 | Bürmoos – Trimmelkam (until 1992) | BT |
Vehicles numbered with 20 belong to the operating company and are rented to the respective local railways. If vehicles are relocated, this is often associated with a transfer of ownership, which is reflected in a changed company number (e.g. GV 23.109 1999 to VA 26.111). But there are also longer-term loans between the local railway companies (e.g. LILO 22.133 / 233 and 22.136 / 236 for a long time on LV).
In front of the company number there is the type designation of the vehicle as a prefix (e.g. E = electric locomotive, B4ET = four-axle electric multiple unit, N = low side car, etc.)
The following three digits (third to fifth digits) indicate the vehicle type and the ordinal number. The fine subdivision did not leave a sufficient number reserve everywhere, so that there are now numerous exceptions. The meaning of the third digit is respected.
| No.: | Vehicles: | Abbreviation: |
|---|---|---|
| 001-050 | Locomotives | E. |
| 051 - 100 | self-propelled rectifier car | EG |
| 101 - 129 | Passenger railcars | ET |
| 130-149 | Passenger railcar with multiple controls | ET |
| 150-200 | Passenger railcar with luggage compartment | ET |
| 201-229 | Passenger cars | P / B / EB |
| 230-249 | Control car | IT |
| 250-279 | Passenger car with a luggage compartment | P / BD |
| 280-300 | Baggage car with post compartment | DPost |
| 301-400 | covered freight wagons | G |
| 401-420 | open freight wagons (high-sided) | O / N |
| 421-440 | Stake car | IN |
| 441-460 | Stool wagon | |
| 461-500 | open freight wagons (low side) | N |
| 501-600 | Railway company car | X |
| 601-620 | Rail car | X |
| 621 - ff | Tower car | X |
Road vehicles, on the other hand, are simply numbered consecutively.
Lettering and painting scheme
Each locomotive has an operating number on the front. Most of the locomotives have the Stern & Hafferl logo above this number, only the Linz local railway has its own logo. Older vehicles also have the abbreviation of the local railway that owns the vehicle on the side. Except for the nostalgic vehicles, all locomotives and passenger cars are painted red, red / white or red / cream. There is no uniform paint scheme for freight wagons.
Every road vehicle has a number on the front side at the bottom left. All buses are painted yellow and have an umbra gray trim. Trucks , on the other hand, are painted red. As with freight cars, there is no uniform paint scheme for all other vehicles.
Main workshop
The Stern & Hafferl main workshop is located in Vorchdorf . All major repairs, such as accident damage and general inspections , are carried out here. Vehicles can only be reconditioned there. Orders are also accepted from other railway companies (e.g. rebuilding of the No. 1 railcar of the Höllentalbahn ). The workshop is located next to the Vorchdorf-Eggenberg train station. The Remise has meter-gauge and standard-gauge tracks. This means that vehicles from all Stern & Hafferl railways can easily drive into the car hall. To make repairs easier and to simplify maintenance, some tracks have inspection pits.
Train control system
Stern & Hafferl has its own train control system that was specially developed by the Wels University of Applied Sciences . The system is based on locating the trains on the route using GPS and a specific radio system that enables communication between the control center and the trains. With this system, a cost-effective computer support for handling train operations on all Stern & Hafferl local railways could be implemented. There is currently no railway company that uses a comparable system.
functionality
When the dispatcher enters the commands, the train control system monitors that two driving licenses can never be issued for the same route section. When the driver's license is issued, the system automatically transfers all special cases entered in the central computer (for example slow-speed areas or construction sites) to the driver . The system constantly monitors compliance with the driver's license issued. If the driver drives too fast or into a section of the route that has been reported as occupied, the motor vehicle automatically applies an emergency brake . In the event of danger, an emergency stop can also be triggered manually by the dispatcher. If there is no valid driving or maneuvering permit, an emergency stop takes place automatically shortly after starting off.
Except for the vehicles of the Gmunden tram and the nostalgic vehicles, all locomotives have the components that are necessary for operation with the GPS train control system. This includes an on-board computer, a GPS receiver and a display with several buttons in each vehicle. The central computer used is a server with some additional security mechanisms. The equipment of the dispatcher’s office depends on the length of the route and usually consists of a computer and one or more monitors . The radio system connected to the on-board computer is operated in the 2 m band. The functionality of a vehicle's on-board computer is permanently checked by a monitoring task. If problems arise, the monitoring task can initiate a restart of the system. The on-board computer communicates with the central computer by radio. Status reports are sent to the control center at regular intervals, which are then displayed on the dispatcher's screen. This means that you can always see where the train is. If the communication between the on-board computer and the vehicle does not work, the sender will be notified immediately so that action can be taken. State diagrams are constantly being recorded.
- Example based on the adjacent sketch:
- The dispatcher sees train 8112, which is on its way to Eisengattern and will shortly reach Kirchham (orange rectangle, the direction of the train is shown in the green box). Track 2 in Kirchham is occupied, since train 8112 will stop on track 1, the dispatcher is not allowed to give the train on track 2 a driving license - both tracks are reported as occupied. If the train should start moving on track 2, it would be braked immediately. In Vorchdorf, track sections 3, 4 and 6 are occupied. On the other hand, a train could be parked on sections 1, 2 and 5.
The central computer manages all driving and maneuvering permits. Windows 2000 is used as the operating system . The train control system was designed so that the dispatcher can restart it immediately after a system crash. A printer continuously logs important data such as speed limits, the position of the train and blocked tracks so that the dispatcher can determine where the trains were before the system crashed. The issuing of the driving license and the display of occupied tracks are carried out on a Windows 2000-based graphical user interface. The visualization is possible in two different views. The first view shows the route with the train movements, the second a picture timetable .
literature
- Werner Hardmeier: Stern & Hafferl-Bahnen 1976-1992 . Photo time travel. Verlag Bahnmedien.at, Horn 2018, ISBN 978-3-903177-13-0
- Heinrich Marchetti: Stern & Hafferl - visions with tradition. GEG Werbung, Gmunden 2003 ISBN 3-9501763-0-6 .
- Helmut Weis: The company Stern & Hafferl I. Bahn im Bild, Volume 12, 1980.
- Helmut Weis: The company Stern & Hafferl II. Bahn im Bild, Volume 26, 1982.
- Helmut Weis: The Stern & Hafferl III company. Bahn im Bild, Volume 80, 1991.
- Karl Zwirchmayer: 75 years of Linz local railway. Linz Local Railway AG, 1987.
Web links
Individual evidence
- ↑ a b c Homepage of Stern & Hafferl Verkehrs-GmbH ( Memento of the original from December 10, 2011 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ^ Heinrich Marchetti: Stern & Hafferl - Visions with tradition. 2003, pp. 12-29.
- ^ Heinrich Marchetti: Stern & Hafferl - Visions with tradition. 2003, pp. 30-44.
- ^ Heinrich Marchetti: Stern & Hafferl - Visions with tradition. 2003, p. 137.
- ^ Heinrich Marchetti: Stern & Hafferl - Visions with tradition. 2003, pp. 91-114.
- ↑ Stern & Hafferl time table ( memento of the original from October 22, 2007 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ OÖVV advance notice of timetable changes
- ^ Otfried Knoll: 100 years of the Traunseebahn Gmunden – Vorchdorf. Stern & Hafferl Verkehrsgesellschaft mbH, Gmunden 2012, ISBN 978-3-902894-03-8 , page 34
- ^ Helmut Weis: The company Stern & Hafferl I. 1980, pp. 3–4.
- ↑ LBP-H. Railcar No. 1 - The Project , accessed on: February 5, 2014.
