Gmunden tram

from Wikipedia, the free encyclopedia
Gmunden tram
The locomotives of the Gmunden tram in 2005
The locomotives of the Gmunden tram in 2005
Route number (ÖBB) : 965 01
Course book route (ÖBB) : 161 until August 31, 2018: 174
Route length: 2.315 km
Gauge : 1000 mm ( meter gauge )
Power system : 600 volts  =
Maximum slope : 100 
Minimum radius : 40 m
BSicon .svgBSicon .svgBSicon STR.svg
Salzkammergutbahn from Stainach - Irdning
BSicon .svgBSicon uKBHFa.svgBSicon BHF.svg
0.00 Gmunden railway station
BSicon .svgBSicon uSTR.svgBSicon STRl.svg
Salzkammergutbahn to Attnang-Puchheim
0.35 Green forest by 2014
0.60 Gmundner Keramik since 2005
0.70 Multi-gym until 2005
BSicon uKDSTaq.svgBSicon uABZgr.svgBSicon .svg
0.70 Remise
0.80 until 2005
1.00 Rosenkranz / OKA -Sdlg
1.36 Tennis court
1.60 Buyer line
1.77 Parkstrasse
2.05 District Commission
2.22 Parade
2.32 Franz-Josef-Platz
2.42 Post office until 1975
2.54 Town Hall Square
Klosterplatz since 2014
BSicon exKBHFaq.svgBSicon uemABZg + r.svgBSicon .svg
Seebahnhof until 2014
Gmunden Seebahnhof since 2014
Route - straight ahead
Local train to Vorchdorf

Railcar 129 at the Trauntor

The Gmunden tram is a meter-gauge tram in Gmunden in Upper Austria . The railway, which opened on August 13, 1894, was originally known as the Gmunden Electric Local Railway , or ELBG for short , and was re- licensed as a tram after Austria was annexed in 1938 . Originally their route length was 2.543 kilometers. In 1975 the section between Rathausplatz and Franz-Josef-Platz was shut down, from then on it was only 2.315 kilometers long. With this route length, it was considered the smallest tram in the world. In addition, the Gmundner Elektro is one of the steepest adhesion railways in the world with a maximum gradient of ten percent . It is a tourist attraction and a symbol of the city, annually over 300,000 passengers are transported.

The owner was Stern & Hafferl in the first year of operation before the newly founded Gmundner Elektrizitäts-Aktiengesellschaft , or GEAG for short , took over this task in January 1895 . In 1938 it became Gmundner Elektrizitätsgesellschaft mbH , or GEG for short . In 2000 the name was changed to GEG Elektrobau GmbH , today the company is called GEG Elektro und Gebäudetechnik GmbH . For the management also Stern & Hafferl was initially responsible. After GEAG ran the business itself for 30 years, Stern & Hafferl has been in charge of it again since 1925 . On September 1, 2018, the tram became operational with the neighboring Traunseebahn linked .



On October 23, 1877, Gmunden was connected to the railway network by the Salzkammergut Railway . A commission set up in 1875 had previously tried to ensure that the route did not lead too close to the quiet spa town , but also not too far away. The Gmunden train station was therefore located in Altmünster , and the Gmunden area was only awarded in later years. Ultimately, the distance from the center to what was then the Rudolfsbahnhof , named after the Crown Prince Rudolf-Bahn Gesellschaft , turned out to be too far. Complaints from citizens and visitors were the result. Therefore, the city decided to build a cross-community local railway between Rathausplatz and the train station.

Project planning

The construction of the local railway was part of a series of modernizations under Mayor Alois Kaltenbruner, not least because it was motivated to keep up with the Bad Ischl imperial residence . A water supply , for example , had previously been set up. Since Bad Ischl had had electric light since 1890, an electricity plant was to be built in Gmunden . However, generating electricity for the city alone would not have been profitable without the major buyer, Lokalbahn. Therefore the offer of the International Electricity Company from Vienna was rejected by the local council on October 22nd, 1892. The same applied to the idea put forward in 1893 by a Viennese accumulator factory to build a small power station for tourism. It was only through the construction of the railway that both projects could be operated economically. Basically only an electric train came into question because the citizens rejected a steam tram because of the noise and odor nuisance.

The engineer Josef Stern had already been interested in the Schafbergbahn in 1892 in electrical operation including a power station. With his construction company Stern & Hafferl OHG , Gmunden was able to win a company with certain knowledge in the electrical field. The company was also ready to take on the financing. The city could not bring itself to this because of the previously incurred costs for the water supply. It was agreed that the municipality could participate later and, as usual, guarantee an operating profit. The contract for the purpose of guaranteeing and making public land available with the city took place in January 1894. The land purchase for the central facilities was for 5120 guilders .

The Linzer Volksblatt reported at the beginning of January 1894:

Electric tramway. According to certain reports, our health resort will soon be enriched by another achievement of the modern age, namely that the Viennese company Stern & Hafferl is to build an electric tram that connects the city with the train station half an hour away. The starting point of the train will be in the city at the square in front of the Hotel Krone (Bräu am See) and a junction should also extend to Altmünster. "


Route graphic from 1894
Originally used rail profiles

Construction by Egger & Co. began on February 25, 1894 and was under the supervision of Josef Stern. Newly hired staff and tried and tested accordants from the Salzkammergut local railway were employed . The installation of the masts and the overhead line began in April and was under the supervision of engineers Ernst Egger and Ferdinand Wessel. The work took about four months. A power station for power generation, a civil servants 'house, a servants' house and a coach house were built . The two staff houses were demolished in 2006 in favor of a new roundabout. Energie AG Oberösterreich is now located on the grounds of the power station . The only remaining building is the coach house, which was renovated in 1994.

The grooved rails (in the tramway) came from Phoenix AG for mining and smelting and weighed 33.6 kilograms per meter. On the open stretch, Vignole rails weighing 21.8 kg / m were used on wooden sleepers . Like the switches , they came from the Austrian-Alpine Montangesellschaft .

The contact wire consisted of hard-drawn copper and was braced using 33 cast iron masts and 57 wooden masts with wrought iron brackets. In addition, eight guy masts were erected. The distance between two masts was about 35 meters, the contact wire height about 5½ meters above the top of the rail . Originally, a feed line was laid between the multi-gym and the turnout to reduce the voltage drop .

In addition, the rails were bridged with copper connections at the joints for better current return. This served to avoid stray return currents. They would be harmful to metallic installations in the ground, such as gas or water pipes. At full load, i.e. with two cars driving uphill at the same time, the line loss was ten percent.


In the opening year, railcar 1, at that time still with open platforms, reached the esplanade from the Kuferzeile
Plan of the expansion planned in 1897

The railway was built meter-gauge , because the military would have had a say in a standard-gauge line. The concession document dated June 13, 1894 issued at Stern & Hafferl in Vienna was published in Reichsgesetzblatt number 152.

The Linzer Tages-Post reported at the time:

Electric train. From the Salzkammergut, July 21, we are informed: This afternoon a police technical preliminary inspection took place at the Gmundner electrical railway, in which the following persons took part: From the General Inspection of the Austrian Railways Oberinspektor Glüd Commissioner, Inspector von Leber as electrical engineer and Commissioner Karl Ritter von Mischer. From the political authority the district captain Baron Michelburg Labia and mayor - von Gmunden - Kaltenbrunner. In addition, the commission has lodged the gentlemen: Josef Stern and Franz Hafferl as owners of the railway; from the electrical factory Egger & Co. in Vienna the engineers Ernst Egger and Ferdinand Wessel. The start was made with a thorough overhaul of the machines and the boiler as well as the wagons and the test drive was made , which at half past two in the afternoon from the electrical train station in the direction of the state train station and from there back to the city to the siding most difficult point, then without interruption to the state railway station and back to the electrical station. The result of the preliminary inspection was a very satisfactory one: From today, test drives can be carried out daily in all directions to train the staff. "

The official opening took place in the early afternoon of August 13, 1894. During the test drive in the morning of the day, riding horses and draft horses were posted along the route in order to get the animals used to the track, both visually and acoustically. After the Mödling – Hinterbrühl local railway and the Baden tram , it was the third electric railway in Austria.

For the time being, only the Stadtpark stop out of a total of nine stations had a bus shelter . The section from the Kuferzeile was not paved when the railway opened . In addition to people, luggage was also transported to the former Hotel Post and Hotel Schwan. The journey time was about 15 minutes. In the evenings, for economic reasons, horse-drawn buses operated as a replacement rail service .

In the first year of operation, the railway transported 116,018 people and 3,452 packages of luggage. The peak performance in the summer months from June to August was 12,000 to 21,000 people per month. The lowest performance was achieved by the railway in the winter months from November to March with only 4,000 to 5,600 people per month. Even then, a branch to Altmünster and an extension to Klosterplatz were planned at the Hotel Bellevue. However, the two founders of Stern & Hafferl, Josef Stern († 1924) and Franz Hafferl († 1925), died before they could carry out these projects. Other projects that were never realized were an extension to Traundorf including a separate route for freight traffic and a branch line to Kranabeth, which was also intended for freight transport.

Power station

Power station, staff houses and coach house (1894)
Interior of the multi-gym

In the turbine building of the power station two single-cylinder lying were steam engines with 40 horsepower installed power. The steam was generated in two Babcock & Wilcox boilers, each with a heating surface of 43  square meters and a working pressure of eight atmospheres. The boilers and machines came from the First Brno Machine Factory . The steam engines drove dynamo disks with an output of 30 kilowatts via flat belts . To compensate for the voltage drop in the overhead line, the dynamos were overcompounded at full load . In idle they gave at 665 revolutions per minute, a voltage of 500 volts at full load and the same speed from but 550 volts. A large accumulator was installed in 1897 to compensate for peak loads. A modern switching and control device as well as electrical lighting - which was still an attraction in 1894 - completed the power station. The chimney stood a little to one side of the machine house, the flue gases from the boiler were fed to it underground.

When electric lighting was introduced in 1895, a much more powerful main machine set was set up together with a small one. The rectifier system was converted to ELIN glass bulbs for 210 amperes each in 1948 . In 1969 the power station was equipped with glass piston converters .

Catenary system

Cast iron catenary mast
Air switch with contact roll and solder eyelet for attaching the contact wire

Like most electric railways at that time, the system in Gmunden was designed for operation with roller pantographs and air switches. Due to the disadvantages of this type of operation, they were replaced by Lyra pantographs over time . It was later converted to pantographs .

The contact wire of the local railway initially consisted of hard-drawn copper with a cross-section of 5.35 millimeters and was separated on the suspensions by means of hard rubber and porcelain insulators . The two-pole line for the line telephone was routed on a side console at the top of the mast. The cast iron masts in the city center were later removed because the citizens found them to be visually disturbing. Alternatively, overhead line rosettes were attached to the buildings, and the contact wire was then suspended by means of cross wires.

First World War

The outbreak of World War I led to a sharp drop in the number of passengers transported. Furthermore, the tax exemption for the local railway ended on July 1, 1914, which also had a negative effect on the operating result. In 1915 the power station's accumulator had to be dismantled and given away for war purposes. The steam engines followed in 1917, so there was no reserve left.

For the first time, conductors were used, who were released after the war. Due to a lack of copper, the contact wire had to be dismantled on the Stadtplatz – Kuferzeile and power station – train station sections. The iron wire supplied as a replacement was only replaced by copper contact wire at the end of the 1920s.

In 1918 the number of people carried rose again to 217,616. However, the systems and vehicles were heavily used due to the lack of spare parts. Thanks to the generation of traction electricity by means of hydropower, the railway was at least not affected by the lack of coal, as was the case with numerous companies that generate electricity in thermal power stations . However, the war prevented any expansion plans for the local railway.

Interwar period

The coal shortage in the post-war period led to a restriction in train traffic on the Salzkammergut Railway and thus to high losses on the local railway. Only after the electrification of the standard gauge line in 1932 did the number of journeys on the local railway increase again. The construction of the Gmundner Strandbad also brought in new passengers.

In 1927, the grooved rails from the opening year were so worn out that operational safety no longer seemed to be guaranteed. This was followed by renewal of the track between Rathausplatz and Franz-Josef-Platz, with the simultaneous manufacture of concrete long sleepers. In 1928 there was an upswing, in that year 230,216 people, 871 dogs, 20,528 pieces of luggage and 818.2 tons of goods were transported. The newspaper was also transported from the Salzkammergut printing plant to the train station in this way. Taking this into account, a mercury vapor rectifier system from Brown, Boveri & Cie was installed in the power station in 1928 , which consisted of two glass vessels, each with 165 amps at 550 volts and fed by a transformer with an output of 250 volt amperes . The much less economical converter remained as a reserve. In 1929 a turnout was built at the power station , which should enable flexible operation in the event of a delay. The train traveling towards town was on the straight line, the turnout on the valley side was key-locked. The two left turnouts belonged to the Gmunden – Vorchdorf local railway , for their use an annual rent of 250 Austrian schillings had to be paid. The obsolete diversion at km 0.6 was abandoned at the same time.

In the “United Society Workshop”, all Stern & Hafferl vehicles were converted and repaired if they exceeded the facilities of the company workshops. There was also an armature winding shop there until the 1970s . As a result of the recent economic crisis , the transport numbers in 1934 reached a historic low. Only 92,561 passengers, 541 dogs, 8157 pieces of luggage and 318.8 tons of goods were carried.

“Anschluss” of Austria and World War II

Historical stop sign

The thousand-mark block prevented the renewed growth of tourism, only when Austria was "annexed" to the German Reich in March 1938 did the passenger numbers recover. In 1938 142,816 passengers were carried, in 1939 there were 208,851.

From 1938 the railway was operated in accordance with the regulation on the construction and operation of trams (BOStrab), which is still valid in Germany today , and which came into force on April 1, 1938. Externally, this was noticeable in the retrofitted direction indicators and the line designation G that was used from now on . The letter G for Gmunden was assigned analogously to F for the Florianerbahn , P / H for St. Pölten – Harland and Y for Ybbs and was written on the vehicles in white letters on a black background, this line signal could be illuminated in the dark. Standardized stop signs with a green “H” on a yellow background were also introduced at that time.

At the same time as Gmunden, the two sister companies Unterach – See and Ebelsberg – St. Florian to trams rededicated . The three railways continued to operate as trams even after the end of the war. In this case, the further political development of Austria did not lead to a legal restoration of the pre-war situation.

In 1939 the luggage traffic was stopped, from then on only people, dogs and goods were transported. Since there were hardly any private motor vehicles , the number of passengers rose to 586,404 in 1944. The Gmundner tram also survived the Second World War without major damage.

After the Second World War

In 1946, a record that is still valid today was set with 736,898 passengers. A year later, the United Society Workshops was closed as the main workshop and relocated to Vorchdorf. Some work, such as winding motor armatures, was still carried out in Gmunden.

In 1951, the line speed was increased to 25 kilometers per hour , but there were local restrictions. In 1956 and 1957 the line was rehabilitated; In addition, the route was corrected and the old grooved rails were replaced. From 1957, the tram was only operated on those early and late trains of the Austrian Federal Railways , the frequency of which justified a connection. Originally all trains were used.


The transshipment track, which was abandoned in 1961, with live overhead lines , existed until the station was rebuilt in 2015.

In 1961, the standard gauge switch at the train station, which was no longer needed, was removed and the trolley that was used to transport standard gauge locomotives to the OKA workshop was scrapped. In 1962 the tram carried 494,862 people and 14.7 tons of goods. The popularity of the tram rose again, but the transport of goods increasingly lost its importance.

With the relocation of the Salzkammergut printing works, the transport of newspapers by tram also ended in the same year. A year later the overhead line was converted to the fully elastic Kummler & Matter system, which is why the old masts in the center were replaced. In the same year, the turnout at the multi-gym also took place.

Attitude discussion

Final stop at Franz-Josef-Platz, as it existed from 1975 to 2015. Until 1975 the train continued to the Rathausplatz.
1983: The coach house before the renovation, on the right the power station
Development of the number of passengers

The increasing amount of individual traffic made the tram an ever increasing obstacle to traffic in the city center. As a result of the rail track laid sideways, the trains coming from the direction of the train station on the particularly narrow section Franz-Josef-Platz-Rathausplatz came head-on towards road users. On June 6, 1975 this was therefore shut down in favor of motor vehicle traffic . The track was overturned in 1975, which was partially visible until 2015, as the road surface had not been renewed until then. The overhead line was also still there.

Since the shortening, the number of passengers has declined, which led to an initial discussion about recruitment. On July 3, 1978, the economic one-man operation was introduced. Since then, the crossing agreement has been made via radiotelephone . In the same year, oil-delayed fallback switches were installed at the tennis court stop.

In 1989 the tram was again about to be shut down. In order to prevent this, the head of the traffic department at Stern & Hafferl, Otfried Knoll, who was already in charge of planning the bus traffic, started a survey of the population on his own initiative as to whether the tram should be taken back to Rathausplatz. For this purpose, the railcar GM 5 was set up in front of the town hall for two weeks as a registration office for the "tram referendum". More than 6,000 declarations of support with name, address and signatures were received in a short time. The success was that the community had to seriously consider the future of the tram. The then mayor Erwin Herrmann founded the Pro Gmundner Tram Association together with the managing director of the GEG . His idea was to use the membership fees of the signatories to cover the disposal of the tram. Instead, however, Knoll, acting as the managing chairman, started a sympathy campaign to raise awareness for the tram. The writer Thomas Bernhard also campaigned for the tram shortly before his death; his last publicly known document was a letter to the editor in this regard in a daily newspaper. In the same year, scheduled nostalgia trips with the GM 5 railcar took place for the first time during Advent.

In a report in 1990, renewed renewal was recommended. But even if the track to the town hall square were exposed again, it would have to be replaced because the rails had previously been damaged several times by road and canal construction work. A remeasurement of the route carried out in 1992 showed that the gradient was ten percent and not 9.5 percent as originally assumed. In September 1993 the tram was integrated into the Gmunden transport association (VVG). Since then, the city has acted as the customer for the transport services and receives all the income in return.

In 1994 responsibility for the tram changed from the federal government to the state of Upper Austria. In 1994, historical stop signs were erected at all stations, which the Pro Gmundner Tramway Association had made based on an original.


Track work on the esplanade
Symbolic release of the new turnout tennis court

On November 26, 1999, the temporary SEP stop was set up at the exit of the Salzkammergut shopping park . At the same time, investigations began as to whether a branch line could be built on the SEP site. For this purpose, detailed plans have been drawn up and the project has already been put out to tender. Although this project could not be realized for financial reasons, the Kraftstation stop was moved to the north as an alternative. It was designed as a turnout and renamed Gmundner Keramik. This meant that the power station switch was no longer required. The new system went into operation on October 15, 2005.

In 2004, the section of the Kuferzeile was completely closed for renovation work. In addition to the track renewal and the renovation of the stops, modern safety technology was also installed . The ceramics stop was rebuilt and given a siding. The siding at the Remise was thus dispensable and removed in the same year. In 2005, the remise overhead line masts were renewed and safety systems were installed. In June 2006 the track bed in the shoreline was cut in four places for the purpose of soundproofing .

On July 1, 2006, the tram was integrated into the Upper Austrian Transport Association (OÖVV). The Gmunden transport association still exists today, for example there is a special family annual ticket that is only valid in Gmunden.

Between November 1 and December 7, 2007, the track between Kuferzeile and Franz-Josef-Platz was completely renewed and provided with a mass-spring system . In addition, the platforms were extended and raised .

In 2008, the last major construction project to date took place with the renovation of the tennis court and Rosenkranz stops. On February 7th and 8th, most of the trees next to the waiting room were removed. After completing the several weeks of preparatory work, operations were suspended from March 10th to 29th. Three road- rail vehicles were also used for this construction work . The Rosenkranz stop received a new, extended platform. In addition, a catenary mast was replaced by a new concrete mast and a fence was built to the adjacent property.

At the tennis court stop, the track bed was removed, and part of the meadow next to the siding was secured by a retaining wall. The route was then re-ballasted and the rails renewed, with the uphill turnout being moved upwards. This was followed by the erection of new concrete masts including new booms and the tensioning of a new contact wire. The bus stop at the bus stop was renewed and a new substation was built next to it , which went into operation on June 18. A new platform - longer and wider compared to the old central platform - was built between the two tracks of the siding. A new placing boom was erected next to it, which ensures the supply of the three feeding sections.

During the renovation of the two stops, great emphasis was placed on accessibility . The costs for the renewal of the esplanade track and the renovation of the Rosenkranz and tennis court stops amounted to 1.5 million euros. On April 24, 2008, an opening party took place at the tennis court stop, at which the symbolic release of the new turnout took place after a nostalgic vehicle parade by Vice Governor Erich Haider . In August, the Bezirkshauptmannschaft stop was given a bus shelter for the first time. On the occasion of the Upper Austrian provincial exhibition in 2008 on the topic of the Salzkammergut , where the main exhibition was in Gmunden, nostalgia trips were offered throughout the exhibition period.

In order to demonstrate to the people of Gmunden what a modern tram and local train operation could look like, the Pro Gmundner Tram Association, in cooperation with Siemens and Stern & Hafferl, organized a trial run with a Combino low-floor multiple unit rented from Nordhausen. From June 30th to July 6th, 2003 the Combino 107 of the Nordhausen tram was tested on the Gmunden tram network and then on the Gmunden - Vorchdorf local railway. It was delivered by low loader and unloaded on the tracks in front of the coach house. For this period, the railcars GM 9 and 10 had to be parked on the already overgrown, former reloading siding at the station, as the Combino only used one of the two coach tracks. The car also ran on the Gmunden – Vorchdorf local railway. In return, the GM 100 drove for two months during the state horticultural show in Nordhausen in 2004 . Siemens took over the transport costs .

Between September 5th and October 1st, 2008, test drives were carried out with the Cityrunner 305 of Innsbrucker Verkehrsbetriebe . The vehicle was unloaded near the Bezirkshauptmannschaft stop. Among other things, load tests were carried out in which the car was loaded with 10.5 tons of sandbags in order to simulate a fully occupied train. All test drives were monitored by employees from Elin EBG and Bombardier Transportation . After the tests were successfully completed, training trips for the Gmundner staff took place. On September 12th, a party was held on the occasion of the first journey of the Cityrunner in passenger service opposite the Franz-Josef-Platz stop. Among other things, free shuttle trips with the Cityrunner between Franz-Josef-Platz and the district authority were offered. On October 2, 2008, the railcar was transported to Innsbruck , where it was used in regular service shortly afterwards.

When the timetable changed on December 14, 2014, the “Grüner Wald” stop was canceled.

In the night of 9./10. August 2017, as part of test drives, trams drove for the first time since 1975 by means of the overhead line newly laid in Theatergasse with their own power to the Rathausplatz and pushed through the Trauntor. The GM 8 and GM 5 (from 1911, intended for tourist purposes) were also pushed through the Trauntor for the first time, a passage with a particularly tight curve radius.

On March 26, 2017, a multi-week test operation with a Vossloh Tramlink V3 low-floor vehicle began.

Operation before the merger with the Traunseebahn

GM 8 on the steepest section

The operating voltage is 600 volts DC, the route is designed for a top speed of 40 kilometers per hour and eight tons of axle load . The maximum speed is specified in sections by means of small boards attached to the overhead line ( speed board ). A “2” outlined in red means, for example, that the following section may be driven at a maximum of 20 km / h. Including the two end stations, a total of eight stops are served; all six intermediate stations are so-called demand stops . The average distance between stops is 331 meters.

The number of passengers has remained constant in the last few years in the range of 300,000 to 320,000 passengers; in 2006 it was 318,393, for example. On school days, the tram transports up to 1,400 passengers a day. The fares are set by the Gmundner Municipal Council . There has never been an accident with personal injury before. Only minor damage to property in collisions with motor vehicles was recorded. In winter, depending on the snow conditions, snow is cleared using a snow plow or brush, which is attached to the GM 5 railcar.

Tramlink in test operation and GM 5 at the Franz-Josef-Platz stop

Nostalgia trips

GM 5 on a special trip

In addition to regular operations, nostalgia trips are also carried out on certain public holidays and events . In July and August these take place every other weekend. When the weather is fine, the open summer railcar GM 100 runs, otherwise the GM 5. A special rate applies for the journeys, with a conductor. Members of Pro Gmundner Tram can ride for free.


The tram employs six people. They are responsible for operating the locomotives, selling tickets, and performing maintenance and repairs . Train driver training is carried out at Stern & Hafferl. It lasts two months and includes signaling and driving regulations, the basics of electrical engineering , the electrical and mechanical structure of the vehicles, braking systems, traction power supply , safety equipment and training trips.


The dodge tennis court

Until the merger with the Traunseebahn, the tram ran all day at approximately 30-minute intervals . From Monday to Friday there were individual additional trips during rush hour . Operations started at around 5 a.m. Monday to Friday, 6 a.m. on Saturdays and 7 a.m. on Sundays. On all days, operations ended at 9 p.m.

The basis for the tram timetable was the rail traffic on the Salzkammergut Railway . Their trains cross each other in Gmunden station at around minute 30. The tram arrived at the station a few minutes before and left shortly after the train crossing. In this way, a connection for all passengers without long waiting times was guaranteed in the sense of an ITF full node .

Most of the traffic was handled by a single railcar, only in rush hour two courses were on the move at the same time. As planned, tennis courts were crossed at the turnout and, at times, Gmundner ceramics were also crossed at the turnout . In the event of delays in ÖBB trains, the intersection at the tennis court could also be relocated to the ceramic.

The trip over the entire route took nine minutes, the average travel speed was 14 km / h. All intermediate stops were demand stops . As a special feature, the journeys - unusual for a tram - were listed in the timetable with train numbers . The courses in the direction of Franz-Josef-Platz had odd numbers, the courses in the direction of the train station were marked with even numbers.

Line designation

The line letter G for the courses between the train station and Franz-Josef-Platz mainly served to distinguish it from the city bus routes 1 to 3. Although there was only one line in this section, all trams were consistently signposted with a "G". Furthermore, the letter G also served to distinguish it from the other Stern & Hafferl routes, on which the line designation was not written. For example, “GV” stood for Gmunden – Vorchdorf, “LH” for Lambach – Haag am Hausruck , “LILO” for the Linz local railway , “LVE” for Lambach – Vorchdorf-Eggenberg and “VA” for Vöcklamarkt – Attersee. The through trains between Gmunden Klosterplatz and Vorchdorf, introduced in 2014, operate as route 161, where 161 is the route number of the Traunseebahn in the Austrian railway timetable . In the course of a test operation, the Tramlink operated as line 174 on the tram. This was also the course book route.


Interior view of the GM 8 , a bi-directional vehicle with doors on one side only


Initially, the local railway had four two-axle railcars available. The eight-window vehicles with open platforms came from J. Rohrbacher from Vienna and had electrical equipment from the Union-Elektricitäts-Gesellschaft from Berlin. Two cars were equipped with a luggage compartment . Because the procurement of spare parts became increasingly difficult due to the war, railcar 2 was parked from 1915 to 1927.

The original vehicles were converted between 1933 and 1938:

  • 1933: Conversion of car 1 in Vienna: Kobel glazing of the open platforms, after which it was nicknamed "Aquarium"
  • 1935: Conversion of car 2: new car body, eight windows, skylight flaps, barrel roof, pebble glazing and running boards
  • 1938: Conversion of car 3: new car body, eight windows, skylight flaps, barrel roof, cobel glazing and running boards, luggage compartment removed

Car 4 was no longer converted due to the declining number of passengers and was parked in Vorchdorf due to lack of space, where it was scrapped in 1950.

In 1941 two vehicles of the standard gauge Pressburg Railway came to Gmunden. The former Cmg 1612 railcar was used after its conversion on the Vöcklamarkt – Attersee local line . The conversion of the car in 1534, originally a sidecar , was delayed due to the war.

Towards the end of the war, the use of an additional railcar was urgently necessary, but a new one was not possible. Alternatively, railcar 2 of the Unterach – See tram was used, it only ran there in the summer months and was originally even built for Gmunden. It was renamed GM 6 and put into operation on July 30, 1943. The railcar, which was originally painted cream, was given the red and white Gmundner paint scheme. The GM 2 was only a reserve since then. In 1946, the railcars GM 5 and 6 were equipped with pantographs.

In 1951 the GM 4 could be completed. For the first time, the entrances that are not required on the right-hand side in the direction of Rathausplatz were locked. On the other vehicles, the steps and door openings on this side were covered with tarpaulin. In the course of time, an emergency entrance was built into all cars on the side without a platform. The running boards initially remained, but were later removed. The vehicle was to drive switches of the type SPII and TS70 engines Full equipped and carried from the beginning a pantograph. In addition to a conventional parking brake, the railcar had a Jores-Müller type rail brake . It had four large side windows and with a seat divider of 2 + 1 offered 24 seats. Provisional commissioning took place on July 2, 1951, and the official acceptance test on July 31.

In addition, another new addition was made in 1951. Since the Unterach – See tram was discontinued, the SM 1 railcar came to Gmunden and was classified as the GM 7. The railcar differed from the GM 6 by the door in the side wall, which was replaced by two windows. From May 30, 1952 the GM 7 was available for scheduled service.

The increasing competition from private transport prompted the company to purchase a modern four-axle open- plan car. It should make a decisive contribution to the modernization of the tram. On January 19, 1962, the new vehicle was put into operation and named GM 8. This made the GM 6 dispensable and from then on ran as a sidecar on the Attergaubahn. From 1969 the railcars GM 5 and 8 took over the traffic, the cars GM 4 and 7 were only reserves.

For the purpose of further modernization, the three Duewag open- plan cars 340, 341 and 347 were purchased from the Vestische trams in 1974 . While car 340 was scrapped in April 1978 after all usable spare parts had been removed, car 347 came into operation in 1977 as GM 9 and 341 in July 1983 as GM 10. The two vehicles differ in terms of their interior design, for example they have different seats. The doors of both were locked on the side of the vehicle that was no longer in use.

On the occasion of the centenary of the railway in 1994 the summer sidecar 101 of the former Klagenfurt tram came to Gmunden. Numerous nostalgic trips took place together with the GM 5 railcar, the first time that the Gmundner tram operated a sidecar.

In 1995 the GM 100 of the Pöstlingbergbahn arrived in Gmunden. The Klagenfurt wagon 101 was a guest again, in memory of the Budweis – Linz – Gmunden horse-drawn railway , it functioned as a horse-drawn wagon .

The vehicles used up to the merger are owned by GEG Elektro und Gebäudetechnik, only the GM 100 belongs to the city of Gmunden. Most of the time the GM 8 and 10 cars were in use, while the GM 9 served as a reserve. All vehicles are equipped with plug-in couplings - which were only used in the event of a fault - and sand spreaders . The sandboxes are in the passenger compartment and hold 80 kilograms. The quartz sand used is stored in a silo next to the shed. The GM 100 is the only one with a Lyra pantograph, which must be turned manually every time the direction of travel is changed. There is no feedback of braking energy into the catenary network because the old railcars do not have the necessary facilities. The GM 10 was the only vehicle to have wheel flange lubrication .

Although they are bidirectional vehicles , the three plan service vehicles only have entrances on one side. This is only possible because all platforms are arranged on the same side, namely on the left as seen in the direction of Franz-Josef-Platz. This very rare form of operation can still be seen today on the Kirnitzschtalbahn , the Drachenfelsbahn or the Trieste – Opicina railway line .

Current inventory table

number image Manufacturer Electrics Construction year length Wheelbase Wheel alignment Weight v / max power Space available Remarks
121-123, 127-131 Gmunden-129-Rosenkranz.jpg Vossloh Kiepe Vossloh Kiepe 2016-2017 31 860 mm Bo'2'Bo ' 70 km / h 400 kW Covered vehicles; shared vehicle fleet with the Traunseebahn ; Cars 124–126 in use on the Attergaubahn
GM 100 GM 100, tennis court.jpg Graz wagon factory LEL 1898 06800 mm 2000 mm Bo 08.8 t 14 km / h 040.8 kW 24 seats and 2 standing places taken over by the Pöstlingbergbahn
GM 5 GM5 FJ-Platz Liebstattsonntag.jpg Graz wagon factory Siemens-Schuckertwerke 1911 09080 mm 3600 mm Bo 11.0 t 30 km / h 052 kW 32 seats and 8 standing places
GM 8 GM 8, Bahnhofstrasse.jpg Lohner works Box 1961 13 400 mm 1800 mm B'B ' 16.0 t 60 km / h 200 kW 37 seats and 32 standing places drew
GM 601 GM 601.jpg Self-made two-axle trolley
GM 602 Self-made two-axle trolley

Table of former vehicles and work cars

number image Manufacturer Electrics Construction year length Wheelbase Wheel alignment Weight v / max power Remarks
GM 1 GM 1 Hotel Krone.jpg J. Rohrbacher union 1894 08000 mm 06.6 t 2 × 13 kW Rebuilt for the first time in 1911; Scrapped in 1952
GM 2 GM2.JPG J. Rohrbacher union 1894 08000 mm 06.6 t 2 × 13 kW 1944 to Unterach-See in exchange for Gmunden 6 1952 StH sidecar B2i 20.204 later 26.204 box scrapped in 1963. Frame used as a weed killer until 1980
GM 3 GM3 of the Gmundner Tram.jpg J. Rohrbacher union 1894 08000 mm 06.6 t 2 × 13 kW 1957 StH as sidecar B2i 20205 (later 26205) 1977 to the Lendcanaltramway sold
GM 4 I. GM 4 filtered.jpg J. Rohrbacher union 1895 08000 mm 06.6 t 2 × 13 kW Scrapped in 1950
GM 4 II Trams de Gmunden 1977 2.jpg All All 1913 09530 mm 13 t 2 × 40.5 kW To the 1983 Museumstramway Mariazell-Erlaufsee sold
GM 6 Graz wagon factory Siemens 1907 08700 mm 10.3 t 2 × 25.5 kW 1962 at Vöcklamarkt – Attersee available there as a B2i 20.220 sidecar
GM 7 GM7 on October 7th, 2017 in front of the Remise St.Florian.jpg Graz wagon factory Siemens 1907 08700 mm 10.3 t 2 × 25.5 kW to the local railway Ebelsberg – St. Florian was awarded and retraced to 900 millimeters
GM 9 GM 9, Bahnhof.jpg DUEWAG Box 1952 14 300 mm 1700 mm Bo'Bo ' 17.0 t 70 km / h 200 kW 38 seats and 52 standing places
formerly Vestische trams 347; parked in Vorchdorf (sold to private)
GM 10 Tramway Gmunden 3.JPG DUEWAG Box 1952 14 300 mm 1700 mm Bo'Bo ' 17.0 t 70 km / h 200 kW 38 seats and 52 standing places
formerly Vestische trams 341; is the Bergische Museum Railway Wuppertal been sold
101 Strab Klagenfurt Bw101.jpg Graz wagon factory 1926 Summer sidecar from Klagenfurt, 1994 for the 100th anniversary in Gmunden
107 GM a031.jpg Siemens Siemens 2002 20 048 mm 24 t 400 kW from June 30th to July 6th 2003 for test purposes in Gmunden
305 GM Cityrunner No. 305 1.JPG Bombardier Transportation ELIN 2008 27 600 mm 37.9 t 544 kW from September 5 to October 2, 2008 for test purposes in Gmunden, this type was in service as Tw 307 and 320 on the local railway Gmunden-Vorchdorf
X 23,641 GM tower car + GM 602.JPG Self-made 1913 03.5 t 25 km / h 020 kW Tower car with auxiliary engine , parked in Vorchdorf without body


Until 1943, Stern & Hafferl generally numbered the vehicles with two letters and a number, the first letter indicating the company (G for Gmunden, S for Seetram Unterach , E for Ebelsberg , V for Vorchdorf etc.), the second the vehicle type ( M for motor cars, P for passenger cars, G for freight cars, etc.) and the number was a consecutive number. The numbering scheme introduced in 1942 was only used for the railways, the previous numbers were retained for the trams. Numbers were occasionally occupied a second time, in Gmunden this applies to GM 4. The open railcar GM 100 (ex Pöstlingberg IV) is a special case, it was called this at the request of the Pro Gmundner Tram Association .

The two rolling carts GM 601 and 602 are numbered according to the scheme of other Stern & Hafferl railways, as the tram only has numbers for railcars. The GM in front of the number of the two "Bahnwagerl" is intended to indicate that they belong to the Gmundner tram.



The current route with the expansion plans

The original route of the Gmundner tram is consistently single-track. Only the two stops ceramic and tennis court have sidings. At the two terminal stops, the line ended bluntly without a siding until 2015.

Until 2015, the starting point of the tram was the Bahnhof stop on the station forecourt , since then it has been integrated into the station. Until a few years ago this was still called the main train station for trams , although the state railway only ran it as the main train station between 1944 and 1946. This still applies to the destination displays of the railcars today. The former reloading track, which ended bluntly , was connected to the Bahnhof stop .

From the train station, the route followed Bahnhofstrasse on the right-hand side and passed the narrowest curved track with a 40-meter radius shortly before the Grüner Wald stop. This is where the new line from the train station joins. The Grüner Wald stop was canceled in 2014. At this point it was only allowed to drive at a maximum of 15 kilometers per hour. At the roundabout after the Gmundner Keramik stop (old: power station) the train changes to Alois-Kaltenbruner Straße, which it crosses shortly afterwards. The culmination point of the route is also located there. This is followed by the steepest section of the route. At the confluence of Arkadenstrasse the own track ends , from there the track is laid in the road surface. Later the tram follows the Kuferzeile - which is a one-way street , but can be used in both directions by the tram. In the city center, it finally turns left into the esplanade, where the tram is again routed independently of individual traffic, although grooved rails are also used there.

The double-track section has started at Franz-Josefs-Platz since 2015. The Franz-Josef-Platz stop is designed as a side platform on both sides . The route has been running (since September 2018) in mixed traffic along Theatergasse to the Rathausplatz stop and along Kammerhofgasse to Trauntor. After passing through it, the tram crosses the outflow of the Traunsee and turns right into the Klosterplatz island stop . It follows Traunsteinstrasse to the Seebahnhof, which is also an island stop. From there it follows the route of the Traunseebahn to Gmunden Engelhof, where the system boundary between trams and suburban trains has been located since 2018.

There are six switches on the original tram route to Franz-Josefs-Platz, four of which fall back in the area of ​​the two switches and two manually set in the Remisen area. All are equipped with point heating . The two diversions are used in left-hand traffic. Grooved rails of the type Ri 60, Vignole rails of the types S 33 and S 49 and rails of the type XXIV are used. Five of the eight stops have various types of shelters. With the opening of the new terminal at the train station, a seventh turnout was added.

The two-lane new line begins with the grooved rail splitting switch designed as a fallback switch in front of the Franz-Josefs-Platz stop. At Klosterplatz there is a track change with two grooved rail switches. At the Seebahnhof exit, a fallback switch merges the double lane back into a single lane. At the entrance to Gmunden Engelhof, the first turnout leads the urban courses into stump track 1. The trains in the direction of Vorchdorf go over another turnout to track 3. Track 2, which also includes a turnout to a siding, is normally used by trains from Vorchdorf, es but can also be used as a turning track for the journeys of the historic railcars. After the fall-back switch, which connects tracks 2 and 3 to form the main track, there is the separation point from which the old trams are no longer allowed to continue. Engelhof station has a total of 4 points, from the station to the separation point there are 15.


GM 10 during maintenance work in the coach house
The workshop pit

Small repairs are carried out in the remise at Alois-Kaltenbruner-Strasse 47, for larger ones the traction vehicles are brought to the main workshop in Vorchdorf via low loader . This has only happened twice so far - for the main inspection and main repair of GM 8. In order to be able to carry out repairs on the underside of the vehicles, the Remise has a workshop pit . Work on the roof of the vehicles can only be carried out with the help of ladders. In addition to the storage hall for the vehicles, the remise also includes a common room, sanitary facilities, a nostalgia room and a magazine in which all spare parts, paints and lubricating oil are stored. The two snow clearers as well as an operational pantograph were stored outside the building.

The remise had to be extended twice: That was the case for the first time in 1911, because the new GM 5 railcar was significantly longer than the older vehicles of the Gmunden tram. The second expansion took place in 1974. In December 2006 minor repairs were made to the rear of the building. In addition to maintenance work, the coach house is occasionally used for parties. Again and again, neighbors asked for the Remise to be restored to a more attractive condition. At the general assembly of Pro Gmundner Straßenbahn in 2005, this proposal was accepted.

Overhead line and substation

The over their suspension points doubly insulated simple contact lines consists of a copper - silver - alloy . The suspension is carried out by means of 37 cross wires and 59 masts mounted on buildings and street lamps; including 24 green Siemens masts, five wooden masts, 17 modernized cast iron masts with new arms, a metal mast and seven concrete masts (status 2010). In October 2010 the contact wire was partially renewed. At the beginning of August 2018, the five remaining cast iron masts from 1894 were replaced with new masts. The railway is powered by a substation at the tennis court stop; the electricity is obtained from Energie AG Oberösterreich. There are separation points at the tennis court siding and at the coach house . The route is divided into the three dining sections Franz-Josefs-Platz – tennis court , tennis court – Remise and Remise – train station . In addition, the turnout tennis court and the remise overhead line can be switched on separately. The power supply can either be switched centrally from the substation or in sections on two switch masts, which are located next to the tennis court and the coach house. The latter is secured with a lock.

Security technology

Security system in Alois-Kaltenbruner-Strasse

The four fallback switches are secured with a blue switch signal . This lights up when the switch is in the closed state, i.e. is set straight ahead. In addition, the position of the turnouts is indicated by the turnout signals. The branch point to the Remise is additionally secured, the switch blades are held in the "straight direction of travel" position. The position of the switch cannot be changed even when the manual control weight is operated; it is secured by an additional lock.

The sections of the route at the Remise and in the Kuferzeile are equipped with security systems. In the vicinity of the coach house there are six signals that start to flash when a car passes a rail contact. A catenary contact sends an impulse to the signal, which shortly afterwards starts to flash and warns of an approaching railcar. There are three such signals there. All other level crossings are either not secured at all or have a right of way sign with an additional tram symbol.

Association Pro Gmundner streetcar

Since it was founded in 1989, the Pro Gmundner Tram Association has been committed to maintaining the route over the long term. It was founded on a private initiative when the suspension of the tram was being discussed. The goals are the modernization of systems and vehicles, the construction of a new coach house, the extension to the town hall square and the connection with the Traunseebahn. In general, the association would like to raise awareness of public transport in the region. Otfried Knoll has been chairman of the association since 1995; he has been managing chairman since it was founded in 1989. In 2007, Pro Gmundner Straßenbahn had around 400 members and is mainly financed by membership fees and donations. A general assembly takes place every two years.

Extension / merger


Announcement of the tram extension

Since the 1990s there have been plans to reactivate the route to Rathausplatz. According to a study, this measure would help to relieve the center of individual traffic. In June 1996 the working group “Extension to Rathausplatz” of the Pro Gmundner Tram Association selected one of several options. In the same month, the Federal Road Administration gave its approval for a double-track route in this area. In September 1997 the Ministry of Transport took over the entire planning costs for the expansion.

In addition, the tram via Klosterplatz and Traunsteinstraße is to be linked to the Gmunden – Vorchdorf local train , which is operated with 750 volts DC, to form a regional light rail . This also two-pronged gap closure would be around 650 meters long. In 2000, a first study was carried out by the Vienna University of Technology on behalf of the Pro Gmundner Tram Association , and in April 2003 the municipal council approved the project. At the same time the construction of the remise was considered.

Mayor Heinz Köppl, who is also an advisory board member of the “Pro Gmundner Straßenbahn” association, made the following commitment at the beginning of 2007: “If we want to keep the tramway, we need a connection to the Vorchdorfer Bahn. It is of secondary importance which sets are used. A continuous connection would be a significant improvement for our population. ”In the spring of 2007, a feasibility study on the merger was commissioned. The costs were borne 25 percent by the city and 75 percent by the state of Upper Austria. In September 2007 the city appointed Otfried Knoll, the chairman of the Pro Gmundner Tram Association, as coordinator . At the beginning of 2008 it was checked whether the Traun Bridge was sufficiently resilient, the passage of the Trauntor is possible and whether the tram could swim with the flow of traffic. In November 2008, the Graz engineering association Kaufmann – Kriebernegg confirmed the feasibility of the project. In the next step, the city of Gmunden and the state of Upper Austria should secure the route.

The following schedule originally applied to the expansion following the Weyer project :

  • 2008/2009: Relocation of the Seebahnhof, planning of the coach house and securing the route to Weyer
  • 2012: Completion of all projects

For the same planned renewal of the fleet were Niederflurwagen type Flexity Outlook for discussion. It was supposed to be serviced in the Stern & Hafferl main workshop in Vorchdorf, after it was initially planned to build a new depot at Gmundner Bahnhof. A new building with a parking deck would have been built there in the embankment area. The relevant planning had already been completed.


Some parties and various citizens' groups had positioned themselves against the merger with the Traunseebahn. Among other things, the construction noise, possible facade damage during construction and operation, the size of the planned vehicles and higher costs compared to bus routes were criticized.


Railcar 131 on the Traun Bridge in front of the Trauntor

In February 2013 the municipal council of the city of Gmunden decided to link the tram with the local Gmunden – Vorchdorf railway , and the tram cars will in future also travel to Vorchdorf. The extension, including the redesign of the square, will cost 25 million euros, of which the state of Upper Austria will assume 80 percent. Funds also come from Stern & Hafferl, the “Pro Gmundner Tram” association, from two ministries and from the communities of Vorchdorf, Kirchham and Gschwandt . Gmunden can also save a city ​​bus because of the tram extension. The renovation of the canal in the city center and the construction of a new Traun bridge are linked to the project and are co-financed by the state government. This effectively reduces the cost share for the municipality of Gmunden to 1.5 million euros. The project is being implemented under the name StadtRegioTram Gmunden .

On January 27, 2014, Stern & Hafferl ordered eleven new low-floor articulated tramlink trams from Vossloh Kiepe , three of which are intended for the Attergaubahn . They initially ran on the Traunseebahn and since the completion of the link to Gmunden train station. The vehicles are five-part, 2.4 meters wide, 32 meters long and offer space for 183 passengers. They were produced until 2017 in Vossloh Kiepe's Spanish plant in Valencia , which has been owned by Stadler since 2016 .

The expansion was divided into two construction sections. Lot 1, the extension of the Traunseebahn from the relocated and modernized “Seebahnhof” to Gmundner Klosterplatz, was completed in 2014. It was officially opened on December 13, 2014. As part of the new construction of the city train station , the tram stop was moved closer to the station building - since May 2015, the tram has stopped at a separate central platform within the station. At the beginning of September 2015, construction work on construction lot 2 began. The tram route from Franz-Josefs-Platz to the Am Graben intersection (until November 2015) and on to Rathausplatz (until July 2016) was extended. Subsequently, it was led to the Trauntor (until November 2016) and on the other side of the Traun the section Klosterplatz – Linzerstraße was built (until November 2016). With the completion of the new Traun Bridge, the tram was finally connected to the Traunseebahn with the first crossing of the Traun Bridge on August 6, 2018.

On September 1, 2018, the merger with the Gmunden – Vorchdorf local railway was officially opened. Since then, direct trains have been running from Gmunden train station via Franz-Josef-Platz, Klosterplatz to the Seebahnhof and on to Vorchdorf. Since then, there has been a half-hourly service on weekdays and an hourly service on weekends along the entire route. The denser tram timetable in the urban area of ​​Gmunden was extended to Engelhof.


  • City of Gmunden (Ed.): Gmunden am Traunsee. 700 years of the city . City of Gmunden, Gmunden 1978, road section.
  • Helmut Weis: The Stern & Hafferl company. Volume 3 . In: Bahn im Bild . tape 80 . Pospischil, Vienna 1991.
  • Otfried Knoll: 90 years of the Gmunden tram. Commemorative publication from 1984 . Ed .: Stern & Hafferl GmbH. Stern & Hafferl, Gmunden 1984.
  • Stern & Hafferl GmbH (ed.): Gmunden's steepest pride - 1894 to 1994 . Stern & Hafferl, Gmunden 1994 (information booklet about the Gmundner tram).
  • Pro Gmunden Tram Association, City of Gmunden and Province of Upper Austria (ed.): Gmunden's tram future begins . 2nd Edition. 2005 (brochure with information on all expansion projects).
  • Heinrich Marchetti: Stern & Hafferl. Visions with tradition . Stern & Hafferl Holding, Gmunden 2003, ISBN 3-9501763-0-6 .
  • Otfried Knoll: 100 years of the Traunseebahn Gmunden – Vorchdorf . Railway-Media-Group, Vienna 2012, ISBN 978-3-902894-03-8 .


  • SWR: Railway romance - local railway idyll in the Salzkammergut (episode 453)
  • SWR: Railway Romanticism - On Emperor's Track - Salzkammergut Railway Idyll (episode 628)
  • By train & ship through the Salzkammergut , part I.
  • Bahnorama: Train & ship in the Salzkammergut

Web links

Commons : Tram Gmunden  - Collection of pictures, videos and audio files

Individual evidence

  2. a b Stern & Hafferl Verkehrsgesellschaft - Gmunden tram ( memento of the original dated December 7, 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.  @1@ 2Template: Webachiv / IABot /
  3. ↑ The story of Stern & Hafferl ( Memento of the original from September 16, 2011 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.  @1@ 2Template: Webachiv / IABot /
  4. ^ Website of GEG Elektro und Gebäudetechnik GmbH
  5. a b New Traunsee tram put into operation on ORF Upper Austria from September 1, 2018, accessed on September 2, 2018
  6. Stern & Hafferl - visions with tradition. 2003, p. 69.
  7. ^ Festschrift for the 90th birthday of the Gmundner tram. 1984, p. 5.
  8. ^ Certificate of concession for the local railway with electrical operations from the Gmunden station of the Salzkammergut railway to the city of Gmunden. In:  Reichsgesetzblatt for the kingdoms and countries represented in the Reichsrathe , year 1894, RGBl. 1894/152, pp. 423-427. (Online at ANNO ). Template: ANNO / Maintenance / rgb.
  9. ^ Festschrift for the 90th birthday of the Gmundner tram. 1984, p. 7.
  10. (Electric train) We are informed from the Salzkammergut, July 21st. In:  Tages-Post , July 24, 1894, p. 4 (online at ANNO ).Template: ANNO / Maintenance / tpt
  11. Little Chronicle. (...) Opening of the electric local train in Gmunden. In:  Die Presse , Abendblatt, No. 222/1894 (XLVII. Volume), August 14, 1894, p. 3, bottom center (online at ANNO ).Template: ANNO / maintenance / apr
  12. ^ Festschrift for the 90th birthday of the Gmundner tram. 1984, p. 13.
  13. ^ Festschrift for the 90th birthday of the Gmundner tram. 1984, pp. 13-14.
  14. ^ Ordinance on the construction and operation of trams (1937)
  15. a b Association Pro Gmundner Tram - Stops ( Memento of the original from April 14, 2014 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.  @1@ 2Template: Webachiv / IABot /
  16. Project Stadt-Regionalbahn Gmunden  ( page no longer available , search in web archivesInfo: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.@1@ 2Template: Toter Link /  
  17. ^ Association Pro Gmundner Straßenbahn - Geschichte ( Memento of the original from March 15, 2014 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.  @1@ 2Template: Webachiv / IABot /
  18. a b c Activity report of the Pro Gmundner Tramway Association ( Memento of the original from December 7, 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.  @1@ 2Template: Webachiv / IABot /
  19. Pro Gmunden Tram Association - The Gmunden Transport Association - a decisive step ( memento of the original from December 7, 2011 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.  @1@ 2Template: Webachiv / IABot /
  20. Pro Gmundner Tramway Association - Even if some people are surprised: The tramway turns 100 ( memento of the original from December 7, 2011 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot /
  21. ^ Pro Gmundner Tram Tariff Association ( Memento of the original from December 7, 2011 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot /
  22. Info booklet: Forward to the future of the tram. Pro Gmundner Tram Association, April 2008.
  23. ^ Association Pro Gmundner Straßenbahn - "This day trams tram - The festival" ( Memento of the original from December 7, 2011 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot /
  24. Timetable valid from December 14, 2014 (PDF)
  25. Premiere: For the first time the Bim drove through the Stadttor, August 11, 2017.
  26. New tram for trial operation between Franz-Josef-Platz and the train station! StadtRegioTram Gmunden, March 17, 2017, archived from the original ; Retrieved April 9, 2017 .
  27. ^ Association Pro Gmundner Straßenbahn - Nostalgiefahrten 2010 ( Memento of the original from December 7, 2011 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot /
  28. Association Pro Gmundner Tram - Our Drivers ( Memento of the original from December 7, 2011 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot /
  29. Folder: Technical basics for vehicle drivers .
  30. ^ Association Pro Gmundner Straßenbahn - The GM 100 project and the horse tram operation ( Memento of the original from December 7, 2011 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot /
  31. ^ Association Pro Gmundner Tram - Vehicles ( Memento of the original dated December 7, 2011 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.  @1@ 2Template: Webachiv / IABot /
  32. ^ Festschrift for the 90th birthday of the Gmundner tram. 1984, page 31.
  33. ^ Dates GM 1–7: Festschrift for the 90th birthday of the Gmundner tram. 1984, pp. 30/31.
  34. Technical data sheet Combino - Siemens, 2003.
  35. ^ Otfried Knoll, 100 years of the Traunseebahn Gmunden - Vorchdorf. Stern & Hafferl Verkehrsgesellschaft mbH, Gmunden, 2012, ISBN 978-3-902894-03-8 , page 135
  36. ^ Gmunden train station., archived from the original on January 20, 2012 ; accessed on December 13, 2015 .
  37. Minutes of the General Assembly 2005 ( Memento of the original from April 28, 2015 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. (PDF; 189 kB)  @1@ 2Template: Webachiv / IABot /
  38. ^ Association Pro Gmundner Tram - Targets ( Memento of the original from December 7, 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.  @1@ 2Template: Webachiv / IABot /
  39. ^ Association Pro Gmundner Straßenbahn - Board of Directors ( Memento of the original from December 7, 2011 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.  @1@ 2Template: Webachiv / IABot /
  40. Gmunden - Our City, Volume 199, January 2007.
  41. Salzkammergut-Rundschau: Edition 47/2007, p. 8.
  42. Tram connection Gmunden feasibility study / preliminary project 2008  ( page no longer available , search in web archivesInfo: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.@1@ 2Template: Toter Link /  
  43. ^ Association Pro Gmundner Straßenbahn - "Results of the feasibility study presented" ( Memento of the original from December 7, 2011 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.  @1@ 2Template: Webachiv / IABot /
  44. ^ FP Gmunden is reluctant to take part in the exam., February 17, 2015, accessed on December 13, 2015 .
  45. Gmunden is preparing for the construction site., March 2, 2015, accessed on December 13, 2015 .
  46. List BIG calls for construction to be stopped as long as notices are missing., November 30, 2015, accessed on December 13, 2015 .
  47. ^ Citizens' initiative against trams., February 20, 2015, accessed on December 13, 2015 .
  48. party independent platform for a Draft-free Gmunden. Retrieved December 13, 2015 .
  49. ^ Stop at the Gmunden tram. (No longer available online.) Archived from the original on December 22, 2015 ; accessed on December 13, 2015 . 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. @1@ 2Template: Webachiv / IABot /
  50. ^ Edmund Brandner: Gmunden lets the tram go to Vorchdorf. Oberösterreichische Nachrichten, February 18, 2013, accessed on July 24, 2013 .
  51. What does the tram extension cost - and what does it bring? Oberösterreichische Nachrichten, February 18, 2013, accessed on July 24, 2013 .
  52. StadtRegioTram-Gmunden. Retrieved December 13, 2015 .
  53. Austria: Gmunden orders trams from Vossloh Kiepe , January 28, 2014
  54. Press release Stern & Hafferl: 11 ultra-modern traction vehicles for Stern & Hafferl ( memento of the original from March 12, 2016 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot /
  55. Construction phases. (No longer available online.) StadtRegioTram, archived from the original on March 4, 2016 ; accessed on October 2, 2016 .
  56. Regio-Tram goes to the next stage., accessed on December 13, 2015 .
  57. Construction work: Franz-Josef-Platz to Graben. In: StadtRegioTram Gmunden. Retrieved October 2, 2016 .
  58. Construction work: Ditch to Rathausplatz. In: StadtRegioTram Gmunden. Retrieved October 2, 2016 .
  59. Construction work: Kammerhofgasse. In: StadtRegioTram Gmunden. Retrieved October 2, 2016 .
  60. Construction work: east bank. In: StadtRegioTram Gmunden. Retrieved October 2, 2016 .
  61. current project information summer / autumn 2017. In: StadtRegioTram Gmunden. Retrieved September 2, 2018 .
  62. Calendar week 32/2018. In: StadtRegioTram Gmunden. August 12, 2018, accessed on September 2, 2018 : “The highlight of the week was without a doubt the transfer of a tram link and thus the very first trip over the Traun Bridge. This truly historic event took place on Monday evening, August 6, 2018 In the presence of some political celebrities and surrounded by many photographers. "
  63. Europe-wide flagship project “Traunseetram” has entered a new age of mobility. In: Stern & Hafferl Verkehr. September 2018, accessed September 2, 2018 .
This article was added to the list of excellent articles on September 25, 2011 in this version .