Vehicles of the Innsbruck tram
This page deals with the vehicles of the Innsbruck tram . The origins of the Innsbruck tram can be found in the Innsbruck – Hall i. Tyrol ( LBIHiT ), which was opened in 1891. Nine years later the Innsbrucker Mittelgebirgsbahn ( IMB ) was opened to connect the tourist destinations in the area around Innsbruck. In the Stubai Valley , a hardware industry developed at that time. In order to make this competitive, the Stubaitalbahn ( AGSt.B , later STB for short ) was built in 1904. In 1905, the first inner-city line was opened, which was operated by the LBIHiT . In 1941, the LBIHiT , which in the meantime had taken over the IMB , was renamed the Innsbrucker Verkehrsbetriebe ( IVB , later IVB ) with the involvement of the local bus companies . A large part of Innsbruck's nostalgic vehicles can be found in working condition on the Tyrolean museum railways and - mostly rollable - on the nostalgia railways in Carinthia . The vehicles of the "Old Stubaitalbahn" , which were delivered for alternating current operation, are dealt with in the corresponding article, as they never found their way into the Innsbruck tram network (except for a transfer to the IVB workshop). All vehicles have a track width of 1,000 mm.
Active vehicles
Railcar
Flexity Outlook (“Cityrunner”), No. 301–326 and 351–356
As part of the regional railway concept, the contract for the purchase of the first 22 new low-floor multiple units was signed in 2005 . Vehicles 351 to 356 will be adapted for operation on the Stubaitalbahn. Vehicles 301 to 316 are intended for both city lines and line 6. They will be of the Flexity Outlook type and manufactured by Bombardier . The electrical equipment is supplied by Elin . On October 17, 2007 the first test vehicle with the number 351 for fine adjustment and official acceptance runs was delivered. The car was presented to the population for the next 3 days. The first test drive in the city network was completed in mid-November, and the first test drive on the Stubai Valley Railway at the end of November. On January 14, 2008, ten more Flexity Outlook trams were ordered to expand the Innsbruck tram network. On March 11, 2008, the first railcar was officially approved and, after the drivers had been trained, it was finally able to start scheduled operation on line 1 on March 27, 2008. Since mid-March 2008, the remaining 31 new vehicles have been delivered every two to three weeks. Car 305 was delivered to the Gmunden – Vorchdorf local railway on August 11th , where tests were carried out at speed speeds of 70 km / h, as there is no suitable section of the route in Innsbruck for these speeds. At the end of August 2008 it was used for test purposes on the Gmundner tram until the end of September 2008 , since vehicles of this type are also to be purchased there. For the time being, only the 351 railcar, which still has the old train control system, is used on the Stubaitalbahn, as there are still problems with the new train control system. The railcars 325–326 were also equipped with a train control system to better cover the half-hourly service on the Stubaitalbahn.
- Appearance: With a width of 2,400 mm and a length of 27,600 mm, the vehicles will be a little wider and around a meter longer than the previous vehicles, and weigh 36.8 t. They offer space for 56 seats and 102 standing places.
- Technical: The 100% low-floor wagons will already have the latest technology integrated. They will have a new point controller and be equipped with IBIS . The first and the last two axles are each driven by an air-cooled three-phase asynchronous motor with 105 kW (144 hp), which means that a top speed of 70 km / h can be achieved. The car will also be capable of recuperation when braking. The on-board computer also supports macro slip when accelerating (prevents the wheels from spinning). The vehicles of the Stubaitalbahn will be equipped with the local train control system, the city vehicles will have this system prepared but not yet installed.
- News: In 2011 and 2012 two vehicles (320 and 307) were loaned to the local railway Gmunden – Vorchdorf until the beginning of 2016, as the vehicles were not yet used in Innsbruck. The loan of a third vehicle was requested, but did not come about.
Flexity Outlook, nos. 327-335 and 371-381
In December 2012 the Innsbruck municipal council decided that the IVB should order ten more vehicles for the expansion of the tram and twelve vehicles for the regional train. In October 2014 "the definitive delivery of 20 low-floor trams and the definitive maintenance of these vehicles" and "also the optional delivery of 10 low-floor trams" were tendered. In December 2015 the result of the tender was announced and 20 Bombardier Flexity Outlooks were ordered. The first vehicle in this series was delivered on March 14, 2018 and presented to the public on March 21. By the time lines 2 and 5 went into operation in January 2019, only six instead of the planned twenty vehicles had been delivered.
- Appearance: The vehicles are 2,400 mm wide, 27,900 mm long and 3,580 mm high. They offer 44 seats or 111 standing places and weigh 40.8 t.
Work car
Diesel powered railcar, No. 22
When it was decided to expand the Innsbruck tramway in 2000, the Innsbrucker Verkehrsbetriebe acquired a diesel power unit to relieve the almost 100-year-old Igler power unit 2 and 3 as a work vehicle. The railcar was built by Plasser & Theurer in 2001 , is 13,390 mm long and weighs 28.0 t.
- Appearance: The railcar is painted yellow / red / gray-brown, has a driver's cab on one side and a crane and loading platform on the other. A mower for the railway embankment can also be mounted on the driver's cab side.
- Technical: The vehicle is powered by two 200 kW diesel engines. This vehicle is not suitable for snow plow operations, as it would otherwise exceed the maximum meter load of the bridges on the Stubaitalbahn if a snow plow were to be installed. In 2011, however, a modern hydraulic snow plow was procured, which does not overstrain the bridges when the snow loads are low. The old Igler railcars still have to be used in heavy snowfall.
- News: The railcar is mainly used together with trolleys 23, 24 and 217 when repairs or maintenance work need to be carried out on the superstructure.
Freight wagons
Formerly an important branch of the economy for Innsbruck's local and trams, today the freight transport has been completely stopped. The only freight wagons that are still in use today are needed for track work. The trolleys 203-204 were built by the LBIHiT workshop, the trolleys 217, 23-24 (with the serial number 910-909) were built by Plasser & Theurer and freight cars 211 by the Grazer Waggonfabrik and converted by the IVB. Since the lorries 23 and 24 were purchased specifically for the diesel locomotive 22, they are no longer part of the IVB's usual numbering scheme to designate freight wagons with a 200 number.
| number | Construction year | Mass in t | length in mm | Max. Payload in t | comment |
|---|---|---|---|---|---|
| 23-24 | 2004 | 16.0 / 15.0 | 12300 | 14.0 / 15.0 | 23 designed as a tilting lore |
| 203-204 | 1918 | 7.7 | 10850 | 15.0 | Lumberjack |
| 211 | 1900 | 15.0 | 12490 | 15.0 | Weed killer wagon, ex- IMB 115 |
| 217 | 2004 | 15.0 | 12490 | 15.0 | Ballast trolley |
Historic vehicles
Steam locomotives
In 1891 the local railway Innsbruck-Hall i. Tyrol opened with steam operation. The Innsbrucker Mittelgebirgsbahn followed nine years later. These should remain the only two steam lines in Innsbruck. In 1940 steam operation was finally abolished on the Innsbruck Mittelgebirgsbahn after the line was electrified in 1936.
"Haller steam locomotive", No. 1–8
In the beginning, the local railroad had four double-coupled steam locomotives from the Krauss / Linz locomotive factory at its disposal. The fleet was soon expanded to include four more locomotives of the same type. They had an operating weight of 7.8 tons and the length over the buffers (LüP) was 4,100 mm. At 15 atm steam pressure locomotives developed a tensile force of 9,512 N . After the line had been electrified in 1909, the steam locomotives were retired and scrapped in 1910.
"Igler steam locomotive", No. 1–3
Innsbruck's central mountain railway were a total of three steam locomotives of the type C1n2vt available, two of which in 1900 and 1901 were built. The locomotives were 7,880 mm long, 2,200 mm wide and weighed 26.8 t . With their 180 hp they could pull six sidecars up a 46 ‰ steep ramp. In order to do justice to the tight curve radii, the machine was designed as an articulated Krauss support-tender locomotive . As was customary back then, braking was carried out with a vacuum brake . The heating area was 56.3 m² and the grate area was 1 m². Locomotive 3 came to the Non Valley Railway in 1916 , where it was scrapped in 1943 after being hit by a bomb. Locomotive 1 was sold to the Sylter Inselbahn in 1939 , where it was decommissioned and scrapped in 1958. The whereabouts of locomotive 2 is unclear, but it is believed that it came to the Eastern Front.
Railcar
Four-axle "Haller railcars", No. 1–8
With the electrification of LBIHiT in 1909 , eight four-axle railcars were bought from the Wagen- und Waggonfabrik, iron and metal foundry Joh. Weitze from Graz. These were mainly used on the overland route, but during the war also in the city for transporting the wounded. In 1910 it was planned to buy similar railcars for the IMB . But the purchase was delayed until the railway became the property of the local railway Innsbruck - Hall i. Tyrol passed over. After the takeover, railcars 2 to 4 were converted for the mountain route and henceforth referred to as "Igler railcars" . They were 11,950 millimeters long, 2200 millimeters wide, weighed 15.5 tonnes before the renovation and 18.5 tonnes afterwards, and each had 30 seats and standing room. The railcars 1, 5, 7 and 8 were taken out of service in 1974 with the discontinuation of line 4. Railcar 6 was taken out of service shortly before that, because railcar 3 broke and the bogie of railcar 6 was needed as a spare part. In 1981 the Igler railcars were finally taken out of scheduled service. Since then, railcars 2 and 3 have been used as work vehicles and railcars 4 are being refurbished by the Tyrolean Museum Railways.
- Appearance: The railcars were painted red / white in the Innsbruck color scheme of the time. The car body , clad with wooden slats, was exchanged for a sheet metal car body at the end of the 1950s - with the exception of railcar 8, whose wooden body only had sheet metal cladding. In contrast to the other railcars in Hall, the Igler railcars 2 and 3 retained the Lyrabügel until the 1950s, as they did not get into the city, where the other railcars were converted to the Innsbruck trolleybus due to the contact wire crossing . After that, the stirrups were replaced by a pantograph . Since railcar 4 was also frequently used on line 4, it received the new bracket earlier. In contrast to the other Innsbruck railcars, the driver's cabs were lockable with sliding doors. The interior was divided into a smoking and a non-smoking compartment. This division was later also removed.
- Technical: The railcars were originally equipped with two 50 hp engines from AEG , each of which worked on the two central axles. In anticipation of the electrification of the Igler, railcar 4 was equipped with two additional motors of equal value in 1933, so that it now had a total of 4 × 50 hp. This enabled the first mountain driving tests to be carried out on the Stubaitalbahn. In 1935, railcar 3 received four completely new engines, each with 70 hp, and railcar 2 was also equipped with four such new engines in 1938. When railcars 2 and 3 were converted, the resistors that were previously located between the bogies were mounted on the roof to allow better cooling. Since the resistors of railcar 4 remained under the floor of the vehicle, the electric brake was declared the service brake of these vehicles only after railcar 4 was decommissioned. In the course of the renovation, railcars 2 and 3 also received a new cam switch , while railcar 4 retained the original slip-ring drive switch , where you had to switch between driving and braking using a separate lever. In order to be able to drive on the downhill stretches, all three Igler railcars were equipped with an emergency brake that could be operated in the passenger compartment. The old engines from railcars 2 and 3 were installed in railcars 7 and 8. However, since these mainly operated on the route to Hall, the last two parallel speed levels were blocked, as they were considered to be overpowered for the level. At the beginning of the 1940s, the two 36.8 kW engines of the TW 1 and 5 were exchanged for new 59.9 kW engines (81.5 PS). The resistors were now also mounted on the roof of these two railcars. Only railcar 6 remained in its original state with two engines until the local line was discontinued. The railcars 1, 5 and 6 thus remained the main railcars of Haller. Right from the start, all railcars had three independent brake systems: hand brake , electric brake and compressed air brake . The compressed air for the brake was generated by an axle compressor .
- News: After the Haller was discontinued in 1974, motor coaches 1, 5 to 8 were taken out of service and given to interested parties. TW 1 went to the Tramway Museum in Graz and the remaining TWs can still be found today in part on the nostalgic railways in Carinthia , with TW 6 only having one driver's cab. TW 1 was bought back by the Tyrolean Museum Railways in 2000 and can be found renovated in its final state in the TMB Local Railroad Museum. Railcars 2 and 3 are still used by the Innsbruck public transport company as work vehicles and as nostalgic vehicles for special trips. Since the two vehicles are also required on the Stubai Valley Railway, where other legal regulations apply, the vehicles were equipped with an electric compressor and two additional headlights on each front for the three-lantern train peak signal. Railcar 4 was shut down due to a cable damage in the main circuit in 1986 and left to the Tyrolean Museum Railways for refurbishment. The railcar was originally supposed to be returned to the delivery condition, but this turned out to be not feasible, as it would otherwise no longer meet the official requirements. That is why they agreed on the condition of the 1940s, where it still had the slatted side walls but also a modern bracket and direction indicator. After the project was postponed in 1990 in favor of the reconditioning of railcar 60 and otherwise only worked on it on the side, it was able to drive on its own again in 2012 and was reworked as the main TMB project. On August 1, 2014, the railcar was accepted by the authorities and can now be found on the IVB network again.
Four-axle "Stubai railcars", No. 1–3, 4
- see Stubaitalbahn
Two-axle “Remscheider railcars”, no. 13–15
In 1939, the Innsbruck tram fleet was quite out of date and no longer offered the required capacity. For this reason, three railcars from the local railway company were bought by the Remscheid tram, which were built in 1903 by the Falkenried vehicle workshops . This car kept the road numbers from Remscheid in Innsbruck. The electrical equipment was from AEG. The railcars were 9,400 mm long and weighed 10.6 t. They offered 22 seats and 25 standing places. The vehicles were mostly used on line 3. However, the railcars were not designed for sidecar operation, which made them not particularly effective. At the beginning of the 1950s, the railcars were scrapped in Innsbruck and replaced by the Basel railcars .
- Appearance: The railcars were painted red and white in Innsbruck. In contrast to most previous Innsbruck vehicles, these vehicles had round shapes.
- Technical: The railcars are equipped with two motors of 35 kW each. The special thing about the wagons was the single-axle bogies.
Two-axle "Winterthur railcar", No. 17
In 1947 the city of Hall i. Tyrol donated a railcar from its twin town Winterthur. However, as Hall did not have its own tram and the railcar was unsuitable for the local railway line, the vehicle was handed over to the Innsbruck transport company. The car was built by SWS / SWL in 1915, was 8570 mm long and weighed 10.5 t. It offered 16 seats and 28 standing places. It was mainly used on line 3 before it was replaced by a Zurich railcar in 1956. The railcar was finally scrapped in Innsbruck.
- Appearance: The railcar was painted red / white and carried the city arms of Winterthur and Hall i. Tyrol on the flanks.
- Technical: The railcar was powered by two 35 hp engines.
Two-axle "Zurich railcars", No. 18–21
The Innsbrucker Verkehrsbetriebe bought four railcars from the Zurich tram in 1954 in order to improve the vehicle fleet, which was badly damaged by the World War and completely outdated. The railcars were built in 1907 for the Albisgütlibahn , before they became the property of the Zurich City Tram in 1925 . The electrical equipment was built by Oerlikon. The railcars were 8,200 millimeters long, 2,200 millimeters wide, weighed 12.8 tons and offered 18 seats and 24 standing places. In Innsbruck, the railcars were mostly used together with the Merano sidecars on line 1. In 1971, railcar 21 was converted into a rail grinding car. For this purpose, the rail brakes and benches were removed, and a compressed air system and water tanks were installed in order to be able to operate the rail grinding device. Railcars 18 and 20 were decommissioned in 1977 and handed over to the Carinthian Museum Railways, while railcars 19 remained with the IVB as a Christmas train.
- Appearance: The railcars were originally equipped with a lantern roof and painted blue. In Innsbruck, the lantern roof was removed because otherwise the railcars would not have fit under the ÖBB viaduct on Ingenieur-Etzel-Straße. They were also painted red and white before commissioning and equipped with a compact coupling. Railcar 21 was painted beige during the conversion and got a red and white warning paint on the vehicle corners. During the conversion, the control panel was expanded to include a control for the grinding device.
- Technical: With a total of 150 hp, the railcars are very well motorized in comparison to their weight due to their originally planned use in Zurich, as the maximum gradient of the tram in Zurich is 77 per mille. Because of this, they also showed very good driving behavior. However, they were never used as planned on the mountain routes around Innsbruck. Railcar 21 was additionally equipped with a lock for the parallel speed steps, as well as series resistors for 1200 volts overhead line voltage, so that it can be used on the overland lines to Hall and Igls. Later this was also needed on the Stubaitalbahn.
- News: Railcar 19 has been housed with the Tyrolean Museum Railways since 1988. On the occasion of its 100th birthday in 2007, the railcar was subjected to a thorough overhaul and repainted. The railcar is still in use today as a museum feeder to the Localbahnmuseum. The railcar is also often used for the Christmas tram in December. Railcars 18 and 20 are being refurbished by the nostalgic railways in Carinthia. Railcar 21 was parked in the early 2000s. His last assignment was in 2007 on the Stubaitalbahn (for which he was given another overhaul), as the rails here had to be re-ground for test drives with the new low-floor sets. Today the rail grinding is done by an external company. However, the car was operational until the end. In 2012 it was finally sold and is now housed in the Historama in Ferlach near the Nostalgiebahnen in Carinthia (NBiK).
Two-axle “Basel Railcars”, No. 24–32
After the vehicle fleet of the Innsbrucker Verkehrsbetriebe was badly damaged in the Second World War, in 1950 the Basler Verkehrs-Betriebe (BVB) bought seven motor vehicles and sidecars . The railcars were built by SIG in 1898 . The electrical equipment was supplied by the BBC. Originally designed as open cars, they were converted into closed cars by the BVB in the 1920s. The cars were rebuilt again in Innsbruck. Among other things, some of them were given different driving switches, the middle door was locked and the lantern roof was removed so that the railcars could fit under the ÖBB viaduct in Museumstrasse. Two years later, two more railcars were delivered. The railcars were 8,710 mm long, 2,200 mm wide and weighed 11.7 t. One vehicle offered 16 seats and 27 standing places. The vehicles were preferably used on line 3. Most railcars were taken out of service with the delivery of the Lohner six-axle vehicles in 1966. Railcar 31 was still preserved as a shunting car, which was taken out of service in 1978 and left to the nostalgic railways in Carinthia. In 1967, railcar 28 received the chassis of 26 and was also preserved as a shunting car until 1978. 28 also went to Nostalgiebahnen in Carinthia, but has been back at the Tiroler MuseumsBahnen since mid-2008.
- Appearance: Since there was also a lack of color after the war, all sets except the first in the green of BVB went into operation in Innsbruck. Later the railcars were painted red and white one after the other.
- Technical: Originally the railcars in Innsbruck were equipped with a trumpet coupling. In order to be able to use the railcars together with the city sidecars, however, they were rebuilt at the beginning of the 1960s and got compact couplings and rail brakes.
- News: Triebwagen 28 has been back in Tyrol since June 2008 on loan from NBiK to TMB. It was restored from June 2008 to May 2011 in its final state from 1970.
Former Bielefeld articulated railcars 31–42 and 51–53
At the end of the 1970s and the beginning of the 1980s, there were plans in Innsbruck to expand the tramway and ordered six- and eight-axle modular railcars from the Bielefeld tramway . However, this concept was never implemented, and so some cars in Innsbruck were never put into operation, but served as spare parts donors from the start. This fact, and the fact that the Stubai Valley Railway wanted to be converted to modern articulated railcars, for which the ex-Hagen railcars were needed, led to some of these railcars being converted for overland operation to Igls. The former Bielefeld railcars built by DUEWAG between 1957 and 1963 are 19,000 / 26,300 mm long, 2200 mm wide, weigh 19.5 / 25.0 t and offer 37/56 seats and 78/97 standing places (the values after the slash apply to the railcars 51-53). The electrical equipment comes from Kiepe. The railcars 33–36 are purely urban railcars, while the other vehicles were also used on the mountain route of line 6. From 1996 mainly only the eight-axle railcars 51-53 were used on the Igler route, unless they were needed due to an event in the city, e.g. B. in All Saints' Day traffic .
- Appearance: Most of the railcars had eight axles when they arrived in Innsbruck. The railcars 31, 33-42 later became six-axle railcars, the middle parts of which were partly built into the former Hagen railcars. 51–53 were eight-axle railcars. In the 1980s and 1990s, they were painted in the then current red / cream color scheme. At the end of the 1990s, most of the railcars were painted white during the general inspection. In contrast to the other Innsbruck vehicles at the time, these railcars have a train head signal with two lanterns. At the end of the 1980s, railcar 32, a six-axle version, was converted to railcar 53 with eight axles.
- Technical: The first and last bogies are equipped with a 100 kW (136 HP) engine. The railcars, which are used on inclines, were equipped with stronger resistances, a rail clearer and a dead man's device , later also the railcars in the city. They had spring-loaded brakes from the start. At the end of the 1990s the vehicles were equipped with IBIS and at the beginning of 2007 they were fitted with a new radio switch control.
- News: Railcars 34 (on March 17, 2000) and 37 (2003) were taken out of service as spare parts donors. Railcar 37 was scrapped in 2006. At the beginning of July 2008, railcar 53 was brought back to Bielefeld as a museum vehicle. Thus it was the first vehicle that left the rail network in the course of the modernization of the IVB fleet. Railcars 38, 40 and 52 were sold to the Łódź tram in Poland in 2009 and the remaining vehicles to the Arad tram in Romania. Railcar 39 is to remain in Innsbruck for museum preservation, as it is still painted in the red / cream color scheme. In 2012, some of the vehicles were scrapped in Łódź.
Two-axle “city railcars”, no. 32–54
When the Saggen line opened in 1905, the LBIHiT ordered ten two-axle railcars from the Grazer Waggonfabrik, which were given the numbers 36-45. The electrical equipment was built by the AEG Union. Due to the high number of passengers, two more railcars were ordered as early as 1908 and were given the numbers 46–47. For the opening of line 2 in 1909, another seven vehicles were ordered, but they were more powerful and were given the numbers 48-54. For the opening of line 3 in 1911, four first type railcars were ordered, which were given the numbers 32-35. The railcars were 7,800 mm long, 2,000 mm wide, and weighed 9.1 t. They offered 16 seats and 17 standing places. The vehicles remained in use until the beginning / middle of the 1950s when they were replaced by Basel and Zurich railcars. The railcars 53 II and 54 II remained in use as rail grinding cars and shunting cars until the early 1970s. 54 II received the chassis of 42 at an unknown time
- Appearance: The railcars had open platforms and were painted in the red and white Innsbruck color scheme from the start. Originally equipped with Lyra bars, these were exchanged for pantographs in the mid-1940s. When Austria joined Germany in 1939, the railcars were equipped with direction indicators. The car body had sheet metal on the side that was decorated with wooden battens, which, however, was removed in the early 1950s. Since the railcars also pulled Haller sidecars , which were 200 mm wider , iron brackets were attached to the side of the driver's cab so that the driver could see whether something protruded into the clearance profile of the sidecar.
- Technical: The railcars 32-47 were equipped with 40 hp engines while the coaches 48-54 had 53 hp high-speed motors. The electric coupling with the sidecar was carried out via a rod coupling on the roof.
- News: Railcars 53 II and 54 II can be seen today on the Tyrolean Museum Railways. Railcar 54 II is in its final condition and can often be seen on the feeder line to the Localbahnmuseum. Railcar 53 II, the grinding equipment was removed and it was restored to its condition in the 1940s with side battens.
Four-axle "Milanese railcar", No. 60
At the beginning of the 1940s the Innsbrucker Verkehrsbetriebe ordered German standard railcars for the tram network. However, there was never a delivery due to a lack of raw materials. For this reason, a railcar built for the Belgrade tram by the Breda company in Milan was delivered to Innsbruck instead of Belgrade in 1942. The electrical equipment was supplied by Ansaldo / Marelli / TIBB. At that time, the PCC railcar was the most modern vehicle in Austria. The Innsbrucker Verkehrsbetriebe were enthusiastic about the vehicle and ordered further vehicles of the "Genoa" type . However, the delivery of the vehicles fell victim to an air bomb attack on the Milan train station. The railcar 60 remained a one-off in Innsbruck. The railcar was mainly used on line 1 and was very popular with the population because of its quiet driving style. Due to its complicated technology, however, it was very prone to failure and was soon pushed more and more out of regular service until it was finally decommissioned in 1977 - although still one of the most modern vehicles. The railcar is 13,700 mm long, 2,200 mm wide and weighs 16.5 t. With 25 seats and 90 standing places, this railcar offered the most space until the articulated railcars were delivered.
- Appearance: Due to the lack of material during the war, the railcar was initially painted in the green livery typical of Belgrade, later in a gray livery. It was only painted in the red / white Innsbruck color scheme after the war. Originally equipped with a pantograph, it was equipped with a pantograph in Innsbruck.
- Technical: In terms of technology, the railcar was 20 years ahead of its time. The automatic doors were powered by a compressed air system. To do this, the car accelerated with the help of an automatic fine control, and the driver just selected the strength of the acceleration, so to speak. The railcar has four independent braking systems: compressed air brakes, rail brakes, electric brakes and hand brakes, whereby the first three brakes are activated automatically depending on the braking level. The four engines develop 46 hp each
- News: In 1990 the Tyrolean Museum Railways were able to bring the railcars back to Tyrol from the Carinthian Museum Railways. At that time, the railcar was subjected to a general inspection, whereby the completion date was set in mid-1991 for the "100 years tram in Innsbruck" celebration, but was not reached. After that, work was only carried out on the car with reduced performance. In 2002, the work was resumed more intensively, and so the railcar was fully operational again on September 3, 2008 after six years after several brake test runs. The official restart took place on May 9, 2008 with a festive rollout at the Tiroler MuseumsBahnen.
Two-axle “Thunersee motor coaches”, No. 61–62
In 1953 the Innsbrucker Verkehrsbetriebe bought several railcars from the Rechtsufiger Thunerseebahn (STI) (Switzerland). The STI railcars 6 and 4 were given the numbers 61 and 62, but since they had severe technical defects, they were never used in the planning service, but only for shunting work, and after a short time they were parked and scrapped. The railcars were built by Credè and SSW in 1913, had a total of 90 hp, weighed 12 tons, had a length of 9,000 mm and offered 18 seats.
Four-axle "short Lohner railcars", no. 61–66
In 1960 the Innsbrucker Verkehrsbetriebe ordered six four-axle large-capacity multiple units from the Lohner works. The electrical equipment was supplied by Elin and Kiepe. The railcars were 13,400 mm long, 2,200 mm wide and weighed 14.9 t. They offered 25 seats and 51 standing places, which meant that they were undersized for Innsbruck. That is why the six-axle wages were ordered just six years later. The four-axle vehicles were preferably used on Line 1. At the end of the 1980s, the railcars were taken out of service because the tram project was tipped into the Olympic Village and too many trams had already been purchased for the eventual expansion.
- Appearance: The railcars were originally painted red / white and had a DUEWAG tip . At the end of the 1970s they got the new red / beige IVB color scheme, and the trim with the DUEWAG point was removed.
- Technical: The railcars were designed for sidecar operation, but were never used together with sidecars. In Innsbruck they were the first modern open-plan coaches (excl. Railcars 60) that had a door control. Originally they had a trumpet coupling at the front and a compact coupling with an attachment for sidecar use at the rear, but over time both of these were exchanged for conventional compact couplings without contacts.
- News: Railcar 61 is in its final condition at the Tyrolean Museum Railways and is operational. However, it was only rarely used, as it was difficult for the layman to differentiate between the DUEWAG railcars in scheduled operation and railcar 61. Since the complete use of the low-floor multiple units, the car has been used more frequently. Railcar 64 is at the nostalgic railways in Carinthia, but is not ready for operation because it was cannibalized by the IVB as a spare parts donor before it was removed.
Lohner articulated railcar, no. 71–77
To modernize the outdated and congested fleet and increase the capacity, public transportation services ordered from the Lohner works seven six-axis device articulated railcar that had a manufacture under license of DUEWAG. The electrical equipment was built by ELIN . The railcars are 19,400 mm long, 2,200 mm wide, weigh 21.7 t and offer 43 seats and 72 standing places. They were used on lines 1 and 3.
- Appearance: The railcars were originally painted in the red and white Innsbruck color scheme. At the end of the 1970s, however, they were painted in the new red / cream color scheme, which they wore until the end of the 1990s, since most railcars were then painted white during the main inspection. Originally they also had a third decorative strip and the DUEWAG tip , but these were removed during repainting at the end of the 1970s.
- Technical: The first and last bogies are equipped with a 100 kW (136 HP) engine. At the beginning of the 1990s, the railcars were converted to run without a conductor, and were given automatic door controls and a dead man's device. Originally, the cars also had a handbrake, which, however, was replaced by a spring-loaded brake in the late 1980s. At the end of the 1990s the vehicles were equipped with IBIS and at the beginning of 2007 they were fitted with a new radio switch control.
- News: Railcar 73 was parked as a spare parts donor for a while because it had a serious accident on February 3, 2006 in which 16 people - some seriously - were injured. tirv1.orf.at With regard to the new trams, it was decided not to rebuild the railcar, so that it was finally scrapped in early 2007. Railcar 72 was sold to Łódź in 2009, while the remaining cars were sold to Arad. Railcar 75 is to remain in Innsbruck for museum preservation, as it is still painted in the red / cream color scheme.
"Ex-Hagener" articulated railcar, No. 81–88
- See also: Stubaitalbahn
In 1976 the IVB bought eight six-axle two-way railcars from Hagen , where the tram network of Hagener Straßenbahn AG was closed. The cars were mainly used on Line 1. However, it was decided to renew the outdated fleet of the Innsbrucker Mittelgebirgsbahn and since bidirectional vehicles were required on this route, the railcars were already in use there from 1981. With the conversion of the Stubaitalbahn to direct current operation, the railcars were sold to the Stubaitalbahn AG . From then on, the wagons were mainly used there, only the Igler was operated with ex-Hageners until 1985. From time to time they were still used on line 6 afterwards if there were short tours due to construction sites and could not be turned. On special occasions, they were also used as slide-in trolleys on inner-city lines . In the early 1980s, eight-axle DUEWAG railcars were bought from Bielefeld. Since this capacity was not needed in the city at the time, the middle modules from the former Bielefeld were built into the Hagener. The railcars built by DUEWAG between 1959 and 1961 were / are 20,250 / 26,650 mm long, 2,200 mm wide and weighed 21.8 / 27.3 t. They offer 40/59 seats and 74/93 standing places (the values behind the slash stand for eight-axle vehicles, those in front for six-axle vehicles). The electrical equipment comes from Kiepe . After an accident in Mutters on April 21, 1995 in which railcars 82 and 87 were involved, the damaged part of railcar 87 was replaced by the intact part of railcar 82. The middle section of railcar 82 was installed in an identical six-axle railcar from Bochum, which was procured due to this accident in 1995 and was classified as railcar 82 (second occupancy). The two damaged parts of both railcars were scrapped.
- Appearance: The railcars were painted beige on arrival and were painted red / beige in Innsbruck. Since the late 1990s, the railcars have been painted white in the Innsbruck color scheme that was valid at the time. In the early 1990s, the railcars at Bombardier in Vienna were modernized, which slightly changed the appearance of the front.
- Technical: In contrast to the other Innsbruck trams, these vehicles are designed for bidirectional operation. Originally the railcars had an automatic door control, which was expanded in Innsbruck because the population was not used to it. The first and last bogies on the vehicles are motorized. The engines each develop 110 kW (148 hp). A handbrake was used as a holding brake. In order to meet the official regulations, they were equipped with a new train peak signal with three lights and adapted for conductors-free operation. For use on line 6, the railcars were equipped with a dead man's device and received stronger braking resistors. During the conversion in the early 1990s, the handbrake was replaced by modern spring-loaded brakes . After the accident in the mid-1990s ( see Stubaitalbahn # collision ), the vehicles were retrofitted with a train control system that should prevent such accidents in the future. The nominal voltage is also higher than that of the other Innsbruck vehicles (750 V). However, the vehicles are not equipped with IBIS and only have a manually controlled stop announcement and no radio traffic light control.
- News: Railcar 87 was parked as a spare parts donor at the end of the 1990s and scrapped in 2008. In 2009 the rest of the Hagen railcars, with the exception of TW 83 and TW 88, were sold to Lodz, where some of the railcars were scrapped in 2012. TW 83 is to remain in the old red / beige paintwork and with a conductor's seat as a nostalgic vehicle. TW 88 had a drive switch fire on its last day of operation and was therefore not sold. The railcar should have been repaired for line 6 in order to cover the planned traffic there together with TW 83. However, shortly before the repair was completed, it was decided to operate line 6 with a low-floor multiple unit. Since then, TW 88 has been parked and various buyers have already been considered, but none of them ultimately bought the vehicle.
sidecar
Two-axle "Stubai sidecar", No. 11–16, 17
- see Stubaitalbahn
Two-axle “Igler Sidecar”, No. 101–112
In 1900 the Innsbrucker Mittelgebirgsbahn had 12 two-axle trailer cars, which were supplied by the Graz wagon factory. Before that, 29 similar sidecars had already been delivered to LBIHiT . The differences to the Haller sidecar were purely optical and mostly only visible to the trained eye. The sidecars were 5,850 mm long, 2,200 mm wide and weighed 3.2 t. They each offered 16 seats and standing room. Later they were allowed to stand for 22 people.
- Appearance: Originally the carriages were painted green, they bore the words “Innsbrucker Mittelgebirgsb.” And the Tyrolean coat of arms on the sides. The number of the car was painted in large letters on the front and back. Two kerosene lamps were used as lighting, one of which was attached to the front and one to the rear of the car body wall and also acted as the tail light. The platforms were open and had awnings when the steam was operating to keep the soot out when driving up the mountain. With the electrification of the Mittelgebirgsbahn in 1936, the cars were painted red and white in the Innsbruck color scheme. Later, some of the four-window wagons were converted into two-window cars. They differed from the Haller sidecar, for example, by a different handbrake handle, different platform grids, or by the sockets on the front sides for the solenoid brake.
- Technical: Initially, the cars were equipped with a vacuum brake and steam heating. Soon some cars were adapted for electrical operation: the kerosene lamps were removed and electrical lighting was installed in the car. First the tail light was mounted on the roof of the sidecar, later in the front wall of the sidecar. The radiators were replaced by electric ones and a solenoid brake was built in. With the electrification of the Igler in 1936, the remaining sidecars were converted and all sidecars were equipped with a compressed air brake.
- News: The sidecars were taken out of scheduled service in 1981 and have been used for special trips ever since. In 1986 four trailer cars (101, 104, 105, 111) went to the Tiroler MuseumsBahnen and four of them (102, 103, 106, 112) remained with the Innsbruck transport company. The sidecars 107-110 were delivered to line 4 as early as the 1960s, where they were decommissioned in 1974 at the latest. BW 101 was restored to its original state and is now an open summer sidecar. Sidecar 104 has been renovated and is in its final condition together with the IVB sidecar. Sidecar 105 was restored to its condition from 1900 and is now in the delivery condition. Sidecar 111 was restored to its condition in the late 1930s.
Two-axle “Haller Sidecar”, No. 113–141
In 1881 nine two-axle trailer cars (BW) were purchased from Waggonfabrik Graz, formerly Joh. Weitzer. By 1900 the vehicle fleet was expanded by a further 20 Bw. The Bw had the numbers 1 to 29 and got the numbers 113 to 141 with the introduction of the new numbering scheme in 1911 (BW 101 to 112 belonged to the IMB).
- Appearance: The cars were originally painted green and had the name of the local railway company and the Tyrolean coat of arms on the sides. With the exception of five open summer sidecars, all Bw had four windows and a lantern roof. The platforms were open and initially had awnings to close the front. With the electrification of line 4, the cars also got the then new red / white color scheme within a short time. Due to a lack of cars, the summer sidecars were converted into three-section closed Bw in the early 1940s, although they did not have a lantern roof. From the end of the 1930s, some four-window sidecars were also converted into two-wing ones. Outwardly, the sidecars on line 4 differed from those on line 6 in that they only had one socket (for light and heating) and not two like those on line 6, as they did not have a solenoid brake. The air tank has also been installed transversely in the Haller BW. The hand brakes of the Igler BW had a simple hand crank, while the hand brakes of the Haller Bw had the horizontal part of the crank extending beyond the crank axis, so that the brake could be applied with two hands.
- Technical: In the beginning, the BW had a vacuum brake, which was replaced by a compressed air brake from 1906 in view of the upcoming electrification. During this time, the kerosene lamps were replaced by electric lighting and electric radiators were installed. Some of the BW were also retrofitted with solenoid brakes so that they could also be used on Line 1 with city railcars.
- News: In 1974 there were still 12 “Haller sidecars” (the others had already been scrapped or destroyed by bombs in the Second World War), which were given to interested parties after they were discontinued. Many of the BW can be viewed today at the nostalgic railways in Carinthia, although most of them are in extremely poor condition. Three BWs have found accommodation with the Tiroler MuseumsBahnen: BW 120 was bought back by a private person from Vienna in the summer of 2000, whereby it was loaned to the Mariazeller Museumstramway from 2010-2017, after which it was restored to its original condition with No. 8 until 2019. The IM.B.-BW 101 was rebuilt from the "Haller" BW 122 after the Second World War. In 1990 it was also reset to the delivery condition by the Tiroler MuseumsBahnen and now presents itself as an open summer sidecar 16 of the LBIHiT. BW 124 spent 30 years in the armory before returning to the rail network. It remained in good condition, so it was possible to undergo a general inspection when it was put back into operation in 2013. There are also seven similar “Igler” sidecars, some of them at the Tiroler MuseumsBahnen and the Innsbrucker Verkehrsbetriebe, where they are still available for special trips.
Car 137 was unnumbered as 122 II in 1950
Two-axle “City Sidecar”, No. 142–145, 148
Since the electric was very successful after its opening, the capacity of the railcars was often insufficient. That is why in 1906 four sidecars were bought from the Grazer Waggonfabrik, which looked like the railcars but had no glazed fronts. The cars were 7,530 mm long, 2,000 mm wide and weighed 4.8 t. They remained in use unchanged for almost 40 years. In 1943 the sidecar 145 was destroyed in a bomb attack. The IVB 1951 then built a new sidecar 145 II from the chassis of railcar 46. In 1951, the 148 sidecar was built from spare parts. In the early 1960s, the cars replaced the Basel sidecars behind the Basel railcars before they were decommissioned in the late 1970s.
- Appearance: The sidecars had open platforms that were only secured by a plug-in grid. They were painted in the red and white Innsbruck color scheme from the start.
- Technical: The cars had a solenoid brake. The electrical coupling for the lighting and heating was a roof rod coupling, the coupling for the braking current was carried out, as is usual in Innsbruck, via a socket in the front wall. At the beginning of the 1960s, the sidecars were equipped with compact couplings and rail brakes so that they could be used with the Basel railcars.
- News: The sidecars 142 and 143 can be found today at the Tiroler MuseumsBahnen. Sidecar 143 has been reconditioned in the 1950s condition and is often in use behind railcars 53 II and 54 II. The compact coupling was exchanged for a trumpet coupling again. After Sidecar 142 had only housed the museum flea market for a single time, it was refurbished in its final condition to match the Swiss railcars with compact couplings. The remaining sidecars are on the nostalgic railways in Carinthia, with the exception of sidecar 145 II, which was scrapped by the IVB in the 1970s.
Two-axle “Merano sidecar”, no. 146–147
The Meran Tramway its disposal when it opened in 1907 over four sidecar Graz wagon factory. However, these were rarely needed and therefore handed over to the Lana – Meran local railway . In 1916 two of the cars were sold to the Bozen tram and the other two to the LBIHiT. The sidecars were initially used behind the city railcars . In 1927 there was a lack of transport capacity at IMB , so the two trailer cars were adapted for overland operation with steam locomotives. After the electrification of the Mittelgebirgsbahn in 1936, the unpopular sidecars on the Igler (the wheel tires were narrow, which caused the wagons to sway a lot) were deprived of the vacuum brakes built especially for steam operation, because from now on they were only used in the city network because of the Motor coaches on the overland route were now offered additional capacity. From 1955 they were used behind the Zurich railcars. In 1977 the sidecars were finally taken out of service.
- Appearance: The sidecars were painted in Innsbruck in a red / white color scheme. Unlike the rest of the Innsbruck vehicles, they had curved windows and, apart from the entrances, closed platforms, which, together with the Zurich railcars, makes them a visually well-matched set. At the end of the 1940s, the push-in grilles at the entrances were replaced by doors. In 1955 the lantern roof was removed.
- Technical: The sidecars had a solenoid brake from the start. During the adaptation for steam operation on the low mountain range, a vacuum brake and kerosene lamps were installed (steam heating was dispensed with, since the Igler only ran in summer at that time), but was expanded again in 1936. In 1955, the trumpet couplings were replaced by compact couplings and the sidecar was retrofitted with a rail brake.
- News: Sidecar 146 is now parked at the nostalgic railways in Carinthia. After its decommissioning, trailer car 147 was often used for the Christmas tram before it was transferred to the Tiroler MuseumsBahnen . There it is often used as a museum feeder behind railcar 19. On the occasion of its 100th birthday in 2007, the car was subjected to a thorough overhaul and repainted. It is also still used today as a Christmas sidecar.
Two-axle “Basel Sidecar”, No. 151–160
In 1950, in addition to seven railcars, seven sidecars were bought from Basel, which were built by the Basler Verkehrs-Betriebe (BVB) as open summer sidecars in 1908. The sidecars were 8,080 mm long, 2,200 mm wide, and weighed 5.5 t. In 1952 another 3 sidecars were delivered to Innsbruck. The sidecars were taken out of service and scrapped in the early to mid-1960s.
- Appearance: The railcars in Innsbruck were initially painted in Basler Green because there was a lack of paint. Only gradually were they painted in the red / white Innsbruck color scheme. They only had a central entry, which was not particularly ideal for the flow of passengers, and also explains their early decommissioning.
- Technical: In the mid to late 1950s, the trumpet couplings on the sidecars were replaced by compact couplings so that they could also be used with the Zurich railcars.
- News: The sidecar 160 is now parked at the nostalgic railways in Carinthia.
Two-axle "Thunersee Sidecars", No. 161–162
In 1953, some sidecars of the Rechtsufiger Thunerseebahn (STI) were bought, which were used on the Innsbruck-Hall i. Tyrol were only on the road in the course of test drives. After the railcars used there proved to be unsuitable, the sidecars were handed over to the Stubaitalbahn. The two vehicles, STI 52 and 32, were given the numbers 161 and 162. They were built by Credè in 1913. They were 8,600 mm long, weighed around 7 tons and offered 24 seats and 12 standing places. At the end of the 1960s, however, their condition was so dire that they were abandoned.
Work car
"Big snow bend", without a number
With the electrification of the Innsbruck – Hall i. Tirol ordered the local railway company from the Grazer Waggonfabrik for eight railcars and a snow turn. The electrical equipment was supplied by the AEG Union. The snow bend is 6,000 mm long, 2,400 mm wide and weighs 10.6 t. It is not self-propelled, but has to be pushed by a railcar. She was often pushed by two railcars. Due to the high staffing requirement (five men), it was only rarely used in the city after the acquisition of the Snow Bend 200, but mainly only on the overland routes of lines 4 and 6. In 1969, the Snow Bend was finally shut down completely and transferred to the armory in Innsbruck handed over.
- Appearance: The snow bend was always painted brown and white. At first only the motor and drive switch were under the roof, later the entire snow bend was covered. It remained equipped with a lyre bar until the end.
- Technical: The engine of the snow bend was the same as that of the Haller railcars and developed 50 HP. Since it was not possible to turn around in Hall, but only a track to move, the frame and the superstructures were rotatably mounted on the chassis. At the end of the line, the superstructure could be turned back to the Innsbruck side with the brush in front, while the railcar turned around the snow bend and coupled on the Hall side.
- News: Today the snow bend is housed at the Tyrolean Museum Railways. It was restored to its original state in 2007, but is only drivable, but not operational, as the mechanics of the brush are damaged and the cable connections between the motor and the bracket in the armory have been cut.
"Little Snow Bend", No. 200
In 1926, the Innsbrucker Verkehrsbetriebe acquired a second snow bend that was less expensive to operate. The snow bend was bought by Wiener Linien, which had three such models. It was built in 1904 in the Simmering wagon factory and the electrical equipment is from AEG. It has a total length of 7500 mm and weighs 12.0 t. Before the bend reached Innsbruck, it was changed from standard gauge to meter gauge in Simmering. In the past, this snow bend was only used in the city, as it was designed for 600 V DC voltage , and this prohibited use on the local railways around Innsbruck (Line 4, Line 6: 1200 V DC; Stubaitalbahn 3000 V AC ). After the conversion of line 6 to 600 V DC voltage, it was also to be found there.
- Appearance: The snow bend has a red painted structure in the middle, which serves as a driver's cab. A snow clearing brush hangs on a long arm at the front and rear.
- Technical: The brushes each have their own motor, which can be operated via an additional drive switch in the driver's cab. The drive power to the wheels is twice 33.1 kW (45 PS).
- News: The snow turn is still operational, but is only used in very heavy snowfall, as the snow thrown at bus stops and parked cars caused damage. An Igler railcar with a track plow is usually used on the overland lines, which makes the snow bend superfluous there. In February 2009, the snow slope was parked for the time being. Shortly afterwards, the engine mount broke during moving work. The Tiroler MuseumsBahnen was able to acquire the snow bend from IVB at the end of 2014 and repaired it again at the beginning of 2015, which means that the vehicle is operational again.
Freight wagons
Haller freight car
The local railway had three closed and two open two-axle freight wagons, as well as one closed freight wagon for salt transport, which were built by the Grazer Waggonfabrik. In the course of the First World War, the local railway company built two four-axle lorries that were used to transport the wounded to the hospital in Pradl (line 3 was specially extended from Lindenhof to today's Konrad barracks). After the World War, the trolleys were still used to transport building materials and equipment. The freight traffic on the Haller was never very busy and was stopped quite early. The closed freight car 253 was handed over to the nostalgia railways in Carinthia, where it was restored and is now used as a tool store. The two lorries 203/204 are still in use today (2014) at IVB for permanent way work.
| number | Construction year | Mass in t | length in mm | Max. Payload in t | comment |
|---|---|---|---|---|---|
| 51-52, 53 | 1891/1893 | 3.3 | 5,800 | 5.0 | later 251–253, closed, decommissioned 1950/1961/1973 |
| 54-55 | 1905 | 3.0 | 5,800 | 5.0 | later 201–202, open, decommissioned 1961/1964 |
| 56 | 1895 | 2.0 | 4,500 | ? | later 264, closed salt spreader, decommissioned in 1959 |
| 203-204 | 1918 | 7.7 | 10,850 | 15.0 | Lumberjack |
Igler freight car
In 1900 the Innsbrucker Mittelgebirgsbahn had two open and two closed two-axle freight cars. In 1904 another closed freight car was ordered. The wagons all came from the Graz wagon factory. Due to the good road connection of the low mountain range, goods traffic was soon stopped again. Freight wagon 262 was converted into a tower wagon for the electrification of the low mountain range railway, was still in service with the IVB until 1983 and has been in use with the Tyrolean Museum Railways since 1988. Freight wagon 211 is still used by the IVB as a weed killer and freight wagon 263 is currently used by the TMB as a warehouse. The other two freight cars were abandoned over time.
| number | Construction year | Mass in t | length in mm | Max. Payload in t | comment |
|---|---|---|---|---|---|
| 113-114 | 1900 | 2.2 | 5,800 | 5.0 | later 261–262, closed, GW 262 from 1936 tower car |
| 115-116 | 1900 | 3.3 | 5,800 | 5.0 | later 211–212, open, GW 211 later weed killer |
| 117 | 1904 | 3.3 | 5,800 | 5.0 | later 263, closed, later equipment trolley |
Stubai freight wagons
see Stubaitalbahn
literature
- W. Duschk ao: Local and trams in old Tyrol. Self-published by Tiroler MuseumsBahnen, Innsbruck 2008, 48 pp.
- Walter Kreuz: Trams, buses and cable cars in Innsbruck , 2nd edition. Steiger Verlag, Innsbruck 1991, ISBN 3-85423-008-7
- It all began in 1891 - vehicle drivers for the Localbahnmuseum Innsbruck , self-published by Tiroler MuseumsBahnen, Innsbruck 1999.
- Walter Kreutz, Walter Pramstaller, Werner Duschk: 100 Years of Electrical in Innsbruck , self-published by Tiroler MuseumsBahnen, Innsbruck 2005.
- Werner Duschk et al .: 100 years of the Stubaitalbahn , self-published by Tiroler MuseumsBahnen, Innsbruck 2004
- Through forests and over meadows - A Century of Innsbruck Central Mountain Railway , self-published by Tiroler MuseumsBahnen, Innsbruck 2000.
Web links
- Innsbruck transport company
- Tyrolean Museum Railways
- List of preserved nostalgic vehicles on tramways.at
Individual evidence
- ↑ Tram tender running. In: www.strassenbahn.tk. October 5, 2014, accessed on October 2, 2016 : "For lines 2 and 5, the IVB have now put out new low-floor trams."
- ↑ Deliveries - 335773-2014 - TED Tenders Electronic Daily. In: ted.europa.eu. Retrieved January 6, 2017 .
- ↑ Trams and regional trains ordered. (No longer available online.) In: Land Tirol. December 16, 2015, archived from the original on September 26, 2016 ; accessed on October 2, 2016 . 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.
- ↑ 20 new trams ordered from Bombardier. In: www.strassenbahn.tk. December 16, 2015, accessed October 2, 2016 .
- ↑ Status: vehicles. In: www.strassenbahn.tk. Retrieved December 28, 2016 .
- ↑ First Flexity Generation 2 is delivered. In: strassenbahn.tk. March 12, 2018, accessed March 14, 2018 .
- ^ IVB (Ed.): Zwei & Fünf . Magazine 2, January 2019 ( ivb.at [PDF; 5.3 MB ]).
- ↑ New trams approaching . In: Innsbrucker Verkehrsbetriebe (Ed.): Tram / Regionalbahn . No. December 9 , 2015 ( ivb.at [PDF]).
