Innsbrucker Verkehrsbetriebe and Stubaitalbahn

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Innsbrucker Verkehrsbetriebe and Stubaitalbahn GmbH
Logo Innsbrucker Verkehrsbetriebe
Basic information
Company headquarters innsbruck
Web presence www.ivb.at
Reference year 2017
owner 29.5% State of Tyrol , 70.5% City of Innsbruck
Board Martin Baltes
Transport network Verkehrsverbund Tirol (VVT)
Employee 700
sales 21.5 million euros (2011)dep1
Lines
Gauge 1000 mm ( meter gauge )
railroad 1
tram 6th
bus 25th
number of vehicles
Locomotives 2
Railcar 7th
Tram cars 32
Omnibuses approx. 100 solo buses
approx. 50 articulated buses
3 minibuses
other vehicles 19th
statistics
Passengers 44.437 million per year
Mileage 7 million km per year
Length of line network
Railway lines 18.2 kmdep1
Tram lines 19.5 kmdep1
Bus routes 226.6 kmdep1
Operating facilities
Depots 1
Other operating facilities 1 coach house in Fulpmes, 1 bus depot in Fulpmes and a bus depot in Neustift
Track length 37.7 kmdep1
Switches 50 (outside the depot)

The Innsbrucker Verkehrsbetriebe (IVB) and the sister company Innbus are responsible for most of the local public transport in the Tyrolean capital Innsbruck . IVB shareholders are Innsbrucker Kommunalbetriebe Aktiengesellschaft with 51%, the state of Tyrol with 4% and the city of Innsbruck with 45%.

Every year the IVB transports around 47 million passengers on a route network of 336 km on around 30 lines. The operating length of the tram lines is about 19.5 km and that of the diesel bus lines about 226 km. Today there are around 150 diesel buses on 24 bus routes, five of which are night routes (11 p.m. to 5 a.m.), and 32 rail vehicles on three tram routes, including one overland route and the Stubaitalbahn .

At the moment there are 32 trams (excluding nostalgic and work vehicles), around 75 solo buses and around 77 articulated buses as well as around 12 intercity buses in the inventory of the Innsbruck transport company. The Mercedes-Benz Citaro can be found among the city buses .

history

Former administration building in Pastorstrasse

The local railways

As early as 1836 there was a plan for a local railway from Innsbruck to the neighboring town of Hall in Tirol . In 1888 Louis Hirsch, August Riedinger, H. Ritter von Schwind and Anton Prantl applied for a concession for a local railway from Innsbruck to Hall. This was then granted in 1889 with slightly changed conditions, and the local train company of the same name from Innsbruck – Hall i. Tyrol (LBIHiT) was founded. This was the beginning of the Innsbruck transport company. In 1891 steam operation began on the local railway. From Wilten, the route led through Innsbruck over the Rennweg along Hallerstraße through Rum and Thaur to Hall.

In 1900 the Innsbruck low mountain range was opened up by means of a steam train. From the Bergisel train station of the LBIHiT in Wilten, the route of the Innsbrucker Mittelgebirgsbahn (IMB) ran in serpentines up the Paschberg to the plateau to Igls. She touches the villages of Aldrans and Lans. The company belonged to the city, but was operated by the LBIHiT.

In 1904 the first local electric train was finally built around Innsbruck. The Stubaitalbahn (AGSt.B.) had its train station near the Bergisel train station. From there it followed the course of the Brennerstraße to the plateau of the low mountain range. The route continued through the villages of Natters, Mutters, Kreith and Telfes to Fulpmes in the Stubai Valley. The Stubaitalbahn was an independent stock corporation, but LBIHiT was responsible for the management

The trams

In 1905 the first electric tram, the so-called Stadtbahn and later Saggenlinie , was built in Innsbruck. Four years later, the local railway to Hall was electrified. The numbering scheme for the railways, which is still valid today, dates from 1911. The Saggen line became Line 1, the line to Mühlau was named Line 2, the Localbahn became Line 4. A new line was also built from Fischerstrasse along the route of the Localbahn to Maria-Theresien-Strasse and from there through the museum road to Pradl to Lindenhof opened, which became line 3.

In the mid-1920s, the inner city ring line 0 (zero) was opened at short notice but closed again soon afterwards. Line 5 was supposed to attract more passengers with a better routing than line 0, but it was only in operation for a few months overall.

In 1927 the city sold the IMB entirely to LBIHiT due to the lower profit, nine years later the IMB was electrified and added to the numbering scheme as line 6.

Innsbruck transport company

New administration building in Pastorstrasse

In 1941, the LBIHiT was renamed Innsbrucker Verkehrsbetriebe (IVB) and merged with some private bus line operators . Under the umbrella of IVB then the first opened in 1944 O bus OPERATION.

In 1974 line 4 was given up as a tram / local train and replaced by a bus line. Two years later, the first trolleybus service ceased and the old Bergisel train station was given up. The new vehicle depot has now been set up right next to the Stubai Valley train station. In 1983 the Stubai Valley Railway was converted to direct current and the line extended into the city after 79 years. The Stubaitalbahnhof was given up and made available to the Tiroler MuseumsBahnen for the construction of a local railway museum.

A trolleybus operation was opened for the second time in 1988 and was to remain in operation until 2007. In 1997 the Innsbrucker Verkehrsbetriebe and the Stubaitalbahn A.G. were merged. The newly created company was henceforth called Innsbrucker Verkehrsbetriebe und Stubaitalbahn GmbH (IVB).

With the new regional train concept, which was decided in 2004, a completely new fleet of vehicles for the Innsbruck tram was ordered at the same time, and in 2007 the second trolleybus operation was discontinued.

1939 1940 1948 1960 1965
Status = 1939 Status = 1940 Status = 1948 Status = 1960 Status = 1965
1975 1976 1983 1988 1992
Status = 1975 As of October 14, 1976 As of July 2, 1983 As of December 18, 1988 As of November 30, 1992
1993 1995 2003 2004 2005
As of August 22, 1993 As of December 1, 1995 As of October 2003 As of October 4, 2004 As of September 12, 2005
The checkered history of the transport company can also be seen in the frequent renovations of the tram (black) and trolleybus network (red) in the city center.

The trolleybuses

Trolleybus networks were operated in Innsbruck from 1944 to 1976 and 1988 to 2007.

Regional buses (Innbus)

In 1999 the 100% subsidiary Innbus GmbH was founded. It operates the transport companies with omnibuses ( regional bus routes ) for the IVB and the Verkehrsverbund Tirol  (VVT) as well as special trips at home and abroad. The fleet includes around 150 diesel buses and the workforce 300 drivers.

The regional bus routes in the IVB route map include the bus routes:

line course Frequency on weekdays during the day
501 Innsbruck - Rum - Thaur - Absam - Hall 30 min
502 Innsbruck - Rum - Thaur - Absam - Eichat 30 min
502N Innsbruck - Rum - Thaur - Absam - Eichat (Only on nights from Friday to Saturday and Saturday to Sunday)
503 Innsbruck - Rum - Thaur - Absam - Eichat - Hall - (only early traffic, from 8:00 p.m. and on weekends)
504 Innsbruck - Rum - Hall 15 minutes
505 Innsbruck - DEC - Hall 60 min
590 Innsbruck - Schönberg - Mieders - Fulpmes - Neustift - Stubai Glacier 30 min
590N Innsbruck - Schönberg - Mieders - Telfes - Fulpmes - Neustift - Volderau (Only on nights from Friday to Saturday and Saturday to Sunday)

The regional train concept

prehistory

The current regional train concept goes back to a series of preliminary studies that were initiated in the transport planning department of the State of Tyrol by Hofrat Diethelm Judmaier in the 1980s and written by Tyrolean civil engineers and the Institute for Railway Engineering at the University of Innsbruck. The political mood for the implementation of this concept, which in its final development should consist of an approximately 70 km long valley route from Telfs to Jenbach in addition to extensions of the Stubaitalbahn and Igler, was not conducive at the time. It was not until then Governor Wendelin Weingartner that one of his last official acts was to initiate work to make the project more concrete. The name regional train is misleading because Innsbruck is about an extension of the meter-gauge urban tram to the surrounding area. Therefore, in the public discussion, there is constant confusion between trams (regional trains) and S-Bahn on ÖBB tracks. In contrast to this, the project is to be understood as a modern implementation of an interurban tram with a branch line character. There are already two of these in the form of the Stubaitalbahn and the Iglerbahn in Innsbruck.

Recent history

This change of course coincided with the decision of the city of Innsbruck to expand the tram and let the trolleybus service run out. Since 2005/06, detailed route studies have been carried out in a loose collaboration between the city of Innsbruck, the state of Tyrol , the Innsbrucker Verkehrsbetriebe and the Tiroler Verkehrsverbund under the leadership of the transport planning department in order to optimize the course of the railway line and the arrangement of the stops. The result of this cooperation was confirmed by a state parliament resolution. The project that is about to be carried out, however, initially only contains a torso of the original intentions. A main axis is to be built that extends from Völs to Hall ; In terms of planning, of course, the option to continue building to the west and east is kept open.

Justification of the project

Since almost 300,000 people live along the Inn Valley between Telfs and Wattens and their transport needs cannot be satisfied with the existing ÖBB route alone, a second rail axis with more flexible route parameters is intended to achieve better distribution in the metropolitan area.

The traffic effectiveness of the new means of transport will be particularly evident in medium-haul traffic. This means that the aim is not to attract new passengers e.g. B. to win from Völs to Hall, but passengers who want to come from Hatting (further outskirts of Innsbruck) to the Höttinger Au (outskirts of Innsbruck). Such passengers have to go into the city and then back out again. So until now they have usually taken the car and not public transport, as the connection has been time-consuming and not direct. One therefore expects an average travel distance of approx. 4 km on the regional train, mostly as part of a longer route chain made up of ÖBB and regional train. The travel time savings for the average commuter in the Telfs area to Jenbach to destinations in the Innsbruck outskirts should therefore be 10 to 20 minutes. The valley basin is notorious for its inversion weather conditions , which result in high levels of fine dust and nitrogen oxide pollution . For this reason, the IVB wants to create an environmentally friendly and, above all, largely road independent means of transport that does not stop at the city limits, but brings public transport to the residents. This is the only way to ensure that you don't need your own car right from the start.

Alternatives to the project

The possibility of building a comparable system with buses is available at short notice. In the city itself, however, even the powerful trolleybus has already reached its limits. In addition, a bus system would result in operating costs exploding in the long term (personnel and energy costs). It is also assumed that in the following years the current, very good and finely branched bus network in the metropolitan area can only be maintained through large-scale cooperation. The breaking of regional bus routes in the outskirts is only possible if there are attractive transfer terminals for a higher-quality and reliable means of transport (currently, for example, a bus takes the same length for the 2 km from the city center to the outskirts as for the following 10-15 km to the surrounding area). The attractiveness of this system therefore decreases as long as there is no efficient backbone. The diameter lines that the transport association is planning are also still questionable, as more space (per person transported) is required for delay-free bus transport than for a railway line. A cable car system ( people mover ) has also already been discussed. Most streets in Innsbruck are too narrow to mount them above the street. In addition, the space required for stations is often forgotten (stairs, lifts, installation areas). The underground, which is often invoked in Innsbruck, should only be financially viable when the central area between Wattens and Zirl has around 800,000 inhabitants. Even then, it would only be possible to run small sections of the route underground in the city center. Therefore, a regional or light rail system is likely to be the most future-proof project.

Project implementation

Until 2008, a project steering group, composed of the city ​​of Innsbruck and the state of Tyrol , was used to prepare a feasibility study. The result of this study is positive, although earlier cost estimates had to be adjusted and in the meantime an extensive consideration of possible cost-driving risks has taken place (this is a first for such a large project in Tyrol).

In February 2009 a political steering group was set up for regional railway construction. Your task is to direct the work of the working group for the detailed technical planning, which will begin in the following weeks.

As the first step of the project, the extension of tram line 3 to the west, a license application was made in summer 2009 to merge all three IVB tram lines into one network license and to share the network with the existing regional train to the Stubai Valley. The city senate passed a corresponding decision in principle on July 8, 2009. At the same time, the detailed planning work was continued. The nature conservation authority determined that no environmental impact assessment is necessary for the first construction phase of the regional train from the city center to the technology campus of the University of Innsbruck.

In a further four expansion steps, based on this first construction phase, a new rail link from Völs to Rum and Hall will be created.

In February 2010, the license to extend the tram westward into the Höttinger Au was awarded to the IVB after the environmental impact assessment had been completed . In the summer of 2010, the license was also extended to the Allerheiligen district. The project must be completed by December 2015.

On February 24, 2010, a house in the Bruneckerstraße area was purchased, the floor space of which is essential for the redesign of a bottleneck in the Innsbruck tram network. The demolition work was completed in early summer 2010.

The track systems between the main train station and Sillpark were completed on September 12, 2010, in autumn and winter 2010 the preparatory work for the double-track expansion of Salurnerstrasse and the southern Maria-Theresien-Strasse followed, the further expansions to the west followed from 2011 to 2013 October 2012 an extension of approx. 300 m to Amras with tram line 3 was officially put into operation. Innsbruck's second grass track section is located in the new terminus .

It was decided in 2008 and 2007 to expand the main west line to the vicinity of Hötting station. The official commissioning of the first section of the so-called 5th grammar school took place on December 19, 2012.

outlook

If the planners have their way, the following schedule should depict the implementation of the project. However, there is a long way to go, especially in terms of community policy. This is a major project that is actually more extensive than the Brenner Base Tunnel . Many people are affected as beneficiaries but also as residents. Road construction projects are still easier to realize today, since in comparison to new railway lines, the technical functioning and the possible relocation potential are not checked to the extent that is usual for railway lines.

At the end of 2011, the regional railway project was audited by the State Audit Office, which called for numerous organizational improvements.

It must be assumed that the further planned opening dates will be delayed for years due to the time losses at the start of construction:

Two western branches of the bus line O to the technology and to the Peerhofsiedlung are to be replaced by a tram, also still as line 3. The submission plans are in preparation. Work is currently underway to optimize the route into the Peerhofsiedlung.

The schedule for project implementation valid in January 2014 results in the following dates for the commissioning of individual route sections:

  • Technik-West: 2016 [outdated]
  • Olympic Village from January 26, 2019

The following were deferred:

  • Rum-Hall regional railway line
  • The inner-city tram line R (not part of the actual regional train), branches off from the main line at the Rössl in der Au stop in the direction of the University Sports Institute and the airport.

There is a route study that was carried out in the 1990s by a transport planning office on behalf of the state. This includes a rough route plan for expanding the regional railway line on the Telfs - Jenbach line. In advance, variant studies for this route were drawn up in individual diploma theses since the 1980s.

The decision on the part of the city of Innsbruck and the state of Tyrol envisages the expansion of Völs (ÖBB train station) - Rum (Neurum). The syndicate contract between the city and the state, which regulates the allocation of costs and responsibilities, was signed by the city of Innsbruck.

See also

literature

  • Walter Kreutz: Trams, buses and cable cars from Innsbruck . Haymon-Verlag, Innsbruck-Vienna 2011, ISBN 978-3-85218-649-8
  • Walter Kreutz: Trams, buses and cable cars from Innsbruck . Steiger-Verlag, Innsbruck 1991, ISBN 3-85423-008-7
  • It started in 1891 - vehicle drivers through the Localbahnmuseum Innsbruck . Self-published by Tiroler MuseumsBahnen , Innsbruck 1999, 60 pp.
  • W. Kreutz, W. Pramstaller, W. Duschk: 100 years of electrical power in Innsbruck . Self-published by Tiroler MuseumsBahnen , Innsbruck 2005, 40 pp.
  • W. Duschk u. a .: 100 years of the Stubai Valley Railway . Self-published by Tiroler MuseumsBahnen , Innsbruck 2004, 48 pp.
  • W. Kreutz, W. Schröter, G. Denoth: Through forests and over meadows - a century Innsbruck low mountain range . Self-published by Tiroler MuseumsBahnen , Innsbruck 2000, 32 pp.

Web links

Commons : Innsbrucker Verkehrsbetriebe (IVB)  - Collection of images, videos and audio files

Individual evidence

  1. ↑ calculated: 4% Land Tirol direct; 45% City of Innsbruck direct; 51% Innsbrucker Kommunalbetriebe AG - this 50.01 city Innsbruck, 49.99% TIWAG -Tiroler Wasserkraft AG - the latter 100% state Tyrol
  2. ↑ IVB Annual Report 2011 ( PDF ( Memento of the original from March 8, 2013 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 note. ) @1@ 2Template: Webachiv / IABot / www.ivb.at
  3. ↑ Innbus GmbH in Innsbruck . Commercial register data Creditreform / firmenabc.at
  4. ↑ Driver ( Memento of the original from August 27, 2013 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. , ivb.at > Company> Career  @1@ 2Template: Webachiv / IABot / www.ivb.at
  5. ↑ Ed. Land Tirol, Department of Transport Planning, Regionalbahn Tiroler Zentralraum, final report on the study of measures, Innsbruck 2007, see also parliamentary materials of the Tyrolean state parliament secure.tirol.gv.at  ( page no longer available , search in web archives )  Info: The link became automatic marked as defective. Please check the link according to the instructions and then remove this notice. (PDF)@1@ 2Template: Toter Link / secure.tirol.gv.at  
  6. ↑ Resolution of the state government of November 11, 2003 regarding long-term security of operation on the Stubai Valley Railway; Regional train system and regional bus system in the greater Innsbruck area - decision of principle - see also secure.tirol.gv.at  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. ( MS Word )@1@ 2Template: Toter Link / secure.tirol.gv.at  
  7. ↑ Landtag Tirol, government decision of December 18, 2007, Regionalbahn Tiroler Zentralraum, basic decision report / application Abg. HP Pock, see also: Regional and tram system for the Tyrolean central area of ​​Innsbruck - basic decision secure.tirol.gv.at  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. ( MS Word )@1@ 2Template: Toter Link / secure.tirol.gv.at  
  8. ^ Ed. Land Tirol, Spatial Planning Department, Regionalbahn Tiroler Zentralraum, final report on spatial planning, Innsbruck 2007
  9. ↑ Innsbruck is one of those places in Tyrol where the permissible PM 10 daily average has been exceeded, and parts of the city are also affected by NOX limit values ​​being exceeded due to the proximity to the motorway - cf. tirol.gv.at ( Memento of the original from December 15, 2012 in the web archive archive.today ) 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 / www.tirol.gv.at
  10. ↑ Regional railway and spatial planning, spatial planning statistics, Office of the Tyrolean Provincial Government, 2009 tirol.gv.at  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. (PDF; 1.9 MB)@1@ 2Template: Toter Link / www.tirol.gv.at  
  11. ↑ Tiroler Landeszeitung, February 25, 2009 “Regional Railway in the Next Implementation Step” Appointment of the political steering group in 2009
  12. ↑ Press archive of the city of Innsbruck  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.@1@ 2Template: Toter Link / www.innsbruck.at  
  13. ↑ tt.com
  14. ↑ tiroler-bauernbund.at
  15. ↑ Project documents at IVB  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.@1@ 2Template: Dead Link / www.ivb.at  
  16. ↑ tiroler-bauernbund.at
  17. ↑ With the decision VIb4-E-681 / 44-10 of February 10, 2010 the license was awarded by the office of the Tyrolean provincial government.
  18. ↑ By decision VIb4-E-681 / 51-10 of 10 August 2010, the concession was awarded by the Office of the Tyrolean government.
  19. ↑ Decision of the City Senate of February 24, 2010  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.@1@ 2Template: Toter Link / www.innsbruck.at  
  20. ^ According to the press release of the city of Innsbruck dated May 31, 2010, the demolition of the plant was carried out on this date.
  21. ↑ The railways are building permit VIb4-E-1006 / 32-10 was issued June 28, 2010 by the state of Tyrol.
  22. ↑ Archive link ( Memento of the original from February 1, 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 / www.innsbruckinformiert.at
  23. ↑ City council minutes of Innsbruck, October 10, 2008, 61.5 I-OEF 140/2008, innsbruck.at  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. (PDF)@1@ 2Template: Toter Link / www.innsbruck.at  
  24. ↑ Landtag Tirol, government decision of December 18, 2007, Regionalbahn Tiroler Zentralraum, basic decision report / application Abg. HP pock
  25. ↑ Archive link ( Memento of the original from February 1, 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 / www.innsbruckinformiert.at
  26. ↑ Report of the Tyrolean State Audit Office on the project structure of cost and schedule development ( PDF  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. )@1@ 2Template: Toter Link / www.tirol.gv.at  
  27. ↑ it was initially about 2 years, so the delays that have now occurred and the state audit office report show that this is no longer relevant, e.g. B. Tyrolean daily newspaper on March 10, 2010
  28. ↑ The branch is currently being questioned by a municipal council resolution:
    cf. Manfred Mitterwachauer: Tram dispute goes into a new round of information . ( Memento from July 9, 2018 in the Internet Archive ) In: Tiroler Tageszeitung , January 17, 2014.
  29. ↑ Project plan on the information homepage of the City of Innsbruck, accessed on January 19, 2014 Archive link ( Memento of the original from February 1, 2014 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 / www.innsbruckinformiert.at
  30. ↑ New regional train runs from January. In: tirol.ORF.at. October 9, 2018, accessed October 9, 2018 .
  31. ↑ With the tram from O-Dorf to the technology. In: tirol.ORF.at. January 25, 2019, accessed January 25, 2019 .
  32. ↑ Links to diploma theses in the database of the UNI Innsbruck: Innsbruck - Wattens-Jenbach: [1] , [2] ; Innsbruck-Telfs: [3] , [4] , [5] ; Innsbruck-Axams-Grinzens [6]
  33. ↑ So far there has only been a one-sided signature by the city of Innsbruck before the archive link ( memento of the original from February 1, 2014 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 / www.innsbruckinformiert.at

Coordinates: 47 ° 15 '12.3 "  N , 11 ° 23' 48.5"  E