Innsbruck low mountain range railway

	Tram from the city center
0.000	Bergisel
	Brennerbahn
	Sill
0.400	Wooden cellar (since May 12, 1989)
	Pedestrian walkway
	Inntal Autobahn
	Brenner motorway
	Igler Street (29 m)
	Tummelplatz (until May 1992: Tummelplatz - Ambras Castle )
	Amraser Tunnel (19 m)
2.500	Schönruh (until May 1992: Ambras Castle)
4.200	Tantegert (until 1901: Teutoburgerwald)
5.700	Aldrans
6.300	Mühlsee (since May 26, 1928, formerly Mühltalsee)
7.200	Lans - Sistrans (until January 1901: Lans)
7.600	Lanser See
8,362	Igls train station (with turning loop )	900 m

As Innsbrucker Mittelgebirgsbahn - colloquially also Mittelgebirgsbahn , Igler or Sechser - today's line 6 of the Innsbruck tram is called. The 8.362 kilometer long meter-gauge rural -service tram was originally licensed as a local or small train . It opens up the Paschberg , located southeast of Innsbruck on the low mountain range , which gave the railway its name. The route was opened in 1900 and has since connected the Innsbruck district of Wilten with the villages of Aldrans , Lans , Sistrans and Igls . Formerly an important means of local transport, today it is an excursion train into the popular urban recreation area. In previous years, the courses to and from Igls were tied through to the city center several times, today all journeys end at the Bergisel station on the periphery , where there is a connection to line 1.

history

Planning and construction

"Igler" locomotive 1

At the end of the 19th century, the village of Igls on the Innsbruck low mountain range developed into a popular tourist destination and excursion destination for the Innsbruck population. However, only a steep dirt road led from Innsbruck up to the plateau of the low mountain range. As early as 1886, the first thoughts arose to build an electric narrow-gauge railway from Maria-Theresien-Straße via Wilten to Amras and to transport travelers from there to the plateau by cable car . Another plan in 1890 envisaged a rack railway from Innsbruck via Amras, Aldrans and Igls to the Patscherkofel .

In 1893 the local railway Innsbruck – Hall i. Tirol (LBIHiT) extend the route from Bergiselbahnhof to Ambras Castle . There were several options for continuing to Igls. The first went from the castle via Vill and the Lanser See to Igls and the second via Lans and Sistrans to Igls. However, it soon turned out that the first variant would have been too long and would not have touched the other villages either.

In the early summer of 1896, the municipality of Innsbruck received a one-year permit from the Imperial and Royal Railway Ministry to carry out preliminary technical work for a narrow-gauge, low-level railway with steam or electrical operation from Innsbruck via Ambras Castle, Ampass , Aldrans and Lans to Igls. The final route planning was done by engineer Josef Riehl . It was already clear that the route would only lead through the Ampasser municipality, but that no stopping point would be set up there. In order to be able to keep to the desired hourly cycle , Riehl suggested that the route should not lead through Aldrans, but only touch the place. Finally, construction work on the route began in August. Since the vehicles were to be stored in the Bergisel station of the LBIHiT , the remise had to be expanded there as well . A locomotive shed was also built in Igls to accommodate either a steam locomotive or two trailer cars . Furthermore, the Igls station had two tracks so that the locomotive could move.

City map of Innsbruck, circa 1910 (starting point Bergisel in the south)

In January 1900, the municipality of Innsbruck was granted the concession, whereupon construction work began immediately. This went smoothly, but the Sill bridge was only delivered later because the manufacturer's workers went on strike. Engineer Riehl then had the makeshift bridge reinforced so that operations could start in good time. Construction work was then completed in mid-June 1900.

The Innsbrucker Mittelgebirgsbahn , abbreviated IMB , belonged entirely to the city of Innsbruck. The LBIHiT was responsible for the management

business

Steam operation (1900-1936)

The beginnings (1900-1914)

The railway was finally opened on June 27, 1900. At that time, she had two steam locomotives, as well as twelve sidecars and four freight cars. The lift was only open in the summer half of the year from the beginning of April to the end of September. In 1901 the Teutoburgerwald stop was renamed Tantegert and the third steam locomotive was delivered. The railway was already extremely well known in 1902. For example, it can be proven that passengers of the North German Lloyd received a 30 percent discount on tickets. This shows how far the reputation of the railway extended. The sleepers of the low mountain railway were not impregnated , so that in 1903 the first sleepers had to be replaced because they were already quite rotten. As the volume of goods transported was steadily increasing, it was decided in 1904 to purchase a third closed freight car. At the beginning of July 1906, luggage and freight items weighing up to 100 kilograms were transported to Igls using our own freight wagon service. From 1912, trains for winter sports enthusiasts were run to Igls for the first time on weekends and public holidays.

The First World War (1914-1918)

During the First World War , locomotives 2 and 3 of the Mittelgebirgsbahn were lent to the Trient-Malè-Bahn for a short period in 1915 because there was a lack of spare parts for the local direct current railcars at the front. Since the Army Command had moved from South Tyrol to Igls in 1916, the volume of transport on the low mountain range increased so much that even a sidecar was released for the transport of goods. At the end of 1918, locomotive 3 was lent again to the Trient-Malè Railway, where it was scrapped after the war.

Post-war period (1918–1930)

Lanser See stop

After the war, journeys on the low mountain range had to be restricted due to an acute coal shortage in Austria. Surplus sidecars were loaned to the LBIHiT , which at that time was already operated electrically and suffered from a lack of vehicles. In 1920 the line up to the Sill Bridge was electrified in order to unload freight wagons loaded with snow that fell during the snow removal in the city. In 1921 peat extraction began on the Viller Moor, for which purpose a branch line to the moor was built. From 1923 winter sports trains were again run on weekends and the trains of the low mountain range were now extended to Maria-Theresien-Straße. To this end, some sidecars were equipped with solenoid brakes and electrical lighting. The sidecars were pulled by a city railcar from Maria-Theresien-Straße to Bergiselbahnhof, where passengers could then change to the waiting steam train to Igls. In March 1927, bought LBIHiT the IMF retroactive to January 1, better to the growing competition of the automobile can withstand. It was now also considered to fully electrify the line. Also in 1927, the railway achieved its greatest logistical masterpiece when it brought the 150-tonne suspension cable of the Patscherkofelbahn to Igls. In mid-1928 the bus stop at Mühlsee , a popular swimming lake, was opened.

Preparing for electrification (1930–1936)

In mid-1933, a test drive with the four-engine Haller railcar number 4 was carried out on the Stubai Valley Railway to find out how it performed on mountain routes. Nevertheless, electrification was postponed as the competition from bus companies was already very high. In 1935, the funds were finally secured, and another LBIHiT railcar (number 3) was converted for mining operations. The AEG took over the planning of electrification. It was planned to drive with 1000 volts DC voltage just as on the route to Hall . The feed should take place in Innsbruck at the Sill Canal. Construction work on the overhead line began in early 1936 . In addition, the clearance profile of the Amraser tunnel had to be expanded. Since a high voltage drop was to be expected, an additional feed line was built through the forest, which ended in the overhead line in Tantegert and at the Lans stop. The renovations were finally completed in mid-1936.

Electrical operation (since 1936)

End of the steam era (1936–1939)

Snow turn 200 in action on the Igler

On June 28, 1936, electrical operation on the low mountain range was finally started. The route was integrated into the city network as line 6 , from then on almost all courses went to the city center. This had the advantage that the passengers no longer had to change trains at the Bergisel. With the receipt of the line number, the IMB also lost its local railroad status and was reassigned to a tram and has been run as a regional tram since then. Nevertheless, it is still listed as an electrically operated narrow-gauge railway in the timetable from 1944/45 .

Gradually, the remaining sidecars were also converted for electrical operation. Back then the travel time was just over 20 minutes. After Austria was annexed to the German Reich, the thousand-mark block fell and the number of passengers rose extremely. Retired drivers had to be hired again, and another railcar (number 2) was fitted with four new engines. As fuel became scarce due to the war, the railway soon had the transport monopoly to Igls again. In 1939 the two steam locomotives were also sold, as the electrical operation had proven itself on the mountain route. This finally ended the steam operation on the meter-gauge routes around Innsbruck.

Second World War and increase in passenger numbers (1939–1945)

Ticket from the time when Austria belonged to the German Reich, the operating company is now LBIHiT

Railcar in Igls, 1962

In December 1940 there was a serious collision between two trains with many injuries in the bend below Tantegert: The downhill train had received orders to cross at Bergisel station, while the uphill train had been instructed to cross at Tantegert. The two railcars were temporarily no longer operational, which meant that only a 60-minute cycle was possible on the Igler. The trains to the city center also had to be stopped at this time. In addition, a few weeks later there was an accident on the route to Hall, which is why the local railway company only had five of the eight regional railcars available.

In order to avoid such accidents in the future, the tension rod system was introduced, which was in use until 1983. This consisted of a blue and a yellow trowel. A train was only allowed to be in the area between Bergisel and Tantegert if a train had the yellow trowel, and only if it had the blue trowel was it allowed to be in the area between Tantegert and Igls. At the train crossing in Tantegert, the trowels were exchanged, so that a train was never allowed to enter the other's route as long as it had not arrived in Tantegert.

By 1941, two more Hall railcars (7 and 8) were equipped with the vacated engines from railcars 2 and 3, so that they now also had four engines, which meant that they could also be used on the Igler route when there was a shortage of cars. Some route straightening was also carried out this year, and the LBIHiT was merged with some bus companies to form the Innsbrucker Verkehrsbetriebe ( IVB ). In the Second World War, the low mountain range railway was badly affected by bombs due to its proximity to the Brenner Railway . For example, the power supply to the Bergisel station was cut off once, so that the train could no longer travel to the station. The route was also repeatedly interrupted in the area of the train station, so that the end station was often already at the Sillbrücke. After the end of the war, however, repair work began immediately, and the trains were now running back to the city center.

Competition from the omnibus (1945–1977)

Vehicle shortly after delivery in 1976 in the old Bergisel train station, still in the Hagen color scheme and with six axles

In 1948 the Innsbrucker Verkehrsbetriebe set up a bus line to Igls, which took many passengers away from the low mountain range. The bus line had the advantage that, unlike the train, it opened up the town centers. In the next 20 years there were repeated straightening of routes on the low mountain range, which increased passenger comfort and speed and reduced wear and tear. At the beginning of the 1970s, line 6 was threatened with closure due to the construction of the Inntal motorway . The autobahn was to be built at the point where line 6 crossed the Sill, and would subsequently also run across the depot. In a survey, however, the population spoke out against it. In 1974 the line to Hall was closed and five of the eight railcars were sold. So only a small fleet of vehicles was available to the Mittelgebirgsbahn. In 1976 the line was once again threatened with closure. The train was to be replaced by modern, gas-powered buses . Again the population successfully protested against it.

Conversion to modern articulated railcars (1977–1981)

1977: an old train of the low mountain range reaches Igls

In 1977 the Inntal motorway was finally built, which led to the relocation of the railway line in the area of the Sillbrücke. The old bridge was dismantled and replaced with a new one. The course of Igler Strasse was also changed, which is why the railway now crossed under it. In addition, the Innsbrucker Verkehrsbetriebe carried out the first test drives to Tantegert with modern articulated railcars , which they had bought in 1976 from the Hagen tram . By 1979 the first former Hagener was made suitable for the mountains. In 1980 the articulated railcars were additionally equipped with a middle section made up of railcars purchased from Bielefeld. In February 1981, the 72-year-old wooden box vans were taken out of service and since then have only served as work vehicles. The voltage on the line was lowered to 850 volts, as the new cars no longer required such high voltage. The locomotive shed in Igls, which was no longer needed, was also removed.

Adaptation for furnishing operations (1981–1987)

Railcar in the Igls turning loop

From 1983 the former Hagen railcars were also used on the Stubaitalbahn. However, there were not enough vehicles to operate both routes efficiently. Acquiring new vehicles of the same quality initially turned out to be impossible. So it was decided to use the existing equipment wagons from the Bielefeld tram on the Igler , but this was delayed until 1985 because some adjustments were still necessary. The stops had to be rebuilt so that there were platforms on both sides . Furthermore, a turning loop and a new substation for 600 volts had to be built in Igls , since the former Bielefeld did not need as high voltages as the former Hagener. In 1983 the old tension rod system was also replaced by a modern radio control system. In 1985, after the completion of the loop in Igls, the low mountain railway could be converted to one-way traffic. Another substation was built in Aldrans. The Tummelplatz stop, which was previously only served in All Saints' Day traffic on November 1, was called Tummelplatz - Ambras Castle until May 1992, and from 1985 onwards it was continuously served by regular trains. This year, the set-up railcars were also adapted for the mountain route.

Line 1 and nostalgia trips (1987–1997)

From 1987 the Igler was tied back to the city center, as in previous years. What was new, however, was the additional tour to the Hungerburgbahn valley station in Saggen, so the previous radial line was converted into a diameter line. Line 6 was integrated into the timetable for line 1, i.e. for each trip on line 6 to and from the Hungerburgbahn, there was no trip on line 1 - but the bottom line was that the number of courses used remained the same because on line 6 from this point onwards At the time two courses were used. In the direction of Igls, these "mixed courses" were already signposted from the Hungerburgbahn valley station as line 6, on the way back the train went back to the Hungerburgbahn signposted as line 1. However, this connection did not prove itself, despite the omission of the change at Bergisel station, the number of Iglers continued to drop. As a result, the Innsbrucker Verkehrsbetriebe applied for the closure of the Igler route in October 1996.

Renewed line changeover and nostalgic traffic (1997–2000)

After the population had again spoken out against the discontinuation of the Iglers, the IVB changed the routing of line 6 again in 1997, the circulation connection with line 1 was lifted again at that time. Line 6 continued to run to the city center - but now in addition to line 1, but only in the summer season and only to the city center, but no longer to the Hungerburgbahn. In the winter season, from now on, the Igler only ran between Bergisel and Igls - as it did until 1987. In order to make the "new" line even more attractive, the Tiroler MuseumsBahnen (TMB) also ran weekly courses to Igls from 1996 onwards with historical rolling stock. The nostalgia courses, which were even used in daily traffic in the following years up to 2004, always consisted of one Igler railcar , two Igler sidecars and the Stubai Freight Car 32 (for transporting bicycles) for reasons of capacity .

Planned low-floor use (2000-2008)

Work train with track ballast ready to leave in the "new" Bergisel station

In 2000, the IVB decided to repeatedly modernize line 6 as part of the regional train concept and to operate it with modern low-floor wagons in the future . As early as 2003, there was therefore a test drive with a borrowed low-floor vehicle of the Flexity Outlook type until shortly before the Lans station. The station itself could not be passed due to the larger clearance requirement. In summer 2005, due to preparatory construction work for the regional train concept, the routes on line 6 were no longer taken to the city center for the first time since 1987, and since then the route has only operated between Bergisel and Igls in the summer schedule. The nostalgia trips on the Igler, which have been carried out regularly since 1996, also ceased in 2005 and have not been resumed to this day. In 2006, in preparation for the planned use of the new low-floor trams, the ballast bed of the overland route was finally repacked.

On July 29, 2008 there was severe storm damage on Line 6. The embankment was washed under between the Lans / Sistrans and Lanser See stops. In the bend above Tantegert the overhead contact line was torn down by falling trees and earth movements above the railway line and a movement of the retaining wall were detected at the Schönruh stop. The route was then closed for a few months. The damage to the overhead line was repaired after just a few days and the embankment at Lans could be rehabilitated within two weeks despite some problems due to the unstable ground. For the damage at Schönruh, however, a regional geologist first had to prepare an expert opinion, whereupon parts of the rocks above the route had to be removed and the retaining wall and rocks stabilized with concrete injections. The roadblock was used to carry out some other minor work. For example, sleepers at Mühlsee were replaced and some of the stop islands were renovated. On November 7, 2008, the line was ceremoniously put back into operation. Since the beginning of March 2009, the stops of the low mountain railway have been rebuilt on one side, so that it is possible to board the new low-floor trams evenly. Since the new vehicles are bidirectional vehicles, the platform on the second side of the stops (with the exception of Tantegert) will be abandoned as it is no longer needed.

Low-floor use (from 2009)

Low-floor railcar 319 at the terminus in Igls, 2012

The railway has been operated with low-floor multiple units since mid-July 2009. For this, the transformer in the Aldrans substation was replaced so that the nominal voltage could be increased to 900 volts (until then 600 volts), because otherwise the voltage would drop too much on the mountain route when several railcars were operated. In order to keep the wheel wear of the low-floor vehicles less and to reduce noise pollution in the area of the Igls terminus, the turning loop in Igls will no longer be used during scheduled service. The train is now arriving at the platform and the driver has to change the driver's cab. The loop is still available for special trips. The station buffet has been closed since February 2011.

The original plan was to restore the Igler train station and return it to its original state, but there were no plans for this. That is why it was restored to its final state in 2011 in consultation with the monument office. The bistro at the train station has been empty since then. In 2012, tracks and sleepers as well as individual catenary masts were exchanged on longer sections of the route. At the end of 2012, the listed bus stop at the Lanser See bus stop was restored.

Since April 15, 2013, no more downhill bikes have been transported on the route . In the years before, the Paschberg developed into a popular downhill area. However, since some of the downhill riders also drove on private property and caused damage to the ground, the city of Innsbruck prohibited the transport of downhill bikes, which led to protests on the part of the downhill riders. In addition, the traffic on the railway line was also affected by the downhill riders. In addition to the partially heavily soiled sets that were loaded with more than the maximum number of bicycles allowed, jump ramps were also built over the tracks and the railway line was partly used as a downhill route.

Since the new vehicles caused a lot of wear and tear on the rails, tracks in the arches were swapped from July to October 2013 and 2014, as well as a large part of the sleepers between Tantegert and Lanser See. The route was closed for this and the line was operated as a replacement rail service.

Limited operation (from 2017)

Because of the deficit operating situation, various future scenarios have been discussed again since the beginning of 2016, including a complete shutdown of the route and operation only in the summer months of May – October, although the route had been extensively renovated by several million euros in recent years.

Due to the general renovation of the Sillbrücke ( Trienter Brücke ) as part of the construction work for the Brenner Base Tunnel , the line was operated for six months between February and August 2017 as a replacement rail service. It was restarted on August 5, 2017.

The plans about the limited operating concretized in the summer of 2017. After a number of different scenarios were discussed, the conversion was carried out with September 11, 2017: On Saturdays, Sundays, holidays and windows days served by line 6 10:00 to 19:00 in the months May to September or 10:00 to 17:00 in the winter half-year. In addition, only on school days, a single pair of trains runs between 6:30 and 7:30 a.m. In the course of the corona crisis , traffic was completely stopped in mid-March 2020. In order to relieve bus line J to Igls, however, the service was resumed from mid-April, with the train running the entire week according to the Sunday schedule, which means that several trains are used again a day.

Later planning and project studies

There have been isolated efforts in the past to bring the railway line closer to the towns of Aldrans, Lans and Igls. In the 1950s, preparations had already been made for the transfer of the property to extend the Igler from the Igls train station to the center of the village, which is around 500 m away. The extension of the route is still entered in the zoning plan for the Igls district. In the 1980s, the University of Innsbruck carried out a study on the re-routing of the railway and examined several variants. The main goal was to develop the area around the Igler Badhaus , which is around 100 meters higher , in order to connect the planned and already built valley station of the Olympiaexpress (a chair lift to the Patscherkofel ) to an efficient local means of transport. In addition, the architect Hubert Prachensky created a “Metro Alpin” study for the construction of a tunnel in the Paschberg as a replacement for the Igler.

Passenger numbers

route

Route of the Innsbrucker Mittelgebirgsbahn

In Innsbruck, the route begins at the so-called Bergiselbahnhof , where the railcar coming from Igls turns sharply. The depot of the local railway Innsbruck – Hall in Tyrol used to be located here , in which not only the vehicles of the low mountain range but also those of the tram were housed. The former train station, which has been rededicated as a tram stop, still consists of three tracks - two in the direction of Igls and the turning loop of line 1.

When leaving the Bergisel train station, you first pass the platform where the trains coming from Igls that went to the city used to stop. In a long bend, the train then leads past the Bierstindl cultural guest house , crosses under the Brennerbahn (including the entrance to the Brenner Base Tunnel that is currently under construction ), crosses the Sill next to the Inntal Autobahn and reaches the Bretterkeller stop . The inn of the same name can be reached from here via a footbridge. From now on things are going uphill. After a few meters, the Igler crosses the Inntal Autobahn and drives under the bridge over the Brenner Autobahn . After crossing under Igler Straße, the route is in the forest of the Paschberg . In the underpass you can see the insulators of the fastening of the feed line. Now follows a long stretch with a few slight curves, from where Innsbruck can be seen again and again through the trees. From the Tummelplatz stop , Ambras Castle and the Landessöhne Memorial Cemetery can be reached in a few minutes on foot . This is also where the forest mile begins, an adventure hiking trail popular with the people of Innsbruck with numerous gymnastics stations.

The only tunnel of line 6 is passed in a long bend and the Schönruh stop is reached. The relatively spacious, flat and straight system is structurally designed for the system of an originally planned turnout . Schönruh had a listed bus shelter that has hardly changed its appearance since 1900, but it burned down around the middle of May 2007. After the stop was moved slightly downhill during the conversion for the low-floor vehicles, there is no longer any need to rebuild this weather protection. Then the bend continues and the path turns west. The cemetery can be seen from here until the next big bend. Again and again hiking trails cross the railway line. After a ten-minute drive from Bergisel and another bend, the Tantegert siding follows . In the past, trains crossed here every 30 minutes. At the edge of the station there is a station keeper's house, which today serves as a weekend house. After the next bend you come to a relatively long, straight stretch. Here the route has been straightened over time in order to shorten the journey time. A few curves later comes the Aldrans stop . The bus shelter there was modernized when the converter was installed. After a long bend and a few long curves, the train leaves the forest and reaches the Mühlsee stop . An alternative route was also planned at this stop, which has a largely unchanged bus shelter.

Continuing up the slope, after a few curves the train reaches the Lans-Sistrans stop on the Paschberg plateau. The bus shelter was replaced by a concrete shelter in the 1980s. It continues in a long arc to the Lanser See stop . In summer, many passengers get off here and go to the swimming lake or hike back to Innsbruck via the Paschberg. Despite some renovations, the bus shelter has retained its original character. A few minutes later the end station Igls is reached, where the reception building from 1900 has been preserved. The turning loop used to be used in an anti- clockwise direction . Today the railcar turns sharply and stops in front of the station bistro next to the waiting hall. Only nostalgic and construction trains sometimes run through the loop. From here a short footpath leads to the center of Igls; Another five minutes to the Patscherkofelbahn .

In view of the route and the fact that the railway was previously only operated in summer, the low mountain railway has the character of a tourist railway. In contrast, most commuters from Igls take the bus to Innsbruck. Tourists and day trippers prefer the railway line, especially because of its proximity to Ambras Castle and the hiking trails of the Paschberg. The recreational character of the railway is additionally reinforced by the possibility of taking bicycles with you, which has existed since 1996 , which led to an increase in the number of passengers.

The former Bielefeld railcar 51 in the Schönruh stop
Auntegert in winter with Haller railcar 1
Dodge Auntegert in summer
Mühlsee stop
Railcar 315 at the terminus in Igls
Igls station building

Vehicle fleet

Five-car train leaves Igls (2007)

Railcar 52 on the way to Tantegert

Due to the incline, the Innsbrucker Mittelgebirgsbahn had a typical fleet of vehicles. The sidecars had to be equipped with solenoid brakes for electrical operation, which only applied to the Igler and some Haller sidecars. Strong motors and braking resistors were also required. Not all Haller railcars had the former, the city railcars did not have the latter. However, the route from Bergisel to the intersection with Iglerstraße has been used repeatedly for test drives throughout history. The old wooden box motor coaches were replaced from 1981 first by former Hagen motor coaches and finally from 1986 by former Bielefeld motor coaches, which were specially equipped with stronger resistances for the mountain route. An event that attracted numerous railway enthusiasts and generated a great deal of media coverage in specialist circles was the trip of a Lohner railcar to Igls on January 20, 2007 on the occasion of his 40th birthday, as he has too little resistance for the planned service and has therefore never been in Igls was to be found. So other vehicles "got lost" on this route again and again. Since mid-2009, the line has been operated with low-floor vehicles from the Innsbruck tram. Since all low-floor multiple units have the same technical equipment, all vehicles in the current fleet can be used here.

Vehicles on the Innsbruck Mittelgebirgsbahn:

literature

Walter Kreutz: Trams, buses and cable cars from Innsbruck . 2nd Edition. Steiger, Innsbruck 1991, ISBN 3-85423-008-7 .
Peter Wegenstein, Hellmuth Fröhlich (photo): Innsbruck's tram . Second, revised edition. Bahn im Bild, Volume 28, ZDB -ID 52827-4 . Pospischil, Vienna 1992.
Walter Kreutz, Werner Schröter, Günter Denoth: Through forests and over meadows - a century of Innsbruck's low mountain range . Self-published by Tiroler Museumsbahnen , Innsbruck 2000, http://permalink.obvsg.at/AC03341906 .
Werner Duschk, Walter Pramstaller and others: Local and trams in old Tyrol . Self-published by Tiroler Museumsbahnen , Innsbruck 2008, http://permalink.obvsg.at/AC10907162 .
Thomas Lexer: Routing study on the extension of the tram from Igls to Patsch . Thesis. University of Innsbruck, Innsbruck 2008.
The Innsbruck low mountain range railway. Innsbruck's romantic local train . In: Günter Denoth: The Innsbruck trams and local trains . Sutton, Erfurt 2010, ISBN 978-3-86680-695-5 , pp. 19-28.
Ray Deacon: Innsbruck's alpine tramways . (English). Light Rail Transit Association, Welling 2011, ISBN 978-0-948106-39-2 .
Walter Kreutz: Trams, buses and cable cars from Innsbruck . Haymon-Verlag, 2011, ISBN 978-3-85218-649-8 .
Karl Armbruster: The Tyrolean mountain railways . Buchdruckerei G. Davis & Co., Vienna 1914, Die Innsbrucker Mittelgebirgsbahn, p. 71–78 ( digitized version from the South Tyrolean Provincial Library [accessed on September 15, 2017]).

Web links

Commons : Innsbrucker Mittelgebirgsbahn - Collection of pictures, videos and audio files

Innsbrucker Verkehrsbetriebe (official website of the operator)
The Innsbrucker Mittelgebirgsbahn on the website of the Tiroler MuseumsBahnen (TMB) (technical-historical information)
Line 6 on innsbruck.info
Historic rail vehicles on tramways.at
Innsbruck low mountain range railway. In: Innsbrucker Nachrichten , No. 145/1900, June 27, 1900, p. 11 f. (Online at ANNO ).Template: ANNO / Maintenance / ibn
From town and country. Opening of the Igler Bahn. In: Innsbrucker Nachrichten , No. 146/1900, June 28, 1900, p. 3, top left. (Online at ANNO ).Template: ANNO / Maintenance / ibn
Ludwig von Hörmann: Feuilleton. The Innsbrucker Mittelgebirgsbahn (Iglerbahn). (1st part) .. In: Innsbrucker Nachrichten , No. 193/1900, August 24, 1900, p. 1 ff. (Online at ANNO ). Template: ANNO / Maintenance / ibn,
Ludwig von Hörmann: Feuilleton. The Innsbruck low mountain range railway. 2. Igls. (2nd part and conclusion). In: Innsbrucker Nachrichten , No. 196/1900, August 28, 1900, pp. 1–4. (Online at ANNO ). Template: ANNO / Maintenance / ibn.

Individual evidence

↑ http://www.eisenbahntunnel.at/inhalt/tunnelportale/96401.html#igler-strasse

↑ http://www.eisenbahntunnel.at/inhalt/tunnelportale/96401.html#amras

↑ Heavy current systems. Austria-Hungary. a) Austria. (...) Innsbruck. Electric train . In: Josef Kareis (Red.): Journal for electrical engineering . Volume 14.1896, issue 10/1896, May 15, 1896, ISSN 1013-5111 . Lehmann & Wentzel ( Commission ), Vienna 1896, p. 229 ( recte : 329). - text online .

↑ Leo Woerl : Illustrated guide through the provincial capital Innsbruck and the surrounding area (Stubaital, Igls, Hall, etc.) as well as for the Brenner Railway from Innsbruck to Sterzing, along with the most rewarding excursions into the Oetztal, Stubai and Zillertal Alps . 14th edition. Woerl's travel guides. Woerl, Leipzig 1910, supplement.

↑ RGBl. 1900/18. In: Reichsgesetzblatt , year 1900, p. 33 ff. (Online at ANNO ). ,
(Change; annual continuous operating time). RGBl. 1902/189. In: Reichsgesetzblatt , year 1902, p. 685. (Online at ANNO ). .

↑ Latest news. (...) Innsbruck low mountain range railway. In: Innsbrucker Nachrichten , No. 148/1906, July 2, 1906, p. 9, center left. (Online at ANNO ).

^ Course book table from 1944/45

↑ Line 6 for four months in the rail replacement service and in the long term again with old cars. In: www.strassenbahn.tk. June 15, 2013, accessed July 17, 2016 .

↑ Upcoming construction work this year. In: www.strassenbahn.tk. June 6, 2014, accessed July 17, 2016 .

↑ Rumors about a "planned end" for line 6. In: mein district.at. January 21, 2016. Retrieved July 17, 2016 .

↑ Operation of line 6 is expected to be limited to summer weekends. In: www.strassenbahn.tk. June 20, 2016. Retrieved July 17, 2016 .

↑ Project data sheet Trient Bridge. (PDF) City of Innsbruck, 2016, archived from the original ; Retrieved December 19, 2016 .

↑ Two questions and concerns about the city senate report about the renovation of the Trientinerbrücke. In: buergermmeldung.com. Retrieved December 19, 2016 .

↑ IVB: Line 6 closed from 02/01/2017 to mid-July 2017. (No longer available online.) January 2017, formerly in the original ; accessed on January 19, 2017 (Line 6 will therefore be closed from February 1, 2017 to mid-July 2017.). ( 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.

↑ Current traffic reports July 10, 2017 to September 8, 2017 Reichenauerstraße, one-way tour O OA OE N2 N3. IVB, archived from the original ; accessed on July 3, 2017 : "Due to the construction work, line 6 will be closed from February 01, 2017 to Friday, August 04, 2017."

↑ Manfred Mitterwachauer: Line 6 to Igls should be shortened . In: Tiroler Tageszeitung Online . June 13, 2017 ( tt.com [accessed March 20, 2020]).

↑ Political discussion about line 6. In: strassenbahn.tk. June 2, 2017. Retrieved June 14, 2017 .

↑ Topics of the City Senate of June 27, 2017. New IVB offer presented. In: Innsbruck informed. Accessed on July 3, 2017 : “Line 6 will continue to operate in a reduced form and will run on the following operating days from 10:00 am to 6:30 pm: During the summer holidays, it will continue daily, as well as all Sundays and public holidays throughout the year. On school days, the morning trip at 7:00 a.m. from Igls (with a previous trip from Innsbruck to Igls) is retained. From May to September, outside of the summer holidays, line 6 will also run on Saturdays and on "window days" (Fridays). "

↑ Line 6 with a new timetable. (No longer available online.) Innsbrucker Verkehrsbetrieb, formerly in the original ; accessed on September 9, 2017 . ( 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
↑ Erich Kern: General study on expansion options for the Igler Bahn . 1983, http://search.onb.ac.at/UIB:Blended:UIB_aleph_acc000418929 ( strassenbahn.tk [PDF; accessed December 19, 2016]).

Remarks

↑ ^a ^b A major celebration was not planned for the opening. On the afternoon of June 27, 1900 , an official opening trip to Igls took place from the town hall on Maria-Theresien-Straße . This inaugural train drove back from Igls to Innsbruck at 7:30 p.m. The following day the route was opened for regular traffic . - See: Innsbrucker Mittelgebirgsbahn. In: Innsbrucker Nachrichten , No. 145/1900, June 27, 1900, p. 3 middle. (Online at ANNO ).Template: ANNO / Maintenance / ibn

47.251388888889 11.4Coordinates: 47 ° 15 ′ 5 ″ N , 11 ° 24 ′ 0 ″ E

This article was added to the list of excellent articles on April 21, 2007 in this version .

[2] ttp://www.eisenbahntunnel.at/inhalt/tunnelportale/96401.html#igler-strasse

[3] ttp://www.eisenbahntunnel.at/inhalt/tunnelportale/96401.html#amras

[4] Heavy current systems. Austria-Hungary. a) Austria. (...) Innsbruck. Electric train . In: Josef Kareis (Red.): Journal for electrical engineering . Volume 14.1896, issue 10/1896, May 15, 1896, ISSN 1013-5111 . Lehmann & Wentzel ( Commission ), Vienna 1896, p. 229 ( recte : 329). - text online .

[5] Leo Woerl : Illustrated guide through the provincial capital Innsbruck and the surrounding area (Stubaital, Igls, Hall, etc.) as well as for the Brenner Railway from Innsbruck to Sterzing, along with the most rewarding excursions into the Oetztal, Stubai and Zillertal Alps . 14th edition. Woerl's travel guides. Woerl, Leipzig 1910, supplement.

[6] RGBl. 1900/18. In: Reichsgesetzblatt , year 1900, p. 33 ff. (Online at ANNO ). Template: ANNO / Maintenance / rgb,
(Change; annual continuous operating time). RGBl. 1902/189. In: Reichsgesetzblatt , year 1902, p. 685. (Online at ANNO ). Template: ANNO / Maintenance / rgb.

[7] Latest news. (...) Innsbruck low mountain range railway. In: Innsbrucker Nachrichten , No. 148/1906, July 2, 1906, p. 9, center left. (Online at ANNO ).Template: ANNO / Maintenance / ibn

[8] Course book table from 1944/45

[9] Line 6 for four months in the rail replacement service and in the long term again with old cars. In: www.strassenbahn.tk. June 15, 2013, accessed July 17, 2016 .

[10] Upcoming construction work this year. In: www.strassenbahn.tk. June 6, 2014, accessed July 17, 2016 .

[11] Rumors about a "planned end" for line 6. In: mein district.at. January 21, 2016. Retrieved July 17, 2016 .

[12] Operation of line 6 is expected to be limited to summer weekends. In: www.strassenbahn.tk. June 20, 2016. Retrieved July 17, 2016 .

[13] Project data sheet Trient Bridge. (PDF) City of Innsbruck, 2016, archived from the original ; Retrieved December 19, 2016 .

[14] Two questions and concerns about the city senate report about the renovation of the Trientinerbrücke. In: buergermmeldung.com. Retrieved December 19, 2016 .

[27._Juni-1] A major celebration was not planned for the opening. On the afternoon of June 27, 1900 , an official opening trip to Igls took place from the town hall on Maria-Theresien-Straße . This inaugural train drove back from Igls to Innsbruck at 7:30 p.m. The following day the route was opened for regular traffic . - See: Innsbrucker Mittelgebirgsbahn. In: Innsbrucker Nachrichten , No. 145/1900, June 27, 1900, p. 3 middle. (Online at ANNO ).Template: ANNO / Maintenance / ibn