In the 1990s, an Austrian television series caused a scandal. The Piefke Saga written by the Tyrolean author Felix Mitterer, describes the relationship between the German holidaymaker family Sattmann and their hosts in a fictitious Tyrolean holiday resort in four bizarrely amusing episodes. Despite all the scepticism about tourism in its current, sometimes extreme, excesses, it should not be forgotten that tourism was an important factor in Innsbruck and the surrounding area in the 19th century, driving the region's development in the long term, and not just economically.

The first travellers to Innsbruck were pilgrims and business people. Traders, journeymen on the road, civil servants, soldiers, entourages of aristocratic guests at court, skilled workers from various trades, miners, clerics, pilgrims and scientists were the first tourists to be drawn to the city between Italy and Germany. Travelling was expensive, dangerous and arduous. In addition, a large proportion of the subjects were not allowed to leave their own land without the permission of their landlord or abbot. Those who travelled usually did so on the cobbler's pony. Although Innsbruck's inns and innkeepers were already earning money from travellers in the Middle Ages and early modern times, there was no question of tourism as we understand it today. It began when a few crazy travellers were drawn to the mountain peaks for the first time. In addition to a growing middle class, this also required a new attitude towards the Alps. For a long time, the mountains had been a pure threat to people. It was mainly the British who set out to conquer the world's mountains after the oceans. From the late 18th century, the era of Romanticism, news of the natural beauty of the Alps spread through travelogues. The first foreign-language travel guide to Tyrol, Travells through the Rhaetian Alps by Jean Francois Beaumont was published in 1796.

In addition to the alpine attraction, it was the wild and exotic Natives Tirols, die international für Aufsehen sorgten. Der bärtige Revoluzzer namens Andreas Hofer, der es mit seinem Bauernheer geschafft hatte, Napoleons Armee in die Knie zu zwingen, erzeugte bei den Briten, den notorischen Erzfeinden der Franzosen, ebenso großes Interesse wie bei deutschen Nationalisten nördlich der Alpen, die in ihm einen frühen Protodeutschen sahen. Die Tiroler galten als unbeugsamer Menschenschlag, archetypisch und ungezähmt, ähnlich den Germanen unter Arminius, die das Imperium Romanum herausgefordert hatten. Die Beschreibungen Innsbrucks aus der Feder des Autors Beda Weber (1798 – 1858) und andere Reiseberichte in der boomenden Presselandschaft dieser Zeit trugen dazu bei, ein attraktives Bild Innsbrucks zu prägen.

Nun mussten die wilden Alpen nur noch der Masse an Touristen zugänglich gemacht werden, die zwar gerne den frühen Abenteurern auf ihren Expeditionen nacheifern wollten, deren Risikobereitschaft und Fitness mit den Wünschen nicht schritthalten konnten. Der German Alpine Club eröffnete 1869 eine Sektion Innsbruck, nachdem der 1862 Österreichische Alpenverein was not very successful. Driven by the Greater German idea of many members, the two institutions merged in 1873. Alpine Club is still bourgeois to this day, while its social democratic counterpart is the Naturfreunde. The network of paths grew as a result of its development, as did the number of huts that could accommodate guests. The transit country of Tyrol had countless mule tracks and footpaths that had existed for centuries and served as the basis for alpinism. Small inns, farms and stations along the postal routes served as accommodation. The Tyrolean theologian Franz Senn (1831 - 1884) and the writer Adolf Pichler (1819 - 1900) were instrumental in the surveying of Tyrol and the creation of maps. Contrary to popular belief, the Tyroleans were not born mountaineers, but had to be taught the skills to conquer the mountains. Until then, mountains had been one thing above all: dangerous and arduous in everyday agricultural life. Climbing them had hardly occurred to anyone before. The Alpine clubs also trained mountain guides. From the turn of the century, skiing came into fashion alongside hiking and mountaineering. There were no lifts yet, and to get up the mountains you had to use the skins that are still glued to touring skis today. It was not until the 1920s, following the construction of the cable cars on the Nordkette and Patscherkofel mountains, that a wealthy clientele was able to enjoy the modern luxury of mountain lifts while skiing.  

New hotels, cafés, inns, shops and means of transport were needed to meet the needs of guests. Anyone who had running water and a telephone connection at home in London or Paris did not want to make do with an outhouse in the corridor or in front of the house when on holiday. The so-called first and second class inns were suitable for transit traffic, but they were not equipped to receive upscale tourists. Until the 19th century, innkeepers in the city and in the villages around Innsbruck belonged to the upper middle class in terms of income. They were often farmers who ran a pub on the side and sold food. As the example of Andreas Hofer shows, they also had a good reputation and influence within local society. As meeting places for the locals and hubs for postal and goods traffic, they were often well informed about what was happening in the wider world. However, as they were neither members of a guild nor counted among the middle classes, the profession of innkeeper was not one of the most honourable professions. This changed with the professionalisation of the tourism industry. Entrepreneurs such as Robert Nißl, who took over Büchsenhausen Castle in 1865 and converted it into a brewery, invested in the infrastructure. Former aristocratic residences such as Weiherburg Castle became inns and hotels. The revolution in Innsbruck did not take place on the barricades in 1848, but in tourism a few decades later, when resourceful citizens replaced the aristocracy as owners of castles such as Büchsenhausen and Weiherburg.

Opened in 1849, the Österreichischer Hof was long regarded as the top dog of the modern hotel industry, but was officially just a copy of a grand hotel. Only with the Grand Hotel Europa had opened a first-class establishment in Innsbruck in 1869. The heyday of the inns in the old town was over. In 1892, the zeitgeisty Reformhotel Habsburger Hof a second large business. Where the Metropolkino cinema stands today, the Kaiserhof was built as a new building. The Habsburg Court already offered its guests electric light, an absolute sensation. Also on the previously unused area in front of the railway station was the Arlberger Hof settled. What would be seen as a competitive disadvantage today was a selling point at the time. Railway stations were the centres of modern cities. Station squares were not overcrowded transport hubs as they are today, but sophisticated and well-kept places in front of the architecturally sophisticated halls where the trains arrived.

The number of guests increased slowly but steadily. Shortly before the outbreak of the First World War, Innsbruck had 200,000 guests. In June 1896, the Innsbrucker Nachrichten:

„Der Fremdenverkehr in Innsbruck bezifferte sich im Monat Mai auf 5647 Personen. Darunter befanden sich (außer 2763 Reisenden aus Oesterreich-Ungarn) 1974 Reichsdeutsche, 282 Engländer, 65 Italiener, 68 Franzosen, 53 Amerikaner, 51 Russen und 388 Personen aus verschiedenen anderen Ländern.“

In addition to the number of travellers who had an impact on life in the small town of Innsbruck, it was also the internationality of the visitors who gradually gave Innsbruck a new look. In addition to the purely touristic infrastructure, the development of general innovations was also accelerated. The wealthy guests could hardly socialise in pubs with cesspits behind their houses. Of course, a sewerage system would have been on the agenda anyway, but the economic factor of tourism made it possible and accelerated the release of funds for the major projects at the turn of the century. This not only changed the appearance of the town, but also people's everyday and working lives. Resourceful entrepreneurs such as Heinrich Menardi managed to expand the value chain to include paid holiday pleasures in addition to board and lodging. In 1880, he opened the Lohnkutscherei und Autovermietung Heinrich Menardi for excursions in the Alpine surroundings. Initially with carriages, and after the First World War with coaches and cars, wealthy tourists were chauffeured as far as Venice. The company still exists today and is now based in the Menardihaus at Wilhelm-Greil-Strasse 17 opposite Landhausplatz, even though over time the transport and trading industry shifted to the more lucrative property sector. Local trade also benefited from the wealthy clientele from abroad. In 1909, there were already three dedicated Tourist equipment shops next to the fashionable department stores that had just opened a few years earlier.

Innsbruck and the surrounding towns were also known for spa holidays, the predecessor of today's wellness, where well-heeled clients recovered from a wide variety of illnesses in an Alpine environment. The Igler Hof, back then Grandhotel Igler Hof and the Sporthotel Igls, still partly exude the chic of that time. Michael Obexer, the founder of the spa town of Igls and owner of the Grand Hotel, was a tourism pioneer. There were two spas in Egerdach near Amras and in Mühlau. The facilities were not as well-known as the hotspots of the time in Bad Ischl, Marienbad or Baden near Vienna, as can be seen on old photos and postcards, but the treatments with brine, steam, gymnastics and even magnetism were in line with the standards of the time, some of which are still popular with spa and wellness holidaymakers today. Bad Egerdach near Innsbruck had been known as a healing spring since the 17th century. The spring was said to cure gout, skin diseases, anaemia and even the nervous disorder known in the 19th century as neurasthenia, the predecessor of burnout. The institution's chapel still exists today opposite the SOS Children's Village. The bathing establishment in Mühlau has existed since 1768 and was converted into an inn and spa in the style of the time in the course of the 19th century. The former bathing establishment is now a residential building worth seeing in Anton-Rauch-Straße. However, the most spectacular tourist project that Innsbruck ever experienced was probably Hoch Innsbruck, today's Hungerburg. Not only the Hungerburg railway and hotels, but even its own lake was created here after the turn of the century to attract guests.

One of the former owners of the land of the Hungerburg and Innsbruck tourism pioneer, Richard von Attlmayr, was significantly involved in the predecessor of today's tourism association. Since 1881, the Innsbruck Beautification Association to satisfy the increasing needs of guests. The association took care of the construction of hiking and walking trails, the installation of benches and the development of impassable areas such as the Mühlauer Klamm or the Sillschlucht gorge. The striking green benches along many paths are a reminder of the still existing association. 1888 years later, the profiteers of tourism in Innsbruck founded the Commission for the promotion of tourismthe predecessor of today's tourism association. By joining forces in advertising and quality assurance at the accommodation establishments, the individual businesses hoped to further boost tourism.

„Alljährlich mehrt sich die Zahl der überseeischen Pilger, die unser Land und dessen gletscherbekrönte Berge zum Verdrusse unserer freundnachbarlichen Schweizer besuchen und manch klingenden Dollar zurücklassen. Die Engländer fangen an Tirol ebenso interessant zu finden wie die Schweiz, die Zahl der Franzosen und Niederländer, die den Sommer bei uns zubringen, mehrt sich von Jahr zu Jahr.“

Postkarten waren die ersten massentauglichen Influencer der Tourismusgeschichte. Viele Betriebe ließen ihre eigenen Postkarten drucken. Verlage produzierten unzählige Sujets der beliebtesten Sehenswürdigkeiten der Stadt. Es ist interessant zu sehen, was damals als sehenswert galt und auf den Karten abgebildet wurde. Anders als heute waren es vor allem die zeitgenössisch modernen Errungenschaften der Stadt: der Leopoldbrunnen, das Stadtcafé beim Theater, die Kettenbrücke, die Zahnradbahn auf die Hungerburg oder die 1845 eröffnete Stefansbrücke an der Brennerstraße, die als Steinbogen aus Quadern die Sill überquerte, waren die Attraktionen. Auch Andreas Hofer war ein gut funktionierendes Testimonial auf den Postkarten: Der Gasthof Schupfen in dem Andreas Hofer sein Hauptquartier hatte und der Berg Isel mit dem großen Andreas-Hofer-Denkmal waren gerne abgebildete Motive.

1914 gab es in Innsbruck 17 Hotels, die Gäste anlockten. Dazu kamen die Sommer- und Winterfrischler in Igls und dem Stubaital. Der Erste Weltkrieg ließ die erste touristische Welle mit einem Streich versanden. Gerade als sich der Fremdenverkehr Ende der 1920er Jahre langsam wieder erholt hatte, kamen mit der Wirtschaftskrise und Hitlers 1000 Mark blockThe next setback came in 1933, when he tried to put pressure on the Austrian government to end the ban on the NSDAP.

It required the Economic miracle in the 1950s and 1960s to revitalise tourism in Innsbruck after the destruction. Between 1955 and 1972, the number of overnight stays in Tyrol increased fivefold. After the arduous war years and the reconstruction of the European economy, Tyrol and Innsbruck were able to slowly but steadily establish tourism as a stable source of income, even away from the official hotels and guesthouses. Many Innsbruck families moved together in their already cramped flats to supplement their household budgets by renting out beds to guests from abroad. Tourism not only brought in foreign currency, but also enabled the locals to create a new image of themselves both internally and externally. At the same time, the economic upturn made it possible for more and more Innsbruck residents to go on holiday abroad. The beaches of Italy were particularly popular. The wartime enemies of previous decades became guests and hosts.

One of the most important figures in the town's history was Wilhelm Greil (1850 - 1923). From 1896 to 1923, the entrepreneur held the office of mayor, having previously helped to shape the city's fortunes as deputy mayor. It was a time of growth, the incorporation of entire neighbourhoods, technical innovations and new media. The four decades between the economic crisis of 1873 and the First World War were characterised by unprecedented economic growth and rapid modernisation. Private investment in infrastructure such as railways, energy and electricity was desired by the state and favoured by tax breaks in order to lead the countries and cities of the ailing Danube monarchy into the modern age. The city's economy boomed. Businesses sprang up in the new districts of Pradl and Wilten, attracting workers. Tourism also brought fresh capital into the city. At the same time, however, the concentration of people in a confined space under sometimes precarious hygiene conditions also brought problems. The outskirts of the city and the neighbouring villages in particular were regularly plagued by typhus. 

Innsbruck city politics, in which Greil was active, was characterised by the struggle between liberal and conservative forces. Greil belonged to the "Deutschen Volkspartei", a liberal and national-Great German party. What appears to be a contradiction today, liberal and national, was a politically common and well-functioning pair of ideas in the 19th century. The Pan-Germanism was not a political peculiarity of a radical right-wing minority, but rather a centrist trend, particularly in German-speaking cities in the Reich, which was significant in various forms across almost all parties until after the Second World War. Innsbruckers who were self-respecting did not describe themselves as Austrians, but as Germans. Those who were members of the liberal Innsbrucker Nachrichten of the period around the turn of the century, you will find countless articles in which the common ground between the German Empire and the German-speaking countries was made the topic of the day, while distancing themselves from other ethnic groups within the multinational Habsburg Empire. Greil was a skilful politician who operated within the predetermined power structures of his time. He knew how to skilfully manoeuvre around the traditional powers, the monarchy and the clergy and to come to terms with them. 

Taxes, social policy, education, housing and the design of public spaces were discussed with passion and fervour. Due to an electoral system based on voting rights via property classes, only around 10% of the entire population of Innsbruck were able to go to the ballot box. Women were excluded as a matter of principle. Relative suffrage applied within the three electoral bodies, which meant as much as: The winner takes it all. Fittingly, Greil lived like a Renaissance prince. He came from the upper middle class. His father could afford to set up the family's home base in Palais Lodron in Maria-Theresienstrasse, and mass parties such as the Social Democrats were unable to assert themselves until the electoral reform of the First Republic. Conservatives also had a hard time in Innsbruck due to the composition of the population, especially until the incorporation of Wilten and Pradl. Mayor Greil was able to build on 100% support in the municipal council, which of course made decision-making and steering considerably easier. For all the efficiency that Innsbruck mayors displayed on the surface, it should not be forgotten that this was only possible because, as part of an elite of entrepreneurs, tradesmen and freelancers, they ruled in a kind of elected dictatorship without any significant opposition or consideration for other population groups such as labourers, craftsmen and employees. The Imperial Municipalities Act of 1862 gave cities such as Innsbruck, and thus the mayors, greater powers. It is hardly surprising that the chain of office that Greil received from his colleagues in the municipal council on his 60th birthday was remarkably similar to the medal chains of the old nobility. 

Under Greil's aegis and the general economic upturn, fuelled by private investment, Innsbruck expanded at a rapid pace. In true merchant style, the municipal council purchased land with foresight in order to enable the city to innovate. The politician Greil was able to rely on the civil servants and town planners Eduard Klingler, Jakob Albert and Theodor Prachensky for the major building projects of the time. Infrastructure projects such as the new town hall in Maria-Theresienstraße in 1897, the opening of the Mittelgebirgsbahn railway, the Hungerburgbahn and the Karwendelbahn were realised during his reign. Other highly visible milestones were the renovation of the market square and the construction of the market hall. 

In addition to the prestigious large-scale projects, however, many inconspicuous revolutions emerged in the last decades of the 19th century. Much of what was driven forward in the second half of the 19th century is part of everyday life today. For the people of the time, however, these things were a real sensation and life-changing. Greil's predecessor, Mayor Heinrich Falk (1840 - 1917), had already made a significant contribution to the modernisation of the town and the settlement of Saggen. Since 1859, the lighting of the town with gas pipelines had progressed steadily. With the growth of the town and modernisation, the cesspits, which served as privies in the back yards of houses and were sold to surrounding farmers as fertiliser after being emptied, became an unreasonable burden for more and more people. In 1880, the RaggingThe city was responsible for the emptying of the lavatories. Two pneumatic machines were to make the process at least a little more hygienic. Between 1887 and 1891, Innsbruck was equipped with a modern high-pressure water pipeline, which could also be used to supply fresh water to flats on higher floors. For those who could afford it, this was the first opportunity to install a flush toilet in their own home. 

Greil continued this campaign of modernisation. After decades of discussions, the construction of a modern alluvial sewerage system began in 1903. Starting in the city centre, more and more districts were connected to this now commonplace luxury. By 1908, only the Koatlackler Mariahilf and St. Nikolaus were not connected to the sewerage system. The new abattoir in Saggen also improved hygiene and cleanliness in the city. With a few exceptions, poorly controlled farmyard slaughterhouses were a thing of the past. The cattle arrived at the Sillspitz by train and were professionally slaughtered in the modern facility. Greil also transferred the gasworks in Pradl and the power station in Mühlau to municipal ownership. Street lighting was converted from gas lamps to electric lighting in the 20th century. In 1888, the hospital moved from Maria-Theresienstraße to its current location. 

The mayor and municipal council were able to Innsbrucker Renaissance In addition to the growing economic power in the pre-war period, the church could also rely on patrons from the middle classes. While technical innovations and infrastructure were the responsibility of the liberals, the care of the poorest remained with clerically-minded forces, although no longer with the church itself. Baron Johann von Sieberer donated the old people's asylum and the orphanage in Saggen. Leonhard Lang donated the building, previously used as a hotel, to which the town hall moved from the old town in 1897, in return for the town's promise to build a home for apprentices. 

In contrast to the booming pre-war era, the period after 1914 was characterised by crisis management. In his final years in office, Greil accompanied Innsbruck through the transition from the Habsburg Monarchy to the Republic, a period characterised above all by hunger, misery, scarcity of resources and insecurity. He was 68 years old when Italian troops occupied the city after the First World War and Tyrol was divided at the Brenner Pass, which was particularly bitter for him as a representative of German nationalism. Although the Social Democrats won their first election in Innsbruck in 1919, Greil remained mayor thanks to the majorities in the municipal council. He died in 1928 as an honorary citizen of the city of Innsbruck at the age of 78. Wilhelm-Greil-Straße was named after him during his lifetime.

Published: Innsbrucker Nachrichten / 24 July 1939

A train of the Innsbrucker Mittelgebirgsbahn consisting of a railcar and four trailers, which had left the Berg-Isel station yesterday at 3.15 pm, derailed in the curve below the Tantegert stop. The railcar and two trailers jumped off the tracks. The train crashed into a mast of the overhead electric line, which was torn down. Fortunately, none of the passengers on the full train were seriously injured in the accident. On the other hand, the material damage is quite significant, as the overhead line was also destroyed and the carriages were badly damaged. Train services on the low mountain railway were interrupted. It is expected to be resumed in the course of today. The local railway used several buses yesterday to transport passengers to Jgls. It has been established beyond doubt that the accident was caused by stones that were presumably placed on the tracks by boys. The local railway authority had filed a complaint because of similar incidents, which had so far been accident-free. The consequences of such irresponsible pranks are illustrated by yesterday's accident, which was not too serious.

Published: Innsbrucker Nachrichten / 27 June 1900

The last week has been particularly busy on the low mountain railway, which is now due to open. Work on the completion of the line was carried out everywhere and the design of the station buildings and stops in particular was vigorously promoted. Moreover, during the first test run, the railway was in an extraordinarily advanced state of completion, considering that the construction work was only started in August of last year and that almost the entire winter, although not particularly mild, still significantly hinders and delays the construction of a mountain railway. Well then, the work is finished, the embankment and railway line run smoothly, the embankments look as if they have been treated with trickle track and in many cases young greenery is already sprouting up from the embankments and slopes from the backfilled or excavated soil.

The Innsbruck low mountain railway branches off from the Berg Isel station of the Innsbruck-Hall local railway to the south, immediately crosses the Wiltenerbach in a tunnel, through which a road will then run in the future, first by means of a bridge and describes a large semicircle to the west, then to the Sillthale and immediately afterwards the Sill river itself. From here it runs along the old road and in the course of the road up to Vill, crosses the road leading to Igls and Ambras on the hill, continues on a moderate incline from Vill to the new mountain railway road (whose route turns slightly to the south-east) to Igls, where the new stop offers a very beautiful view of the Jochatz stop and passing point at 472 m above sea level (at Kl 4 42), also known as the "Innsbrucker Waldbahn", situated in the middle of a quiet forest solitude, whereupon the Wirtshaus stop is reached in an ascent at kilometre 5.7, from where a new carriage connection runs up to the aforementioned hotel and now in renewed connection with the old side valley of the Villnau valley from below up to Kessel, where until a few years ago the old, already mentioned farm of the Innsbrucker Berg Isel valley was. A station and hut for the railway control room has been built in this basin. The railway now continues over tree ridges and clearings in the low mountain forests, between fields and orchards to the terminus at Igls, which is close to the short Igls station.

The total length of the railway from Mount Isel to Igls station is 8.45 kilometres. With regard to the gradient, the following information may be of general interest: At the Berg Isel station of the local railway, the line begins at an altitude of 588-4 metres above sea level; the terminus at Igls is 872-5 metres above sea level, so that a difference in altitude of 272-5 metres has to be overcome over a distance of 8.45 kilometres, which corresponds to an average gradient of 32-29%o. As the carriages run horizontally or in 15% curves, a passing siding is recommended, the stops are objectively located both on the route to the turnaround point at the inn and to Igls so that the stops can be reached by passengers within a short distance of the inhabited villages.

Only two important viaducts had to be built, the large viaduct with four openings for the viaduct over the Sillthal and the smaller one at Innsbruck-Amtshaus. Two tunnels were also required, the longer of 42 metres at Kl 2-45 was continuous, the other of 19 metres at Kl 4-45 was short; furthermore a series of larger and smaller regulators for water drainage and water passage. In addition, the Jochatz stop and diversion point was installed at several points (at Kl 1-42).

Only government work had to be accepted for the construction of the railway, as the particular technical difficulties made it necessary to refrain from awarding the work to private contractors. It must therefore be emphasised all the more that the management and the technical staff involved in the construction worked in an excellent manner. The management of the construction work was entrusted to the municipal chief engineer Josef Riehl, who was assisted by the experienced state railway inspector R. M. Wilhelm as technical advisor, the engineer Karl Ammerle from Bolzano and the foreman Josef Kirchner from Matrei, as well as the previously mentioned site manager Franz Schaffenrath, who was selected by engineer Riehl for his quiet and efficient work. All the officials and labourers involved in the construction worked under the aforementioned technical command, and the general transport authority, as well as the passenger carriages and the freight wagon used during the test run, expressed the greatest satisfaction.

The most significant difficulties arose in meeting the huge demand for timber for the railway sleepers and the construction of protective structures at various points against avalanches and rockfall, which was of particular importance on a mountain railway that stretched for so long in lonely forests and bushy valleys. The city of Innsbruck had organised the felling of its very extensive forests as rationally as possible with regard to its requirements, but still had to make considerable use of the Frommenwalde and other high forests near the railway line in order to fully cover the enormous demand.

The total construction costs of the railway amounted to approx. 1,100,000 K. The railway was financed in such a way that the city of Innsbruck contributed 300,000 K. Private individuals provided 240,000 K. in bonds, while engineer Josef Riehl contributed 60,000 K. Stammactien and with 500,000 K. State contribution, the state railway took over for the city.

So much for the overview of this remarkable construction of a new and certainly very important and beneficial work for the ever-growing culture of Innsbruck, which, completed in a short time, will join the series of major railway projects, which, in view of the fast and efficient connection of the high mountain resorts with the city, appear to be of inestimable value for the population, and the Central Bureau of our Provincial Tourist Association has already drawn attention to the new Innsbruck mountain railway through notes in more than a hundred outstanding foreign newspapers, as well as the inclusion of the same in the XXIX edition of the travel guide which has just been published. edition of the Baedeker travel guide.