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.