In the district of Höttinger Au, an unobtrusive structure spans the Inn, representing a small but significant piece of Tyrolean and European transportation history. The 104‑meter‑long Karwendel Bridge is part of a technical masterpiece of the fin‑de‑siècle era, connecting Innsbruck with southern Bavaria. The box‑girder bridge, built from riveted steel truss elements, requires only a single pier in the river to carry the heavy weight of rail traffic across the water. The bridge was renovated in 2007. One quickly realizes the forces acting on it when standing on the wooden pedestrian walkway as a train thunders overhead. As part of the Mittenwald Railway—also known as the Karwendel Railway—this photogenic steel truss bridge stands as an impressive testament to the outstanding engineering achievements of the time, achievements we take for granted today. The line connects Innsbruck via Seefeld and Mittenwald with Garmisch‑Partenkirchen. Engineer Josef Riehl (1842–1917) succeeded in conquering the 600‑meter elevation gain up to the Seefeld plateau thanks to the spectacular routing of the railway across the Martinswand high above Zirl. The son of an innkeeper from Bolzano, Riehl skillfully exploited the new possibilities of modern engineering and finance. As a young man, following his studies in Karlsruhe and Munich, he gained his first experience in railway construction on the Brenner Railway, the Puster Valley line, and several routes in the eastern parts of the empire. At only 28, he founded his own company in 1870, using his private assets as start-up capital. He recognized the need for secondary and tertiary railway lines in addition to the major routes in the vast Austro‑Hungarian Empire—needs that public authorities were financially unable to meet. Riehl took responsibility for financing and for the entire value chain of construction, which he then delivered as turnkey projects. Roads, railways, power plants, and even the necessary railway stations were built under his leadership. With the Hungerburgbahn, the Puster Valley Railway, and the Stubai Valley Railway, Riehl opened up much of the inner‑Alpine Tyrolean region to residents, tourism, and commerce. In total, he realized 250 kilometers of railway lines in Tyrol alone. One of his masterpieces was the highly challenging Karwendel Railway. Plans to connect Innsbruck and Garmisch had existed since the late 19th century. One of the most ardent advocates for linking Tyrol with Bavaria was Mayor Greil, beginning in 1890. In 1904, Austria and Bavaria reached an agreement to build the routes between Reutte and Kempten as well as Innsbruck and Garmisch. On the Austro‑Hungarian side, the State of Austria, the Province of Tyrol, the city of Innsbruck, and several other municipalities—financed by the Creditanstalt für Handel und Verkehr—formed the Mittenwaldbahn AG, with a total project volume of just under 24 million crowns. According to the Austrian National Bank’s currency calculator, this corresponds to more than 170 million euros today. Josef Riehl, together with Wilhelm Ritter von Doderer, received the concession from the Ministry of Railways for the construction of the line. The particular challenge lay in overcoming the steep elevation difference between the Inn Valley and the Seefeld plateau over a short distance, and doing so without the use of steam locomotives—relying instead solely on an electrified railway. The project required far more than laying tracks in mountainous terrain. The breathtaking route from Innsbruck up to the Seefeld plateau cut directly through the Alps and required the blasting of several tunnels, the construction of viaducts, stations such as the Westbahnhof in Wilten, and even a dedicated power plant on the Ruetz stream. In 1912, Riehl was able to hand over the project to its operator, the city of Innsbruck, within the agreed budget. To this day, the Karwendel Railway operates as a single‑track regional line and is popular among hikers, skiers, and cross‑country enthusiasts who want to reach the Seefeld plateau without the traffic congestion on the Zirler Berg. The best view of the Karwendel Bridge can be enjoyed from the Freiburger Bridge, located further east.

In 1830, the world’s first public railway line for passenger traffic, operated by a steam locomotive, was put into service between Liverpool and Manchester. Shortly thereafter, this new means of transport rapidly spread across the entire continent. Until then, travel had been expensive, long, and arduous—undertaken by carriage, on horseback, or on foot—something that hardly anyone did at all, and certainly not with pleasure. Innsbruck’s mayor, Joseph Valentin Maurer (1797–1843), recognized the importance of the railway as an opportunity for the Alpine region at an early stage. In 1836, he advocated the construction of a railway line in order to make the beautiful but hard-to-reach region accessible to as broad and affluent a public as possible and to re-establish Innsbruck as a European transport hub during economically difficult times for the city. The first practical pioneer of railway transport in Tyrol was Alois von Negrelli (1799–1858). At the end of the 1830s, when the first railway lines of the Danube Monarchy were being put into operation in the eastern parts of the empire, he presented an “Expert Report on the Route of a Railway from Innsbruck via Kufstein to the Royal Bavarian Border at the Otto Chapel near Kiefersfelden.” Negrelli, later one of the many intellectual fathers of the Suez Canal, had served in his youth in the Imperial and Royal Building Directorate in Innsbruck and knew the city well. His report already contained sketches and a cost estimate. As a location for the main railway station, he had proposed the area around the Triumphal Arch and the Hofgarten. In a letter, he expressed himself about the railway line through his former home city as follows:

"...I also hear with the deepest sympathy that the railway from Innsbruck to Kufstein is being taken seriously, as the Laage is very suitable for this and the area along the Inn is so rich in natural products and so populated that I cannot doubt its success, nor will I fail to take an active part in it myself and through my business friends when it comes to the purchase of shares. You have no idea of the new life that such an endeavour will awaken in the other side..."

Friedrich List (1789–1846), known as the father of the German railway, proposed a railway connection from the northern German Hanseatic cities through Tyrol to the Italian Adriatic. The intellectual liberal economist and advocate of the largest possible customs union in Central Europe saw the expansion of the railway network as the key to economic prosperity. On the Austrian side, Carl Ritter von Ghega (1802–1860) inherited overall responsibility for the railway project within the vast Habsburg Empire after Negrelli’s early death. List did not live to see his dream of a meaningfully connected Central European economic area fulfilled; in despair over the conservative political situation in the German states, he shot himself in 1846 on Tyrolean soil in Kufstein. Five years later, Austria and Bavaria declared their intention in a treaty to build a railway line to the Tyrolean capital. In May 1855, construction began on what was then the largest building site Innsbruck had ever witnessed. The station area was created between Museumstraße, Pradl, and Wilten. The station forecourt soon became one of the new centers of the city. Modern hotels were no longer located in the old town but here. To the east, the tracks led out of the city over newly constructed viaducts. On November 24, 1858, after only three years of construction, the railway line between Innsbruck and Kufstein—and onward via Rosenheim to Munich—was opened. The line was ahead of its time. Unlike the rest of the railway network, which was only privatized in 1860, it was opened as a private railway from the outset, operated by the previously established Imperial and Royal Privileged Southern State, Lombardian, Venetian, and Central Italian Railway Company. This move allowed the expensive construction to be kept out of Austria’s perpetually strained state budget. With this opening toward the eastern parts of the monarchy, especially Munich, the first step toward the modernization of Tyrol had been taken. Goods and passengers could now be transported quickly and comfortably between Bavaria and the Alps. In South Tyrol, the first trains ran between Verona and Trento in the spring of 1859.

The north–south corridor, however, initially remained incomplete. Serious considerations for the Brenner Railway began in 1847. Conflicts south of the Brenner Pass and the economic necessity of connecting the two parts of the region led, in 1854, to the establishment of the Permanent Central Fortification Commission. After Austria’s loss of Lombardy in the war with France and Sardinia-Piedmont in 1859, the project was delayed due to political instability in northern Italy. In 1860, the Imperial and Royal Privileged Southern State, Lombardian, Venetian, and Central Italian Railway Company was reorganized as the Imperial and Royal Privileged Southern Railway Company in order to begin detailed planning. The following year, the mastermind behind this outstanding infrastructure project, engineer Carl von Etzel (1812–1865), began surveying the terrain and drawing up concrete plans for the railway line. The planners were instructed by the private investors to keep costs as low as possible and to avoid large viaducts and bridges. Contrary to Ghega’s earlier considerations of mitigating the gradient by starting the line in Hall, Etzel developed a plan that included Innsbruck. Together with his construction manager Achilles Thommen, he selected the Sill Gorge as the best route. This not only saved seven kilometers of track and considerable expense but also secured Innsbruck’s status as a key transport hub. The alpine terrain, landslides, snowstorms, and floods posed major challenges for the builders. River courses had to be diverted, rocks blasted, earthworks excavated, and retaining walls built to control nature. The greatest difficulties, however, were caused by the war in Italy that broke out in 1866. Particularly patriotic German-speaking workers refused to work alongside the “enemy.” Fourteen thousand Italian-speaking workers had to be dismissed before construction could continue. Nevertheless, the highest regular railway line in the world at the time, with its 22 tunnels blasted out of rock, was completed in a remarkably short period. How many men lost their health or lives during the construction of the Brenner Railway is unknown.

The opening ceremony was remarkably understated. Many people were uncertain about the new technology. Economic sectors such as horse-drawn freight services and post stations along the Brenner route faced decline, as had already been seen with the disappearance of rafting after the opening of the railway to the lower Inn valley. Even during construction, farmers had protested, fearing the import of agricultural goods and the resulting loss of income. As with the construction phase, no grand celebration was held. Due to the execution of Archduke Maximilian of Mexico, the brother of Emperor Franz Joseph I, Austria was in a state of mourning. Instead of a priestly blessing and festive inauguration, the Southern Railway Company donated 6,000 gulden to the poor fund. Even the Innsbrucker Nachrichten did not mention the revolution in transportation, apart from reporting on the last express carriage over the Brenner and publishing the railway timetable.

(The last express coach). Yesterday evening at half past seven the last express coach to South Tyrol departed from here. The oldest postilion in Innsbruck was driving the horses, his hat was fluttered with mourning, and the carriage was decorated with branches of weeping willows for the last journey. Two marksmen travelling to Matrei were the only passengers to pay their last respects to the express coach. In the last days of 1797, the beautiful, otherwise so lively and now deserted road was conspicuously dead.

Until the opening of the railway line over the Brenner Pass on 24 August 1867, Innsbruck was a terminus station of regional importance. The new, spectacular Brenner railway across the Alps connected the northern and southern parts of the country as well as Germany and Italy. The new Brenner road had already opened the year before. The Alps had lost their divisive character and their terror for transit, at least a little. While an estimated 20,000 people crossed the Brenner in 1865, three years later in the first full year of operation of the railway line there were around ten times as many. In addition, a whole flood of goods found their way across the new north-south axis, boosting trade and consumption.

The second alpine obstacle that had to be overcome for territorial unity was the Arlberg. Initial plans for a railway line connecting the Lake Constance region with the rest of the Danube Monarchy existed as early as 1847, but the project was repeatedly postponed. In 1871, export bans on food due to the Franco‑Prussian War led to famine in Vorarlberg, because supplies could not be transported quickly enough from the eastern parts of the vast empire to the far west. The economic crisis of 1873 delayed construction yet again. Only seven years later did parliament decide to realize the railway line. In the same year, complex construction work began east and west of the Arlberg massif. A total of 38 mountain streams and 54 avalanche-prone zones had to be secured with 3,100 structures under precarious alpine weather conditions. The most remarkable achievement was the ten-kilometer-long tunnel carrying two tracks. On June 30, 1883, the last transport of mail by horse-drawn carriage departed from Innsbruck to Landeck in a ceremonially mournful setting. The very next day, the railway took over this service. With the opening of the railway from Innsbruck to Landeck and the final completion of the Arlberg Railway to Bludenz in 1884—including the breakthrough of the Arlberg tunnel—Innsbruck was once again definitively established as a transport hub between Germany and Italy, France, Switzerland, and Vienna. In 1904 the Stubai Valley Railway, and in 1912 the Mittenwald Railway, were opened. Both projects were planned by Josef Riehl (1842–1917).

For a large part of the population, the railway was the most directly perceptible sign of progress. The railway viaducts, built from Hötting breccia quarried nearby, formed a physical and visible boundary to the east of the city toward Pradl. However, the railway did not change the region only from a technical perspective—it brought immense social transformation. Workers, students, soldiers, and tourists streamed into the city in large numbers, bringing new ways of life and ideas with them. Josef Leitgeb described this transformation in his novel The Untouched Year as follows:

“Even then, the railway had already brought many newcomers to Wilten. They lived in the new tall buildings that were springing up everywhere on land where grain had grown for centuries. Yet they were still perceived as outsiders; their Czech, Slovenian, and Hungarian names did not fit into the familiar sounds. They wore cheap ready-made clothing bought on installment, avoided church services, and instead attended meetings where the established citizens felt out of place. Seen clearly, they were quiet, hardworking, thrifty people who had simply brought different ways of life from the large cities and the lowlands. Anyone who looked at them askance could claim no other justification than that they did not want spectators for their own comfort. Nevertheless, the rejection of newcomers by the locals was still clearly palpable at the time; the father once heard a sermon in which the priest assured that all people could attain eternal salvation—‘even robbers and murderers, yes, even railwaymen.’”

The Federal Railway Directorate of the Imperial and Royal General Directorate of the Austrian State Railways in Innsbruck was one of only three directorates in Cisleithania. New social classes emerged as a result of the railway as an employer. People from all strata of society were needed to keep railway operations running. Workers and craftsmen could experience social advancement within the railway, similar to opportunities in state administration or the military. New professions such as track keeper, conductor, stoker, or locomotive driver emerged. Working for the railway carried a certain prestige. Not only was one part of the most modern industry of the time; titles and uniforms turned employees and workers into figures of respect. By 1870, Innsbruck’s population had grown from 12,000 to 17,000, largely due to the economic impulses generated by the railway. Local producers benefited from the ability to import and export goods quickly and at low cost. The labor market changed. Before the railway lines were opened, nine out of ten Tyroleans worked in agriculture; after the opening of the Brenner Railway, this figure dropped to below 70%. The new mode of transport contributed to social democratization and the rise of a bourgeois society. Not only wealthy tourists but also ordinary subjects—those who did not belong to the upper class—could now take excursions into the surrounding area. New foods altered people’s diets. The first department stores appeared with the arrival of consumer goods that had previously been unavailable. The appearance of Innsbruck’s inhabitants changed with new, fashionable clothing that became affordable for many for the first time. Not everyone welcomed this development. Shipping on the Inn River, previously an important transport route, almost immediately came to a standstill. The already weakened lower nobility and particularly strict clergy feared the collapse of local agriculture and a final moral decline due to the presence of strangers in the city.

The railway was worth its weight in gold for tourism. It was now possible to reach the remote and exotic mountain world of the Tyrolean Alps. Health resorts such as Igls and entire valleys such as the Stubaital, as well as Innsbruck city transport, benefited from the development of the railway. 1904 years later, the Stubai Valley Railway was the first Austrian railway with alternating current to connect the side valley with the capital. On 24 December 1904, 780,000 crowns, the equivalent of around 6 million euros, were subscribed as capital stock for tram line 1. In the summer of the following year, the line connected the new districts of Pradl and Wilten with Saggen and the city centre. Three years later, Line 3 opened the next inner-city public transport connection, which only ran to the remote village in 1942 after Amras was connected to Innsbruck.

The railway was also of great importance to the military. As early as 1866, at the Battle of Königgrätz between Austria and Prussia, it was clear how important troop transport would be in the future. Until 1918, Austria was a huge empire that stretched from Vorarlberg and Tyrol in the south-west to Galicia, an area in what is now Poland, and Ukraine in the east. The Brenner Railway was needed to reinforce the turbulent southern border with its new neighbour, the Kingdom of Italy. Tyrolean soldiers were also deployed in Galicia during the first years of the First World War until Italy declared war on Austria. When the front line was opened up in South Tyrol, the railway was important for moving troops quickly from the east of the empire to the southern front.

Carl von Etzel, who did not live to see the opening of the Brenner railway, is commemorated today by Ing.-Etzel-Straße in Saggen along the railway viaducts. Josef Riehl is commemorated by Dr.-Ing.-Riehl-Straße in Wilten near the Westbahnhof railway station. There is also a street dedicated to Achilles Thommen. As a walker or cyclist, you can cross the Karwendel Bridge in the Höttinger Au one floor below the Karwendel railway and admire the steel framework. You can get a good impression of the golden age of the railway by visiting the ÖBB administration building in Saggen or the listed Westbahnhof railway station in Wilten. In the viaduct arches in Saggen, you can enjoy Innsbruck's nightlife in one of the many pubs covered by history.

Einer der wichtigsten Akteure der Innsbrucker Stadtgeschichte war Wilhelm Greil (1850 – 1928). Von 1896 bis 1923 bekleidete der Unternehmer das Amt des Bürgermeisters, nachdem er vorher bereits als Vizebürgermeister die Geschicke der Stadt mitgestaltet hatte. Sein Wirken war nicht nur lange, sondern fand auch in einer besonders dynamischen Zeit statt. Die vier Jahrzehnte zwischen der Wirtschaftskrise 1873 und dem Ersten Weltkrieg von einem nie dagewesenen Wachstum und einer rasenden Modernisierung gekennzeichnet. Es war die Zeit der Eingemeindung ganzer Stadtviertel, technischer Innovationen und neuer Medien. Private Investitionen in Infrastruktur wie Eisenbahn, Energie und Strom waren vom Staat gewünscht und wurden steuerlich begünstigt, um die Länder und Städte der kränkelnden Donaumonarchie in die Moderne zu führen. Die Wirtschaft der Stadt boomte. Betriebe in den neuen Stadtteilen Pradl und Wilten entstanden und lockten Arbeitskräfte an. Auch der Tourismus brachte frisches Kapital in die Stadt.

The political landscape of the late Austro-Hungarian Monarchy was, broadly speaking, shaped by liberal nationalist parties representing the various ethnic groups of the multi-ethnic empire, as well as by conservatives and social democrats. The Catholic conservative party had already lost influence and was considered outdated, retaining support mainly among the petty bourgeoisie and farmers, but in Tyrol it formed a bloc with the reform Catholic Christian Socials. Social Democrats, Christian Socials, and German Nationalists can, in a sense, be seen as the precursors of today’s parliamentary parties SPÖ, ÖVP, and FPÖ. Innsbruck’s municipal council was long dominated by the liberal and Greater German-oriented “German People’s Party,” to which Greil also belonged. What appears contradictory today—being both liberal and nationalist—was a common and functional pairing of ideas in the 19th century. Pan-Germanism was not a political peculiarity of a right-wing extremist minority; rather, especially in German-speaking cities of the empire, it was a centrist current that retained influence in varying forms across almost all parties well into the post-Second World War period. Anyone examining newspaper articles from around the turn of the century will find countless pieces emphasizing the commonalities between the German Empire and the German-speaking territories. Innsbruck residents who prided themselves referred to themselves not as Austrians but as Germans. Only after the incorporation of Wilten and Pradl in 1904 were conservatives able to make gains, though not enough to catch up entirely. Social democracy played hardly any role before 1918. Due to an electoral system based on property classes, only about 10% of Innsbruck’s population was entitled to vote, while women were fundamentally excluded. Within the three electoral bodies, a majority voting system applied—essentially meaning: the winner takes it all. Mayor Greil lived, fittingly, in a manner similar to a Renaissance prince. He came from the upper class of the large bourgeoisie. His father could afford to establish the family’s home base in the Palais Lodron on Maria-Theresien-Straße. Thanks to this electoral system, Mayor Greil could rely on 100% support in the municipal council until the period of the First Republic, which naturally made decision-making and governance considerably easier. Despite the apparent efficiency displayed by Innsbruck’s mayors at first glance, one should not forget that this was only possible because, as part of an elite of entrepreneurs, merchants, and professionals, they governed without significant opposition and without consideration for other population groups such as workers, craftsmen, and employees—in what might be described as an elected dictatorship. The Imperial Municipal Act of 1862 granted cities like Innsbruck, and thus their mayors, greater powers. It is hardly surprising that the chain of office presented to Greil on his 60th birthday by his colleagues in the municipal council closely resembled the chains of orders of the old nobility. Nevertheless, Greil was also a skillful politician who navigated the power structures and media landscape of his time with great adeptness. Article 17 of the Austrian Basic Law of 1867, also known as the December Constitution, guaranteed freedom of expression in the press for the first time without prior censorship—excluding criminal offenses such as blasphemy or insults to the authorities, of course. As a result, a wide range of newspapers emerged, such as the conservative Neue Tiroler Stimme, the social democratic Volkszeitung, and the liberal Innsbrucker Nachrichten, each shaping a worldview in line with the preferences of their publishers. Thanks to the reach of the Innsbrucker Nachrichten, Wilhelm Greil was able to promote his views. Despite sometimes vehement speeches inspired by the program of the German nationalist founding figure Georg Ritter von Schönerer (1842–1921), he managed to come to terms with conservative forces in the region, even though conflicts were often fierce, especially in the media. Issues such as taxation, social policy, education, housing, and the design of public spaces were debated with passion and zeal—often with violence as the ultimate argument.

Under Greil’s leadership and fueled by the general economic upswing driven by private investment, Innsbruck expanded at a rapid pace. Acting in a forward-looking manner like a merchant, the municipal council acquired land in anticipation of future developments. As a politician, Greil was able to rely on civil servants and urban planners such as Eduard Klingler, Jakob Albert, and Theodor Prachensky for the major construction projects of the time. Infrastructure projects such as the new town hall on Maria-Theresien-Straße in 1897, the opening of the Mittelgebirgsbahn, the Hungerburg Funicular, and the Karwendel Railway were implemented during his tenure. Other visible milestones included the redesign of the marketplace and the construction of the market hall. Alongside these prestigious large-scale projects, however, many inconspicuous revolutions took place in the final decades of the 19th century. Much of what was advanced in the second half of the century is now part of everyday life, but for people at the time these changes were sensational and life-changing. Greil’s predecessor, Mayor Heinrich Falk (1840–1917), had already contributed significantly to the modernization of the city and the development of the Saggen district. Since 1859, the expansion of gas pipeline lighting in the city had progressed steadily. With urban growth and modernization, cesspits—used as latrines in building courtyards and emptied and sold to nearby farmers as fertilizer—became unacceptable to an increasing number of residents. In 1880, the emptying of these latrines, colloquially known as “Raggeln,” was transferred to municipal responsibility. Two pneumatic machines were intended to make the process at least somewhat more hygienic. Between 1887 and 1891, Innsbruck was equipped with a modern high-pressure water supply system, which made it possible to supply even upper-floor apartments with fresh water. Those who could afford it now had the opportunity to install flush toilets in their homes for the first time. Greil continued this campaign of modernization with numerous infrastructure projects. The growing concentration of people in increasingly confined spaces, often under precarious hygienic conditions, brought many problems. The city’s outskirts and surrounding villages were regularly plagued by typhus. After decades of discussion, construction of a modern sewer system began in 1903. Starting from the city center, more and more districts were connected to what is now a commonplace utility. By 1908, only the districts of Mariahilf and St. Nikolaus—nicknamed “Koatlackler”—remained unconnected. The new slaughterhouse in Saggen also improved hygiene and cleanliness in the city. Poorly controlled private slaughtering largely became a thing of the past. Livestock arrived by train at Sillspitz and was professionally processed in the modern facility. Greil brought the gasworks in Pradl and the power plant in Mühlau into municipal ownership. Street lighting was converted from gas lamps to electric light in the 20th century. In 1888, the hospital was relocated from Maria-Theresien-Straße to its current site. During this “Innsbruck Renaissance,” the mayor and municipal council were supported not only by the growing economic strength of the pre-war years but also by patrons from the bourgeoisie. While technical innovations and infrastructure were the domain of the liberals, care for the poorest remained in the hands of clerically oriented forces—though no longer directly with the Church itself. Baron Johann von Sieberer donated the old people’s home and orphanage in Saggen. Leonhard Lang donated the building on Maria-Theresien-Straße—where the town hall is still located today—in return for the city’s promise to build an apprentice residence.

In contrast to the booming pre-war era, Greil’s leadership after 1914 was marked by crisis management. In his final years in office, he guided Innsbruck through the transition from the Habsburg monarchy to the republic—a time characterized above all by hunger, hardship, scarcity of resources, and insecurity. He was 68 years old when Tyrol was divided at the Brenner Pass after the war. During his political career, Greil had often exploited general hostility toward Italians (“Walsche”) in a similarly populist manner to his Christian Social counterpart in Vienna, Karl Lueger, who used antisemitic rhetoric. At the end of his career, he had to witness the Italian occupation of Innsbruck. With the introduction of the republic, the census-based voting system was abolished, marking the beginning of the end of liberal dominance in the municipal council. In 1919, the Social Democrats won elections in Innsbruck for the first time. Only due to council majorities and a coalition of Greater German-liberal and conservative-clerical politicians did Greil remain mayor. He died in 1928 at the age of 78 as an honorary citizen of the city of Innsbruck. Wilhelm-Greil-Straße had already been named after him during his lifetime.