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M\u00fchlau - Igls<\/p>\n
[\/et_pb_text][et_pb_gallery gallery_ids=“69091,69820,64659,68166,69821,67984,67982,69817,67983,60476″ fullwidth=“on“ admin_label=“Galerie Stra\u00dfenbanlinie 6″ _builder_version=“4.27.4″ _module_preset=“default“ pagination_text_color=“#E09900″ border_radii=“on|5px|5px|5px|5px“ box_shadow_style=“preset1″ global_module=“67133″ saved_tabs=“all“ global_colors_info=“{}“][\/et_pb_gallery][\/et_pb_column_inner][\/et_pb_row_inner][\/et_pb_column][et_pb_column type=“1_2″ _builder_version=“4.16″ custom_padding=“|||“ global_colors_info=“{}“ custom_padding__hover=“|||“][et_pb_toggle title=“Wissenswert“ open=“on“ open_toggle_text_color=“#e09900″ open_toggle_background_color=“#ffffff“ closed_toggle_text_color=“#e09900″ closed_toggle_background_color=“#ffffff“ icon_color=“#e09900″ open_icon_color=“#e09900″ admin_label=“Stra\u00dfenbahnline 6″ _builder_version=“4.27.4″ _module_preset=“default“ title_text_color=“#e09900″ title_font_size=“18px“ border_radii=“on|5px|5px|5px|5px“ box_shadow_style=“preset1″ global_module=“69668″ saved_tabs=“all“ global_colors_info=“{}“]<\/p>\n
With tram line 6, it is possible to cross Innsbruck from M\u00fchlau in the north all the way up into the lower mountain range at the foot of the Patscherkofel in the south. One should not be in a hurry while doing so. In an age of targeted, efficiency\u2011oriented public transport, the No. 6 may well be Innsbruck\u2019s most \u201cuseless\u201d line. Yet it is also the most beautiful way to reach the formerly independent villages of Vill and Igls. The route passes through Saggen, the city center, and Wilten before heading into greenery. After the stop \u201cBretterkeller\u201d in Wilten, the tram leisurely winds through the landscape on the Paschberg. Lovingly called the Waldbahn (\u201cforest tram\u201d) by locals, it carries excursionists at a relaxed pace to some of the most charming places around Innsbruck. Tummelplatz, M\u00fchlsee, Lanser See and Moor, the Vogelh\u00fctte, the Lanser Kopf, and the village center of Igls are all worth a stop. The small stations along the way, harmoniously integrated into the landscape, are also worth seeing.<\/p>\n
What is today, in the age of car traffic, a lovingly maintained heritage tram was originally built in 1900 as a transport link from Wilten to the emerging tourist hotspot of Igls. The first ambitious plans to connect the city with the mountain plateau had already emerged in the 1880s. In Switzerland, the first funicular railways were being put into operation, and in Vienna, a cog railway had been running to the Kahlenberg since 1874. In 1891, the first Tyrolean local railway began service between Innsbruck\u2019s main station and Hall. Two years later, the company AG Lokalbahn Innsbruck \u2013 Hall i. T. was founded.\nIn 1896, under Mayor Wilhelm Greil, the proven transport planner and entrepreneur Josef Riehl was commissioned with planning both the route for the steam railway and its financing. That the entire line \u2014 including stations, bridges, and track\u2011laying in such challenging terrain \u2014 could be opened in June 1900 after only ten months of effective construction time seems almost unbelievable today. In 1936, the line was converted to electric operation, allowing the mountain tramway to be integrated into regular municipal service as Line 6.\nThe AG Lokalbahn Innsbruck \u2013 Hall i. T. operated all trams and buses in the city\u2019s public transport system until 1943, when it was incorporated into the Innsbruck Transport Company (Innsbrucker Verkehrsbetriebe AG), today\u2019s IVB. After 125 years and countless timetable changes, the forest tram still carries tourists and tram enthusiasts from the city to the mountain plateau \u2014 an enduring attraction and a moving piece of Innsbruck\u2019s transport history.<\/p>\n
[\/et_pb_toggle][et_pb_toggle title=“Zug der Mittelgebirgsbahn entgleist“ open_toggle_text_color=“#e09900″ open_toggle_background_color=“#ffffff“ closed_toggle_text_color=“#e09900″ closed_toggle_background_color=“#ffffff“ icon_color=“#e09900″ open_icon_color=“#e09900″ admin_label=“Presseartikel Zug der Mittelgebirgsbahn entgleist“ _builder_version=“4.27.4″ _module_preset=“default“ title_text_color=“#e09900″ title_font_size=“18px“ border_radii=“on|5px|5px|5px|5px“ box_shadow_style=“preset1″ global_module=“67126″ global_colors_info=“{}“]<\/p>\n
Published: Innsbrucker Nachrichten \/ 24 July 1939<\/strong><\/p>\n 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.<\/p>\n [\/et_pb_toggle][et_pb_toggle title=“Innsbrucker Mittelgebirgsbahn“ open_toggle_text_color=“#e09900″ open_toggle_background_color=“#ffffff“ closed_toggle_text_color=“#e09900″ closed_toggle_background_color=“#ffffff“ icon_color=“#e09900″ open_icon_color=“#e09900″ admin_label=“Presseartikel Innsbrucker Mittelgebirgsbahn“ _builder_version=“4.27.4″ _module_preset=“default“ title_text_color=“#e09900″ title_font_size=“18px“ border_radii=“on|5px|5px|5px|5px“ box_shadow_style=“preset1″ global_module=“67114″ saved_tabs=“all“ global_colors_info=“{}“]<\/p>\n Published: Innsbrucker Nachrichten \/ 27 June 1900<\/p>\n 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.<\/p>\n 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.<\/p>\n 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.<\/p>\n 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).<\/p>\n 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.<\/p>\n 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.<\/p>\n 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.<\/p>\n 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.<\/p>\n [\/et_pb_toggle][et_pb_toggle title=“Die Eisenbahn als Entwicklungshelfer Innsbrucks“ open_toggle_text_color=“#E09900″ open_toggle_background_color=“#FFFFFF“ closed_toggle_background_color=“#FFFFFF“ icon_color=“#E09900″ open_icon_color=“#E09900″ admin_label=“Die Eisenbahn als Entwicklungshelfer Innsbrucks“ _builder_version=“4.27.4″ _module_preset=“default“ title_text_color=“#E09900″ title_font_size=“18px“ border_radii=“on|5px|5px|5px|5px“ box_shadow_style=“preset1″ global_module=“57195″ saved_tabs=“all“ global_colors_info=“{}“]<\/p>\n In 1830, the world's first railway line was opened between Liverpool and Manchester. Just a few decades later, the Tyrol, which had been somewhat remote from the main trade routes and economically underdeveloped for some time, was also connected to the world with spectacular railway constructions across the Alps. While travelling had previously been expensive, long and arduous journeys in carriages, on horseback or on foot, the ever-expanding railway network meant unprecedented comfort and speed.<\/p>\n It was Innsbruck's mayor Joseph Valentin Maurer (1797 - 1843) who recognised the importance of the railway as an opportunity for the Alpine region. In 1836, he advocated the construction of a railway line in order to make the beautiful but hard-to-reach region accessible to the widest possible, wealthy public. The first practical pioneer of railway transport in Tyrol was Alois von Negrelli (1799 - 1858), who also played a key role in the Suez Canal project of the century. At the end of the 1830s, when the first railway lines of the Danube Monarchy went into operation in the east of the empire, he drew up a \"Expert opinion on the railway from Innsbruck via Kufstein to the royal Bavarian border at the Otto Chapel near Kiefersfelden<\/em>\u201c vorgelegt. Negrelli hatte in jungen Jahren in der k.k. Baudirektion Innsbruck<\/em> service, so he knew the city very well. His report already contained sketches and a list of costs. He had suggested the Triumphpforte and the Hofgarten as a site for the main railway station. In a letter, he commented on the railway line through his former home town with these words:<\/p>\n \"...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...\"<\/em><\/p>\n Friedrich List, known as the father of the German railway, put forward the plan for a rail link from the Hanseatic cities of northern Germany via Tyrol to the Italian Adriatic. On the Austrian side, Carl Ritter von Ghega (1802 - 1860) inherited overall responsibility for the railway project within the giant Habsburg empire from Negrelli, who died young. In 1851, Austria and Bavaria signed an agreement to build a railway line to the Tyrolean capital. Construction began in May 1855. It was the largest construction site Innsbruck had ever seen. Not only was the railway station built, but the railway viaducts out of the city to the north-east also had to be constructed.<\/p>\n On 24 November 1858, the railway line between Innsbruck and Kufstein and on to Munich via Rosenheim went into operation. The line was ahead of its time. Unlike the rest of the railway, which was not privatised until 1860, the line opened as a private railway, operated by the previously founded Imperial and Royal Privileged Southern State, Lombard, Venetian and Central Italian Railway Company<\/em>. This move meant that the costly railway construction could be excluded from Austria's already tight state budget. The first step was taken with this opening towards the eastern parts of the monarchy, especially to Munich. Goods and travellers could now be transported quickly and conveniently from Bavaria to the Alps and back. In South Tyrol, the first trains rolled over the tracks between Verona and Trento in the spring of 1859.<\/p>\n However, the north-south corridor was still unfinished. The first serious considerations regarding the Brenner railway were made in 1847. In 1854, the disputes south of the Brenner Pass and the commercial necessity of connecting the two parts of the country prompted the Permanent Central Fortification Commission<\/em> on the plan. The loss of Lombardy after the war with France and Sardinia-Piedmont in 1859 delayed the project in northern Italy, which had become politically unstable. From the Imperial and Royal Privileged Southern State, Lombard, Venetian and Central Italian Railway Company<\/em> 1860 had to Imperial and Royal Privileged Southern Railway Company<\/em> to start with the detailed planning. In the following year, the mastermind behind this outstanding infrastructural achievement of the time, engineer Carl von Etzel (1812 - 1865), began to survey the site and draw up concrete plans for the layout of the railway. The planner was instructed by the private company's investors to be as economical as possible and to manage without large viaducts and bridges. Contrary to earlier considerations by Carl Ritter von Ghega to cushion the gradient up to the pass at 1370 metres above sea level by starting the line in Hall, Etzel drew up the plan, which included Innsbruck, together with his construction manager Achilles Thommen and chose the Sill Gorge as the best route. This not only saved seven kilometres of track and a lot of money, but also secured Innsbruck's important status as a transport hub. The alpine terrain, mudslides, snowstorms and floods were major challenges during construction. River courses had to be relocated, rocks blasted, earthworks dug and walls built to cope with the alpine route. The worst problems, however, were caused by the war that broke out in Italy in 1866. Patriotic German-speaking workers in particular refused to work with the \"enemy\". 14,000 Italian-speaking workers had to be dismissed before work could continue. Despite this, the W's highest regular railway line with its 22 tunnels blasted out of the rock was completed in a remarkably short construction time. It is not known how many men lost their lives working on the Brenner railway.<\/p>\n The opening was remarkably unspectacular. Many people were not sure whether they liked the technical innovation or not. Economic sectors such as lorry transport and the post stations along the Brenner line were doomed, as the death of the rafting industry after the opening of the railway line to the lowlands had shown. Even during the construction work, there were protests from farmers who feared for their profits due to the threat of importing agricultural goods. Just as the construction of the railway line had previously been influenced by world politics, a celebration was held. Austria was in national mourning due to the execution of the former Emperor Maximilian of Mexico, the brother of Franz Josef I, before a revolutionary court martial. A grand state ceremony worthy of the project was dispensed with. Instead of a priestly consecration and festive baptism, the Southern railway company<\/em> 6000 guilders to the poor relief fund. Also in the Innsbrucker Nachrichten<\/em> there is not a word about the revolution in transport, apart from the announcement of the last express train over the Brenner Pass and the publication of the timetable for the Southern Railway.<\/p>\n (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.<\/em><\/p>\n 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.<\/p>\n Das zweite Hindernis, das zur Landeseinheit \u00fcberwunden werden musste, war der Arlberg. Erste Pl\u00e4ne einer Bahnlinie, die die Region um den Bodensee mit dem Rest der Donaumonarchie verbinden w\u00fcrde, gab es bereits 1847, immer wieder wurde das Projekt aber zur\u00fcckgestellt. 1871 kam es wegen durch Exportverbote von Lebensmitteln auf Grund des deutsch-franz\u00f6sischen Krieges zu einer Hungersnot in Vorarlberg, weil Nahrungsmittel nicht schnell genug vom Osten des Riesenreiches in den \u00e4u\u00dfersten Westen geliefert werden konnten. Die Wirtschaftskrise von 1873 verz\u00f6gerte den Bau trotzdem erneut. Erst sieben Jahre sp\u00e4ter fiel der Beschluss im Parlament, die Bahnlinie zu realisieren. Im selben Jahr begannen \u00f6stlich und westlich des Arlbergmassivs die komplizierten Bauarbeiten. 38 Wildb\u00e4che und 54 Lawinengefahrstellen mussten mit 3100 Bauwerken bei prek\u00e4ren Wetterverh\u00e4ltnissen im alpinen Gel\u00e4nde verbaut werden. Die bemerkenswerteste Leistung war der zehn Kilometer lange Tunnel, der zwei Gleise f\u00fchrt. Am 30. Juni 1883 fuhr der letzte Transport der Post mit dem Pferdewagen in feierlichem Trauerflor von Innsbruck nach Landeck. Tags darauf erledigte die Eisenbahn diesen Dienst. Mit der Er\u00f6ffnung der Eisenbahn von Innsbruck nach Landeck und der endg\u00fcltigen Fertigstellung der Arlbergbahn bis Bludenz 1884 inklusive dem Tunneldurchschlag durch den Arlberg war Innsbruck endg\u00fcltig wieder zum Verkehrsknotenpunkt zwischen Deutschland und Italien, Frankreich, der Schweiz und Wien geworden. 1904 wurde die Stubaitalbahn, 1912 die Mittenwaldbahn er\u00f6ffnet. Beide Projekte plante Josef Riehl (1842 \u2013 1917).<\/p>\n Die Eisenbahn war das am direktesten sp\u00fcrbare Merkmal des Fortschritts f\u00fcr einen gro\u00dfen Teil der Bev\u00f6lkerung. Die Bahnviadukte, die aus H\u00f6ttinger Breccie aus dem nahen Steinbruch errichtet wurden, setzten der Stadt im Osten Richtung Pradl ein physisches und sichtbares Ende. Aber nicht nur aus einer rein technischen Perspektive ver\u00e4nderte die Bahn das Land. Sie brachte einen immensen gesellschaftlichen Wandel. Arbeitskr\u00e4fte, Studenten, Soldaten und Touristen str\u00f6mten in gro\u00dfer Zahl in die Stadt und brachten neue Lebensentw\u00fcrfe und Ideen mit. Josef Leitgeb beschrieb den Wandel in seinem Roman Das unversehrte Jahr folgenderma\u00dfen:<\/p>\n \u201eZwar hatte die Eisenbahn schon damals viele landfremde Leute auch nach Wilten gezogen, sie wohnten in den neuen hohen H\u00e4usern, die \u00fcberall aus dem Boden schossen, auf dem seit Jahrhunderten das Korn gewachsen war, aber sie wurden noch als Zugereiste empfunden, ihre tschechischen, slowenischen und ungarischen Namen wollten sich nicht in die Kl\u00e4nge fugen, die man gewohnt war. Sie kleideten sich in das billige Zeug, das man fertig und auf Raten zu kaufen bekam, mieden die Gottesdienste und besuchten daf\u00fcr Versammlungen, in denen sich die eingesessenen B\u00fcrger nicht zurechtgefunden hatten. Bei Licht besehen waren es stille, arbeitsame, sparende Leute, die aus den gro\u00dfen St\u00e4dten und dem flachen Lande halt andere Lebensformen mitgebracht hatten, und wer sie scheel ansah, konnte kein anderes Recht daf\u00fcr in Anspruch nehmen, als das er f\u00fcr seine Gem\u00fctlichkeit keine Zuschauer brauchte. Doch war die Ablehnung der Zugewanderten durch die Einheimischen damals noch deutlich f\u00fchlbar; der Vater hatte einmal eine Predigt geh\u00f6rt, in der der Pfarrer versicherte, alle Menschen konnten der ewigen Seligkeit teilhaft werden, \u201eauch R\u00e4uber und M\u00f6rder, ja sogar Eisenbahner.\u201c<\/em><\/p>\n The Die Bundesbahndirektion der K.u.K. General-Direction der \u00f6sterreichischen Staatsbahnen<\/em> in Innsbruck war eine von nur drei Direktionen in Cisleithanien. Neue soziale Schichten entstanden durch die Bahn als Arbeitgeber. Es bedurfte Menschen aller Bev\u00f6lkerungsschichten, um den Bahnbetrieb am Laufen zu halten. Arbeiter und Handwerker konnten bei der Bahn, \u00e4hnlich wie in der staatlichen Verwaltung oder dem Milit\u00e4r, sozial aufsteigen. Neue Berufe wie Bahnw\u00e4rter, Schaffner, Heizer oder Lokf\u00fchrer entstanden. Bei der Bahn zu arbeiten, brachte ein gewisses Prestige mit sich. Nicht nur war man ein Teil der modernsten Branche der Zeit, die Titel und Uniformen machten aus Angestellten und Arbeitern Respektpersonen. Bis 1870 stieg die Einwohnerzahl Innsbrucks vor allem wegen der Wirtschaftsimpulse, die die Bahn brachte von 12.000 auf 17.000 Menschen. Lokale Produzenten profitieren von der M\u00f6glichkeit der kosteng\u00fcnstigen und schnellen Warenein- und Ausfuhren. Der Arbeitsmarkt ver\u00e4nderte sich. Vor der Er\u00f6ffnung der Bahnlinien waren 9 von 10 Tirolern in der Landwirtschaft t\u00e4tig. Mit der Er\u00f6ffnung der Brennerbahn sank dieser Wert auf unter 70%. Das neue Verkehrsmittel trug zur gesellschaftlichen Demokratisierung und Verb\u00fcrgerlichung bei. Nicht nur f\u00fcr wohlhabende Touristen, auch f\u00fcr Untertanen, die nicht der Upper Class<\/em> angeh\u00f6rten, wurden mit der Bahn Ausfl\u00fcge in die Umgebung m\u00f6glich. Neue Lebensmittel ver\u00e4nderten den Speiseplan der Menschen. Erste Kaufh\u00e4user entstanden mit dem Erscheinen von Konsumartikeln, die vorher nicht verf\u00fcgbar waren. Das Erscheinungsbild der Innsbrucker wandelte sich mit neuer, modischer Kleidung, die f\u00fcr viele zum ersten Mal erschwinglich wurde. Der Bahnhofsvorplatz in Innsbruck wurde zu einem der neuen Zentren der Stadt. Die modernen Hotels waren nun nicht mehr in der Altstadt, sondern hier zu finden. Nicht allen war diese Entwicklung allerdings recht. Die Schifffahrt am Inn, bis dahin ein wichtiger Verkehrsweg, kam beinahe umgehend zum Erliegen. Der ohnehin nach 1848 schwer gerupfte Kleinadel und besonders strenge Kleriker bef\u00fcrchteten den Kollaps der heimischen Landwirtschaft und den endg\u00fcltigen Sittenverfall durch die Fremden in der Stadt.<\/p>\n 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.<\/p>\n The railway was also of great importance to the military. As early as 1866, at the Battle of K\u00f6niggr\u00e4tz 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.<\/p>\n Carl von Etzel, who did not live to see the opening of the Brenner railway, is commemorated today by Ing.-Etzel-Stra\u00dfe in Saggen along the railway viaducts. Josef Riehl is commemorated by Dr.-Ing.-Riehl-Stra\u00dfe 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 H\u00f6ttinger 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 \u00d6BB 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.<\/p>\n [\/et_pb_toggle][et_pb_toggle title=\"Tourism: From Alpine summer retreat to Piefke Saga\" open_toggle_text_color=\"#e09900\u2033 open_toggle_background_color=\"#ffffff\" closed_toggle_text_color=\"#e09900\u2033 closed_toggle_background_color=\"#ffffffff\" icon_color=\"#e09900\u2033 open_icon_color=\"#e09900\u2033 admin_label=\"Tourismusland Tirol\" _builder_version=\"4.27.4\u2033 _module_preset=\"default\" title_text_color=\"#e09900\u2033 title_font_size=\"18px\" border_radii=\"on|5px|5px|5px|5px\" box_shadow_style=\"preset1\u2033 global_module=\"53667\u2033 global_colors_info=\"{}\"]<\/p>\n In the 1990s, an Austrian television series caused a scandal. The Piefke Saga<\/em> 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.<\/p>\n 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<\/em> was published in 1796.<\/p>\n In addition to the alpine attraction, it was the wild and exotic Natives<\/em> Tirols, die international f\u00fcr Aufsehen sorgten. Der b\u00e4rtige 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 gro\u00dfes Interesse wie bei deutschen Nationalisten n\u00f6rdlich der Alpen, die in ihm einen fr\u00fchen Protodeutschen sahen. Die Tiroler galten als unbeugsamer Menschenschlag, archetypisch und ungez\u00e4hmt, \u00e4hnlich den Germanen unter Arminius, die das Imperium Romanum herausgefordert hatten. Die Beschreibungen Innsbrucks aus der Feder des Autors Beda Weber (1798 \u2013 1858) und andere Reiseberichte in der boomenden Presselandschaft dieser Zeit trugen dazu bei, ein attraktives Bild Innsbrucks zu pr\u00e4gen.<\/p>\n Nun mussten die wilden Alpen nur noch der Masse an Touristen zug\u00e4nglich gemacht werden, die zwar gerne den fr\u00fchen Abenteurern auf ihren Expeditionen nacheifern wollten, deren Risikobereitschaft und Fitness mit den W\u00fcnschen nicht schritthalten konnten. Der German Alpine Club<\/em> er\u00f6ffnete 1869 eine Sektion Innsbruck, nachdem der 1862 \u00d6sterreichische Alpenverein<\/em> was not very successful. Driven by the Greater German idea of many members, the two institutions merged in 1873. Alpine Club<\/em> is still bourgeois to this day, while its social democratic counterpart is the Naturfreunde<\/em>. 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.<\/p>\n New hotels, caf\u00e9s, 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 Ni\u00dfl, who took over B\u00fcchsenhausen 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 B\u00fcchsenhausen and Weiherburg.<\/p>\n Opened in 1849, the \u00d6sterreichischer 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<\/em> 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<\/em> a second large business. Where the Metropolkino cinema stands today, the Kaiserhof was built as a new building. The Habsburg Court<\/em> 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<\/em> 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.<\/p>\n 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<\/em>:<\/p>\n \u201eDer Fremdenverkehr in Innsbruck bezifferte sich im Monat Mai auf 5647 Personen. Darunter befanden sich (au\u00dfer 2763 Reisenden aus Oesterreich-Ungarn) 1974 Reichsdeutsche, 282 Engl\u00e4nder, 65 Italiener, 68 Franzosen, 53 Amerikaner, 51 Russen und 388 Personen aus verschiedenen anderen L\u00e4ndern.\u201c<\/em><\/p>\n 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<\/em> 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<\/em> 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<\/em> next to the fashionable department stores that had just opened a few years earlier.<\/p>\n 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<\/em>, back then Grandhotel Igler Hof<\/em> 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 M\u00fchlau. 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 M\u00fchlau 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-Stra\u00dfe. 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.<\/p>\n One of the former owners of the land of the Hungerburg<\/em> and Innsbruck tourism pioneer, Richard von Attlmayr, was significantly involved in the predecessor of today's tourism association. Since 1881, the Innsbruck Beautification Association<\/em> 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 M\u00fchlauer 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 tourism<\/em>the 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.<\/p>\n \u201eAllj\u00e4hrlich mehrt sich die Zahl der \u00fcberseeischen Pilger, die unser Land und dessen gletscherbekr\u00f6nte Berge zum Verdrusse unserer freundnachbarlichen Schweizer besuchen und manch klingenden Dollar zur\u00fccklassen. Die Engl\u00e4nder fangen an Tirol ebenso interessant zu finden wie die Schweiz, die Zahl der Franzosen und Niederl\u00e4nder, die den Sommer bei uns zubringen, mehrt sich von Jahr zu Jahr.\u201c<\/em><\/p>\n Postkarten waren die ersten massentauglichen Influencer<\/em> der Tourismusgeschichte. Viele Betriebe lie\u00dfen ihre eigenen Postkarten drucken. Verlage produzierten unz\u00e4hlige Sujets der beliebtesten Sehensw\u00fcrdigkeiten 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 zeitgen\u00f6ssisch modernen Errungenschaften der Stadt: der Leopoldbrunnen, das Stadtcaf\u00e9 beim Theater, die Kettenbr\u00fccke, die Zahnradbahn auf die Hungerburg oder die 1845 er\u00f6ffnete Stefansbr\u00fccke an der Brennerstra\u00dfe, die als Steinbogen aus Quadern die Sill \u00fcberquerte, waren die Attraktionen. Auch Andreas Hofer war ein gut funktionierendes Testimonial auf den Postkarten: Der Gasthof Schupfen<\/em> in dem Andreas Hofer sein Hauptquartier hatte und der Berg Isel mit dem gro\u00dfen Andreas-Hofer-Denkmal waren gerne abgebildete Motive.<\/p>\n 1914 gab es in Innsbruck 17 Hotels, die G\u00e4ste anlockten. Dazu kamen die Sommer- und Winterfrischler in Igls und dem Stubaital. Der Erste Weltkrieg lie\u00df 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 block<\/em>The next setback came in 1933, when he tried to put pressure on the Austrian government to end the ban on the NSDAP.<\/p>\n It required the Economic miracle<\/em> 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.<\/p>\n [\/et_pb_toggle][et_pb_toggle title=\"Wilhelm Greil: THE Mayor of Innsbruck\" open_toggle_text_color=\"#e09900\u2033 open_toggle_background_color=\"#ffffff\" closed_toggle_text_color=\"#e09900\u2033 closed_toggle_background_color=\"#ffffff\" icon_color=\"#e09900\u2033 open_icon_color=\"#e09900\u2033 admin_label=\"Wilhelm Greil: THE mayor of Innsbruck\" _builder_version=\"4.27.4\u2033 _module_preset=\"default\" title_text_color=\"#e09900\u2033 title_font_size=\"18px\" border_radii=\"on|5px|5px|5px|5px\" box_shadow_style=\"preset1\u2033 global_module=\"53535\u2033 global_colors_info=\"{}\"]<\/p>\n 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.<\/p>\n Die Innsbrucker Stadtpolitik, in der Greil sich bewegte, war vom Kampf liberaler und konservativer Kr\u00e4fte gepr\u00e4gt. Greil geh\u00f6rte der „Deutschen Volkspartei<\/em>“ an, einer liberalen und national-gro\u00dfdeutschen Partei. Was heute als Widerspruch erscheint, liberal und national, war im 19. Jahrhundert ein politisch \u00fcbliches und gut funktionierendes Gedankenpaar. Der Pan-Germanism<\/em> 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<\/em> 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.<\/p>\n 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<\/em>. Greil wohne passenderweise \u00e4hnlich wie ein Renaissancef\u00fcrst. Er entstammte der gro\u00dfb\u00fcrgerlichen Upper Class. Sein Vater konnte es sich leisten, im Palais Lodron in der Maria-Theresienstra\u00dfe die Homebase der Familie zu gr\u00fcnden. Massenparteien wie die Sozialdemokratie konnten sich bis zur Wahlrechtsreform der Ersten Republik nicht durchsetzen. Konservative hatten es in Innsbruck auf Grund der Bev\u00f6lkerungszusammensetzung, besonders bis zur Eingemeindung von Wilten und Pradl, ebenfalls schwer. B\u00fcrgermeister Greil konnte auf 100% R\u00fcckhalt im Gemeinderat bauen, was die Entscheidungsfindung und Lenkung nat\u00fcrlich erheblich vereinfachte. Bei aller Effizienz, die Innsbrucker B\u00fcrgermeister bei oberfl\u00e4chlicher Betrachtung an den Tag legten, sollte man nicht vergessen, dass das nur m\u00f6glich war, weil sie als Teil einer Elite aus Unternehmern, Handelstreibenden und Freiberuflern ohne nennenswerte Opposition und R\u00fccksichtnahme auf andere Bev\u00f6lkerungsgruppen wie Arbeitern, Handwerkern und Angestellten in einer Art gew\u00e4hlten Diktatur durchregierten. Das Reichsgemeindegesetz von 1862 verlieh St\u00e4dten wie Innsbruck und damit den B\u00fcrgermeistern gr\u00f6\u00dfere Befugnisse. Es verwundert kaum, dass die Amtskette, die Greil zu seinem 60. Geburtstag von seinen Kollegen im Gemeinderat verliehen bekam, den Ordensketten des alten Adels erstaunlich \u00e4hnelte.<\/p>\n 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-Theresienstra\u00dfe in 1897, the opening of the Mittelgebirgsbahn railway, the Hungerburgbahn and the Karwendelbahn<\/em> wurden w\u00e4hrend seiner Regierungszeit umgesetzt. Weitere gut sichtbare Meilensteine waren die Erneuerung des Marktplatzes und der Bau der Markthalle.\u00a0Neben den prestigetr\u00e4chtigen Gro\u00dfprojekten entstanden in den letzten Jahrzehnten des 19. Jahrhunderts aber viele unauff\u00e4llige Revolutionen. Vieles, was in der zweiten H\u00e4lfte des 19. Jahrhunderts vorangetrieben wurde, geh\u00f6rt heute zum Alltag. F\u00fcr die Menschen dieser Zeit waren diese Dinge aber eine echte Sensation und lebensver\u00e4ndernd. Bereits Greils Vorg\u00e4nger B\u00fcrgermeister Heinrich Falk (1840 \u2013 1917) hatte erheblich zur Modernisierung der Stadt und zur Besiedelung des Saggen beigetragen. Seit 1859 war die Beleuchtung der Stadt mit Gasrohrleitungen stetig vorangeschritten. Mit dem Wachstum der Stadt und der Modernisierung wurden die Senkgruben, die in Hinterh\u00f6fen der H\u00e4user als Abort dienten und nach Entleerung an umliegende Landwirte als D\u00fcnger verkauft wurden, zu einer Unzumutbarkeit f\u00fcr immer mehr Menschen. 1880 wurde das Ragging<\/em>The 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.<\/p>\n 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<\/em> Mariahilf und St. Nikolaus nicht an das Kanalsystem angeschlossen. Auch der neue Schlachthof im Saggen erh\u00f6hte Hygiene und Sauberkeit in der Stadt. Schlecht kontrollierte Hofschlachtungen geh\u00f6rten mit wenigen Ausnahmen der Vergangenheit an. Das Vieh kam im Zug am Sillspitz an und wurde in der modernen Anlage fachgerecht geschlachtet. Greil \u00fcberf\u00fchrte auch das Gaswerk in Pradl und das Elektrizit\u00e4tswerk in M\u00fchlau in st\u00e4dtischen Besitz. Die Stra\u00dfenbeleuchtung wurde im 20. Jahrhundert von den Gaslaternen auf elektrisches Licht umgestellt. 1888 \u00fcbersiedelte das Krankenhaus von der Maria-Theresienstra\u00dfe an seinen heutigen Standort.\u00a0B\u00fcrgermeister und Gemeinderat konnten sich bei dieser Innsbrucker Renaissance <\/em>neben der wachsenden Wirtschaftskraft in der Vorkriegszeit auch auf M\u00e4zen aus dem B\u00fcrgertum st\u00fctzen. Waren technische Neuerungen und Infrastruktur Sache der Liberalen, verblieb die F\u00fcrsorge der \u00c4rmsten weiterhin bei klerikal gesinnten Kr\u00e4ften, wenn auch nicht mehr bei der Kirche selbst. Freiherr Johann von Sieberer stiftete das Greisenasyl und das Waisenhaus im Saggen. Leonhard Lang stiftete das Geb\u00e4ude in der Maria-Theresienstra\u00dfe, in der sich bis heute das Rathaus befindet gegen das Versprechen der Stadt ein Lehrlingsheim zu bauen.<\/p>\n Im Gegensatz zur boomenden Vorkriegs\u00e4ra war die Zeit nach 1914 vom Krisenmanagement gepr\u00e4gt. In seinen letzten Amtsjahren begleitete Greil Innsbruck am \u00dcbergang von der Habsburgermonarchie zur Republik durch Jahre, die vor allem durch Hunger, Elend, Mittelknappheit und Unsicherheit gepr\u00e4gt waren. Er war 68 Jahre alt, als italienische Truppen nach dem Ersten Weltkrieg die Stadt besetzten und Tirol am Brenner geteilt wurde. Das Ende der Monarchie und des Zensuswahlrechts bedeuteten auch den Niedergang der Liberalen in Innsbruck, auch wenn Greil das in seiner aktiven Karriere nur teilweise miterlebte. 1919 konnten die Sozialdemokraten in Innsbruck zwar zum ersten Mal den Wahlsieg davontragen, dank der Mehrheiten im Gemeinderat blieb Greil aber B\u00fcrgermeister. 1928 verstarb er als Ehrenb\u00fcrger der Stadt Innsbruck im Alter von 78 Jahren. Die Wilhelm-Greil-Stra\u00dfe war noch zu seinen Lebzeiten nach ihm benannt worden.<\/p>\n [\/et_pb_toggle][et_pb_toggle title=“Innsbruck als Teil des Imperium Romanum“ open_toggle_text_color=“#E09900″ open_toggle_background_color=“#FFFFFF“ closed_toggle_background_color=“#FFFFFF“ icon_color=“#E09900″ open_icon_color=“#E09900″ admin_label=“Innsbruck als Teil des Imperium Romanum“ _builder_version=“4.27.4″ _module_preset=“default“ title_text_color=“#E09900″ title_font_size=“18px“ hover_enabled=“0″ border_radii=“on|5px|5px|5px|5px“ border_width_all=“0px“ box_shadow_style=“preset1″ global_module=“57899″ saved_tabs=“all“ global_colors_info=“{}“ sticky_enabled=“0″]<\/p>\n In the year 15 before the Common Era, the field commanders Tiberius and Drusus, both stepsons of Emperor Augustus, reached the northern Alpine region with their armies. While the modern Italian today comes to Tyrol for Christmas markets in winter and more tolerable temperatures in summer, at that time it was the power ambitions of the rising superpower that made the legionaries lace up their sandals.\nDrusus marched from Verona to Trient, then followed the Adige River over the Brenner Pass into the area of present-day Innsbruck. From the Roman strategic perspective, the conquest was long overdue. Roman troops stationed in Gaul in the west and Illyricum on the Adriatic in the east were to be connected, raids by barbarian peoples into northern Italian settlements prevented, and routes for trade, travelers, and the military expanded and secured.\nContrary to how it is often portrayed, the mountainous land was not terra incognita for the Romans. The Inn Valley had not become a permanently inhabited zone only with the climatic warming known as the Roman Climate Optimum. Trade and cultural exchange extending as far as central Italy can be demonstrated through archaeological finds. Partly multi-storey houses with stone foundations, clustered in nucleated villages, similar linguistic idioms, burnt-offering sites such as the Goldb\u00fchel in Igls, and ceramic finds point to a shared cultural background with the Etruscans.\nFinds indicate economic exchange between ethnic groups and communities stretching from Vorarlberg through the Lake Garda region to Istria, even though the Romans liked to depict the militarily inferior Alpine inhabitants as wild barbarians. The conquered peoples north of the main Alpine ridge were referred to by Greek and Roman authors using the rather vague collective term \u201cRaeti.\u201d\nToday, research understands the Raeti to have been the inhabitants of Tyrol, the Lower Engadine, and Trentino\u2014the area of the Fritzens\u2013Sanzeno culture, named after its major archaeological sites. The tribe living in the area of present-day Innsbruck was given the name Breones by the new rulers. The settlements of the Breonic population were located in mid-mountain elevations and on higher alluvial fans such as Amras and Wilten, slightly above the Inn Valley, which at the time was a floodplain and marshland.\nWhether the Romans destroyed settlements and cult sites between Zirl and Wattens during their campaign of conquest is unclear. What is certain is that the burnt-offering site on the Goldb\u00fchel in Igls was no longer used after the year 15. There are also no precise sources regarding how the conquerors treated the subdued population.<\/p>\n Roman military power was followed by Roman administration and the legal system. Already under Augustus\u2019 successor Tiberius, an administrative structure was rolled out and the new territory integrated into the state system. What is now Tyrol was divided along the Ziller River. The area east of the Ziller became part of the province of Noricum, while Innsbruck became part of the province Raetia et Vindelicia. This province extended from present-day central Switzerland with the Gotthard massif in the west to the Alpine foreland north of Lake Constance, from the Brenner Pass in the south to the Ziller River in the east. Remarkably, the Ziller as a boundary still persists today in ecclesiastical terms: the area east of the Ziller belongs to the Diocese of Salzburg, while Tyrol west of the Ziller is part of the Diocese of Innsbruck.\nIt likely did not take long for the former barbarians to assimilate into Roman culture. While the Romans did not bring chewing gum, vinyl records, or silk stockings for their new subjects\u2014as would be the case nearly 2,000 years later\u2014the Roman lifestyle certainly introduced new possibilities.\nThe route between what is now the Seefeld Saddle and the Brenner Pass had existed for centuries but was unsuitable for trade or troop movements. In the 3rd century CE, the Brenner route was expanded into a via publica. Slightly over five meters wide, it ran from the Brenner Pass to the Ferrariwiese above Wilten, over Mount Isel, to what is today the Gasthaus Haymon, where the Roman military camp Veldidena was located. As the Via Raetia, this road competed with the Via Claudia Augusta, which connected Italy and Bavaria via the Reschen and Fern passes.\nFor poorly equipped merchant caravans, the Brenner route was in parts too steep to become the main route, but through the road network Veldidena was now integrated into an economic and intellectual space stretching from Britain through the Baltic region to North Africa. At intervals of 20 to 40 kilometers, way stations (mansiones) with accommodation, food, and stables were established. In Sterzing, at the Brenner, in Matrei, and in Innsbruck, villages developed around these Roman mansiones, where Roman culture gradually took hold.\nThe local population began to exploit their role as a transit and supply region. Along the trade routes, smithies emerged as an early form of metalworking industry, as well as taverns and inns. With an imperial edict in 212 CE, the Breonic population became full Roman citizens, with all associated rights and obligations. Military service in the Roman army offered opportunities for social advancement.\nAfter Christianity became the state religion in the 4th century, the Tyrolean region was also Christianized, starting from the Diocese of Brixen. By that time, cultural achievements such as the imperial coinage system, glass and brick production, the Latin language, bathhouses, thermal baths, schools, and wine had long since become standard. There was probably no Breonic People\u2019s Front, but the famous quote from Life of Brian could just as well have been uttered in pre-Christian Innsbruck:<\/p>\n \"Apart from medicine, sanitation, education, wine, public order, irrigation, roads, water treatment and public health insurance, what, I ask you, have the Romans ever done for us?\"<\/em><\/p>\n Very little of Roman Innsbruck remains visible in the modern cityscape. Exhibits can be seen at the Tyrolean State Museum Ferdinandeum. Various excavation projects around the present-day Wilten Abbey uncovered graves and remains such as walls, coins, bricks, and everyday objects from the Roman period in Innsbruck. The core of the Leuthaus next to the abbey dates back to Roman times. One of the Roman milestones from the former main route over the Brenner can be seen in Wiesengasse near the Tivoli Stadium.\nEven less has survived of the Breones themselves. Near Lake Lans, visitors can explore remains of Raetian houses, and just below Mount Isel, the former cult site Goldb\u00fchel welcomes interested visitors.<\/p>\n [\/et_pb_toggle][\/et_pb_column][\/et_pb_section]<\/p>","protected":false},"excerpt":{"rendered":" Stops: M\u00fchlau - Igls<\/p>","protected":false},"author":1,"featured_media":69091,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_et_pb_use_builder":"on","_et_pb_old_content":"","_et_gb_content_width":"","wds_primary_category":0,"footnotes":""},"categories":[82,109,112,48,54,87],"tags":[],"class_list":["post-67130","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-amras-pradl","category-die-eisenbahn-als-entwicklungshelfer-innsbrucks","category-innsbruck-als-teil-des-imperium-romanum","category-tourismusland-tirol","category-wilhelm-greil-der-buergermeister-innsbrucks","category-wilten-sieglanger"],"_links":{"self":[{"href":"https:\/\/www.discover-innsbruck.at\/en\/wp-json\/wp\/v2\/posts\/67130","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.discover-innsbruck.at\/en\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.discover-innsbruck.at\/en\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.discover-innsbruck.at\/en\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/www.discover-innsbruck.at\/en\/wp-json\/wp\/v2\/comments?post=67130"}],"version-history":[{"count":0,"href":"https:\/\/www.discover-innsbruck.at\/en\/wp-json\/wp\/v2\/posts\/67130\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.discover-innsbruck.at\/en\/wp-json\/wp\/v2\/media\/69091"}],"wp:attachment":[{"href":"https:\/\/www.discover-innsbruck.at\/en\/wp-json\/wp\/v2\/media?parent=67130"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.discover-innsbruck.at\/en\/wp-json\/wp\/v2\/categories?post=67130"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.discover-innsbruck.at\/en\/wp-json\/wp\/v2\/tags?post=67130"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}