Close to Innsbruck in Austria embedded into the marvelous scenery of the Tirolian mountains between the Rofan mountain and the Karwendel Ridge there is the nine kilometres long lake Achen , last stop of a narrow-gauge railway, which starts in Jenbach, a station where three different gauges meet, across 6.7 kilometres to Seespitz, the final station situated directly at the lake.

The Achensee Steam rack railway is a real curiosity in operation, because although the were built around 1889 in Vienna, they still operate the daily business and not only nostalgia rides. 7 train pairs a day operate on this difficult course.

Due to sorrow maintenance and care, the locomotives and wagons are still unchanged since over 115 years. This is because the railway is of main tourism interest and the directors can not complain poor economic success.

Every train needs for its operation a staff of 4 persons. The conductor, which is needed for tickets and the passengers, and he climbs outside the cars on a wooden step from compartment to compartment to see the tickets. The engine driver of course who operates the locomotive together with the firemen. Becouse the locomotive pushes the cars instead of pulling it, it needs a brake man, who watches the tracks in front of him because of obstacles and he has the facility to pull the whistle of the engine with a wire which leads to the locomotive.

Another speciality of the Achensee railway is its mixed system f operation, due to the difficult terrain in which it is operated. Immediatedly after the station Jenbach there starts an iron rack which runs through to the station EBEN, and up to this point it is operated as a rack railway, and from Eben onwards the terrain is flat, therefore the adheasions part starts until the final station Seespitz. It was here in Austria when this system was first started in the world.

Every morning in the shed, the three engines which are operated permanently are beeing prepared for the daily route. The shed has 4 tracks, which a sliding table, where the engines are pushed on and slided to the main track which leads to the platform.

As an engine driver of steam engines one has a lot of additional duties nowadays. You have to care or the cleaning but for the repairs as well.

All moving parts have to be lubricated on a daily basis to ensure endurance and little costs or repairs.

In the shed the pre-heating starts. This begins about 3 hours before operation. If an engine was not in duty the day before the pre-heating lasts one hour longer. A slow heating of the boiler is essential to prevent the steal of the boiler of getting cracks.

To make the preheating easier and to prevent pollution of environment and the shed, during the pre-heating phase, a period of worst burning, each locomotive is connected to a ventilation system, that sucks the smoke and washes it.Special attention is also taken to the optical appearance of the engines. That is why they are polished every morning to give them a clean and shiny outlook.

Maintenance and smaller, but also larger repairs are made by the locomotive staff themseves. Also the old historical workshop is still existing. It can ardly be imagined which working conditions prevailed in former times.

One by one the engines drive to the platform. Because of the sliding table an additional track is saved and space of course. In former times the sledge could only be operated by hand, today it is pushed by a fork-lift truck.

A few meters off the shed there is the coal supply station and the water crane, But first things first and so they start to empty the ash drawer and the firebox has to be emptied. While this is done, it is filled with water.

On a chute the coal is directly transported into the cabin. With the shovel the stroker makes space. During the ride he stands on the coal, about 350 kilos are in the cabin. The engine has no coal tank.

The firebox has a size of one square metre, the whole heating surface inclusive pipes has 50 square metres. 169 smoke pipes lead the gas into the central chamber. The pipes and the firebox must always be surrounded by water, so steam is made in the boiler. There is a pressure of 11 bar, secured by two valves.

To supply the engine with water two injectors are used. The water from the well is pumped with Eichler Pulsometres into the water tank. Steam from the engine pushes the water in the tank. Three of this systems are available, one in Jenbach, one halfway in Eben and at the final station in Seespitz, this takes the water from the lake.

Already from the early days of its operation the engines had a central lubrication system, which is started with a crank before operation.

The diameter of the cylinders is 330 mm, the piston stroke is 0.5 meters. The driving wheel, which connects to the rack has 28 teeth and a diameter of 890 mm. 3 cubic meters of cooling water supply must be stored, in the boiler itself there are 2.5 M3 of water. Most important are the brakes. The Achensee Railway is equipped with three from each other independent brake systems, the most effective for continuous operation of driving downhill is the Riggenbach – pressure brake

The next locomotive waits already for filling.

Afterwards the cars are shifted out of the shed.

The Jenbacher railway is the only one, where three railroad lines meet with different track width. The west railroad line from Vienna over Salzburg to Bregenz with a width of 1435 mm, the Achensee railroad with a track width of 1000 millimetres, and the Zillertal Railroad with 760 millimetres.

The passenger cars have only one class. There are open cars like cabriolets and closed ones. The length over buffers is 10.3 meters with an axle base of 4 metres. The absolute width, based on the footboards outside is 3 meters exactly, the car box width is 2.5 metres. The cars have 2 platforms, which may be also used by the passengers however with agreement of the conductor.

The platforms are differently built. On one side they are equipped with a bench, which offers while driving a seat opportunity to the brake man. The other Platform is intended for the transport of luggage items, what in former times was more important as today.

The interior does not have compartments and no centre aisle, therefore it is ensured very good utilization of the floor space for seats. 10 transverse banks are posed against each other in pairs with five seats each. The entrance for the passengers is made by footboards on each side of the car, on which also the conductor provides its service.

The cars have two brakes. Two usual screw retainer brakes affect to a gear wheel on the first axle and the second brake on the flange. The gear wheel brake consists like the locomotive of a running gear wheel, which rotates on the axle by means of sliding bearings and is fixed by a block brake.

All brakes are operated in the front platform by means of hand spindles, which are on the right and on the left of the centre of the car, coloured yellow and red.

The appearance of the cars has only changed during the time slightly. Originally the cars were painted in green colour.

The locomotive is fixed to the cars and the Signal rope of the cars is connected with the locomotive. The brake man at the front of the car has the possibility to operate the whistle of the locomotive.

And off it goes.

In the adhaesions part the rack is missing. In the centre of the rails one can recognize a slight discoloration of the crushed stone from past days. Today the gear box is constantly lubricated.

Directly at the shed the ascent begins, here the locomotive latches itself into the rack.

The transition from the adhaesions part to climbing part make wrought-iron racks lying on wooden sleepers – pieces to make connecting easier. They are connected at one end with the firm rack by screws and rest on strong spiral springs to be able to give way when the locomotive connects. The tooth pitch of these entry tongues is laid out in such a way that latching is always ensured.

The teeth of the entry tongue have furthermore a smaller height and take only gradually the normal form. These mechanism ensures a safe and smooth connecting of the locomotive into the rack, since, even if the teeth of the drive wheel do not come correctly into connection by this system it is made possible.

Through fields and meadows passing the last houses it ascends toward the first stop Burgeck.

The rails are 9 meters long steel rails, which are fastened on the adhaesions part on oak wood sleepers, and on the rack part on iron sleepers. Between the rails there is the rack, which is implemented as an iron bar with teeth. The teeth are riveted in a distance of 100 millimeters.

The station Burgeck lies in an inclination of 50 parts per thousand. Directly after it a part of 160 parts per thousand follows. That steepness again and again prepared starting difficulties, and that’s why it is only made as a request stop. Immediately in 1889 a signal was set up by the board of directors, with which waiting passengers could request the engine driver for a stop. This disk like signal was in use into the fifties.

Shortly after Burgeck the steepest part is reached with 160 parts per thousand. The rail leads through dense forests and climbs with very slow speed,

In the part with the rack only 10 km/h are allowed in both directions, in the adhaesions part 20 km/h are allowed

At the station Eben the end of the rack part is reached. Until here it has gained 440 metre in heights.

The course is narrow gauge with a track width of one meter. Here the rack ends at the highest point of the line shortly before the entry into the station on 970 meters sea-level. From here the adhaesions part starts until the last station Seespitz at 931 meters above sea-level. The rack part is 3.4 kilometres or 53% of the total length, the adhaesions part is 3.4 kilometres long.

Also the counter moving train must wait here. There are altogether three changing overs at the whole distance. In Jenbach the initial stop, here in Eben and in the terminal in Seespitz at the lake Achen.

The vehicle park consists of three locomotives and 6 passenger cars with 50 seats each, some freight cars and a post car. All cars are equipped with brakes, so that they can be braked on the rack part as well. The locomotives were built in the Viennese locomotive factory in Floridsdorf. These are twin tender locomotives of 180 horsepower and 18 tons service weight. The steam engine work on a driving and a crank axle laid higher, two rack wheels propell the gear wheel axle. This is made from casting steel and bolted with the rack wheel which connects into the rack. The rack wheel axle is coupled with the running axles outside of the framework.

Although the system for driving into the rack is a special one, it must be driven with low speed in order to avoid possible technical problems.

In the Station Eben, the locomotive is converted. For the further process, which leads easily sloping down to the lake, the cars are pulled, instead of pushed.

Each locomotive has three of each other independent brake systems.

The brake of the engine driver, which affects the jackshaft of the transmission is a groove block brake effecting the crank disk. The brake beacons are made of wood and are hardly subject to a wear.

The brake of the stoker is a rack brake. On the front axle there is a gear wheel that loosely intervens in the rack, which is firmly connected on both sides with sheaves. Braking takes place via pressing brake shoes to these disks. Sothe rack wheel is fixed and the locomotive stops in shortest time.

The third brake is a so-called Riggenbachsche Gegendruckbremse, which compresses air in the brake cylinder. So warmth is built, which must be exhausted by cooling water, which is injected into the cylinder. This water evaporated therefore and is visible while driving downhill as steam jet on the engine´s driver side. For the regulation of the driving speed the steam valve is thus used for the continuous braking.

Slightly downhill it approaches the next stop Maurach.

Here the line leads directly through the village. Particularly in summer the railway is used by numerous tourists. 14 trains a day are fully booked and have to be booked a long time before the ride and are used by bus tourists. Almost daily special trains must be pushed in. Many guests book a boat trip on the lake, because the timetable is laid in such a way that the trains arrive in time for the departure of the ships.

The locomotives are built in such a way that the boiler is horizontally at an upward gradient of 80 parts per thousand.

From Maurach the travel goes over meadows and fields along the lake Achen to Seespitz, the final station.

Already in the last century, under the good rail connection from Munich to Innsbruck, the lake Achen formed a worthwhile goal for tourists. The ascent from Jenbach to the lake by foot, and the road as well were cumbersome and in such a way already in 1886 the plan originated to connect the lake with a railway line with Jenbach.

Already in the year 1890, thus briefly after opening of the line there were projects for the extension of the railroad line. From Maurach the route should lead on the east bank of the lake over Achenkirch and the Achen mountain to connect to the Bavarian railway net. As another version a ferry was planned over lake between Buchau and Scholastika. Bavaria showed however no interest and the project again was rejected .

1981the railway authorities demanded the reorganization of the flat part until Seespitz. In the same year the reorganization was undertaken and financed by the government. Some sections got a new set of sleepers. Few years later it can be continued with the reorganization because of supporting money spent by the government of the Tyrol. In 1987 the mountain part was revised. From 2001 to 2002 an investment program of the federation helps to renew the total line. Sleepers were exchanged, the gravel bed was renewed and an bent was straightened.

During the 90’s mainly the car park was reorganized, structures of the cars were renewed and the locomotives were overhauled completely.

The cylinders of the locomotive 701 are renewed, gear wheel axle of the locomotive 703 was renewed. The small bronze transmission wheels at the locomotives 702 and 703 were exchanged likewise. From 1994 to 2001 works were driven forward. Boiler main revision, and 8 pieces new cylinders are fabricated. All locomotives were converted to new frameworks and transmissions. The cars received partially new structures and the chassis were submitted to a revision. Also the structure of a buffet car was newly built on the framework of another car in 2001.

These enormous investments were only possible, since the Achensee Railway is led as a shareholder company. Since 1950 the Tirolean hydro-electric power plant was principal shareholder. In 1981 the municipalities Maurach/Eben and Achenkirch become shareholders as well, in 1984 these municipalities get the principal shareholders. The capital stock was supplemented and 30% of the shares changed into strewing possession. 1991 the municipality Jenbach entered as a shareholder as well. Already in 1995 a further capital increase took place.

After 40 minutes of travel the last stop Seespitz is reached at 931 m sea-level in km 6.7630.

The railway terminal with the ship landing place is equipped with a alternate track, a building and a steam water crane. The locomotives are fed with lake water.

The locomotive can take up 3000 litres of water, which is needed for one direction. Therefore water must be only taken in at the beginning of the ride and at the final station.

Also all moving parts must be lubricated and oiled before the return trip. The axle system was changed from sliding to roller bearings, all visible bearings today are lubricated with fat only the driving axle bearing, which needs only special mineral oil lubrication because of the high load. Likewise the crossheads and rulers, here also only oil lubrication is possible.

The Viennese locomotive factory in Floridsdorf in Vienna built four steam engines for the Achensee Railway in the years 1888 and 1889. They were similar to the locomotives made for the Gaisberg Railway. These were however pure rack rail locomotives, and not built for the mixed operation.

Three from the four originally built locomotives are still in operation today. They are in use since 1889 daily. The fourth locomotive was scrapped after world war II and used as a spare part donor.

The next train already reaches the station Seespitz. On strong days special trains must be pushed in, in order to master the numerous passengers.

The locomotives had the factory numbers 701 to 704 and the names of the principal shareholders. These names however were not used anymore in later time. Only on the occasion of the 90 year celebration again names were introduced.

Today the names of the shareholder municipalities Eben, Achenkirch and Jenbach are used.

At the drivers side of the locomotive three water taps are attached with their assistance it is possible on a simple, but reliable way to control the height of the water level.

From the drivers cab the driving gear wheel can be oiled, the transmission runs in the closed box in a circulation lubrication. The rack is oiled in the current operation by the locomotive itself by stripping lubrication.

Ever since the lake Achen was used because of its favourable geographical location as route of transportation. The modern ship navigation began on 27 June 1887, when the ship Saint Josef came into operation. Shipping at lake was started by the owner of the lake at that time, the Abbey Fiecht.

Starting at the home port Pertisau a lake round trip can be started. 6 landing places are available, here in Seespitz there is offered the possibility of combining train journey and shipping because the timetables are co-ordinated.

With an overall length of 6.36 km the line advanced approx. 400 meters before the landing place of the steam ships in the station however not completely but ended at the lake in Seespitz

This measure happened because the monastery Fiecht planned to establish a runway with 600 mm of track width and 600 m length, on which the luggage of the passengers and the freight should be turned around from the ship to the train against separate payment, with hand pushed cars.

This system existed until 1916 and for strategic reasons of the Austrian military administration was then torn away and the railway was extended to the ship landing place. In the year 1926 this illegal construction of the extension was legalised by a railway grant. The new final station Seespitz had a new station building and a new steamer landing. Thus the railway reached the length of 6,78 km. The railway track ends still here, however the appearance of the station adapted after a change in the year 1971 to today’s traffic needs.

The oldest, exclusively operated by steam rack railway of Europe is not only a very important technical monument of the building of railways, but also a tourism attraction of first rank. This was written by the Tirolean federal state government on the occasion of the last concession extension in the year 2002 on further 10 years until 2012.

The existence of the Achensee steam rack railway seems now secured on further, since the old technology remained with newest methods and the line is to be found in best condition .

The renewal of the adhesions part was finished in the year 2002, the reorganization of the hilly stretch was planned for the next years. Despite some attempts to renew the line it never became electrified and thus actually preserved. The present passenger numbers of approx. 130,000 persons leads already to the limits of the small steam rack railway. The nostalgic wave and also the slope to old technology finds new friends in the whole world.

Particularly the combination train and ship is a good reason for a trip.

Plans for a special train into the Karwendel ridge were already made, here the lake is to be divided by a dam project, an amusement park is planned at the last stop. Pertisau, the most well-known place, actually in a dead end road is to be made auto-free, the railway could be extended to there. And not only that far, but directly with a connection to Bavaria, which was actually already projected in 1888.

The future of the Railway is secured. Because of its beautiful geographical place in the midst of the Tyrolean mountains young and old enjoys it and the passenger figures show, that it has a prosperous future.

Quick Facts

The Achenseebahn is a historic steam cog railway in Tyrol, Austria, connecting Jenbach in the Inn Valley with Seespitz on Lake Achensee. It is the oldest steam cog railway in Europe and has been in operation since 1889.

🚂 Quick Overview

Aspect	Details
Location	Tyrol, Austria
Route	Jenbach – Seespitz (Lake Achensee)
Track Gauge	Metre gauge (1,000 mm)
Opened	1889
Route Length	6.76 km
Vertical Gain	440 meters
Maximum Gradient	16%
Operated By	Achenseebahn Infrastruktur- und Betriebs GmbH
Locomotives	4 steam locomotives (built 1888/89)

📜 History and Revival

The Achenseebahn opened in 1889 and is a rare example of a mixed adhesion and cog railway—the steep section from Jenbach to Eben uses the cogwheel drive, with the locomotive pushing the train uphill. After that, the locomotive is placed in front and pulls the train to the lake.

The railway faced a major crisis in 2020 when it entered insolvency due to short-term liabilities. Following public pressure and support from UNESCO, a new operating company—Achenseebahn Infrastruktur- und Betriebs GmbH—was founded in March 2021. The State of Tyrol holds 60%, the Zillertaler Verkehrsbetriebe hold 20%, and the municipalities of Eben am Achensee, Jenbach, and Achenkirch together hold 20%.

The railway resumed operations in May 2022 after approximately €5 million in infrastructure investments, with total investment reaching €10 million by 2024. In 2020, parts of the railway were placed under heritage protection (Denkmalschutz).

✨ The Experience

The journey begins at Jenbach station and immediately tackles a 16% gradient—the railway’s greatest challenge. Passengers enjoy views of the Inn Valley and surrounding mountains as the train climbs through meadows and forests to Eben and then continues to Seespitz at Lake Achensee.

Key features:

• Steam locomotives: Four original locomotives (Nos. 1–4) built in 1888/89 are still in use, affectionately named “Hannah,” “Georg,” and “Theodor”
• Historic carriages: Restored wooden carriages from the early 20th century
• Combination with boat trips: The railway connects directly to Achensee Schifffahrt, allowing passengers to continue their journey by boat across the lake

📅 Planning Your Visit (2026 Season)

• Season Start: 1 May 2026
• Route: Jenbach – Seespitz (Lake Achensee)
• Journey Time: Approximately 45 minutes
• Timetable and Tickets: Available at www.achenseebahn.at

Special Offers:

• Combination ticket with Achensee Schifffahrt is available and popular
• Discounted prices on less busy days

Contact:

• Email: info@achenseebahn.at
• Website: www.achenseebahn.at

📊 Recent Performance

The railway has seen a strong recovery since its relaunch:

• 2023: More than 62,000 passengers
• 2024: 67,000 passengers—an 8% increase over the previous year
• Concession extended by 10 years (valid until at least 2034)

The management plans to continue investing in railway crossing renovations and strengthening cooperation with tourism organizations and the lake shipping company to further boost passenger numbers.

I hope this gives you a good overview of the Achenseebahn! If you’d like more details on specific timetables or the combination ticket with the boat service, feel free to ask.