Railway line in canton of Graubunden, Switzerland
The
Albula railway line
(
German
:
Albulalinie
;
Italian
:
Linea dell'Albula
;
Romansh
:
Lingia da l'Alvra
) is a
single track
metre gauge railway
line forming part of the core network of the
Rhaetian Railway
(RhB), in the
canton
of
Graubunden
,
Switzerland
. It links
Thusis
on the
Hinterrhein
at 697 m (2,287 ft) and
Filisur
at 1,080 m (3,540 ft) with the spa resort of
St. Moritz
in
Engadine
at 1,774 m (5,820 ft).
Construction of the Albula line was begun in September 1898, the opening took place on 1 July 1903, and the extension to St. Moritz commenced operations on 10 July 1904. With its 55 bridges and 39 tunnels, the 61.67-kilometre long (38.32 mi) line is one of the most spectacular
narrow gauge
railways in the world.
On 7 July 2008, the Albula line and the
Bernina railway line
, which also forms part of the RhB, were jointly recorded in the list of
UNESCO World Heritage Sites
, under the name
Rhaetian Railway
in the Albula /
Bernina
Landscapes
.
The best known trains operating on the Albula line are the
Glacier Express
and the
Bernina Express
.
History
[
edit
]
Up until 1890, the south east of Switzerland was extremely poorly served by
railways
. Alpine transit traffic was drawn to the
Gotthard Railway
, so that the construction of transcontinental railways in
Graubunden
appeared not to be economically viable. Only the success of the
Landquart-Davos-Bahn
(LD) led to a turning point. In 1895, the LD changed its name to
Rhaetian Railway
(RhB). Two years later, the people of Graubunden decided, in a
referendum
, that the RhB would come under state ownership. These two changes created suitable conditions for a rapid construction of further RhB lines, which were intended to open up large parts of the Canton.
In 1890, the Davos hotelier
Willem Jan Holsboer
[
nl
;
de
;
fr
]
proposed the construction of a rail link from Chur via Davos, and through a tunnel under the
Scaletta Pass
, to
St Moritz
, and then onwards via the
Maloja Pass
, to
Chiavenna
in Italy. Holsboer later had to abandon this planned
Scalettabahn
, in favour of a route through what was to become the
Albula Tunnel
. In 1895, the Zurich railway pioneer
Adolf Guyer-Zeller
presented the idea of an
Engadine-Orient-Railway
, which would have connected
Chur
, via
Thusis
and
Engadine
, and over the
Fuorn Pass
, with the
Vinschgau
and
Trieste
. Zeller planned this proposed route as a
standard gauge
line. It would have passed under the
Albula Alps
through a 12 km long tunnel from the mouth of the
Val Tisch
to the
Inn Valley
below Bever. As the
Ofenbergbahn
, the Engadine-Orient-Railway would also have cut a connection through to the
Val Mustair
. It was only on 30 June 1898 that the Federal Assembly in Bern finally decided on the construction of the Albula railway line. The Federal Assembly thereby also decided against another standard gauge transit railway, and a similarly contemplated railway over the
Julier Pass
.
In 1896, there were only 20 km of
standard gauge
railway line in Graubunden - and 90 km of narrow gauge railways. (Incidentally, the length of the standard gauge line has remained unchanged to this day, apart from the construction of a new
industrial spur
line from Chur to Domat / Ems.) Priority was given to the construction of a rail connection to the
spa
at St Moritz, which at that time was a 14-hour
stage coach
ride distant from
Chur
, the terminus of the standard gauge line.
After Thusis was reached from Chur, the construction of the Albula line began on 15 October 1898. Unlike the
Bernina line
, which was opened a good ten years later, and operated in fully electrified form right from the start, the Albula line was still a steam railway at its conception. Moreover, (and again unlike the Bernina line), it was intended to be universally available, particularly for the transport of goods. As the steam locomotives of the time were still not particularly powerful, and in order to permit the highest possible speeds, the maximum gradients were restricted to 3.5%, and the minimum curve radius was also generously defined. Thus, the Albula line, in the interests of maximising its effectiveness, did not test the technical bounds of an adhesion railway. However, such an architectural style required a variety of engineering structures. So, for example, the viaducts were exclusively solidly constructed. Especially problematic was the ascent of the valley between
Bergun/Bravuogn
and
Preda
, where, in a distance of 5 km as the crow flies, a difference in altitude of over 400 m needed to be overcome. To stay within the maximum gradient parameters, the project supervisor,
Friedrich Hennings
, devised an intricate alignment, which lengthened the line's formation by 12 km. Two
curved tunnels
, three
spiral tunnels
, and a number of bridges overcame the engineering problem, by winding the track around like the thread of a screw. On this part of the line, the construction of the 660 m long
Rugnux Spiral Tunnels
in particular led to problems, because the 4 °C cold mountain water hampered the activities of the workers.
Beyond Preda emerged the centrepiece of the line, the 5866 m long Albula Tunnel, which passes under the
watershed
between the
Rhine
and the
Danube
a few kilometres west of the
Albula Pass
. With its maximum elevation of 1,820 m (5,970 ft) above sea level, the tunnel is, after the
Furka Tunnel
, the second highest alpine tunnel in Switzerland. The creation of the tunnel was hampered by unusual problems caused by outflowing water, and these led to the bankruptcy of the building contractor. A total of 1,316 people were involved in the construction of the Albula Tunnel. Overall, there were 16 fatal accidents involving workers. At 03:00 hours on 29 May 1902, the breakthrough of the two tunnel leads was achieved, at a point 3,030.5 m (9,943 ft) from the north portal, and 2,835 m (9,301 ft), from the south portal.
On 1 July 1903, the opening of the section between
Thusis
and
Celerina
could be celebrated. As the RhB and the St Moritz municipality were still yet to reach agreement over the site of the
St. Moritz station
, the inauguration of the 3 km long remaining section had to be delayed to 10 July 1904.
Shortages of
coal
during
World War I
prompted the RhB to grapple with the task of
electrification
. On 20 April 1919, the first section of the line to be electrified, the link between
Bever
and
Filisur
, was energised with the 11
kV
16 2/3
Hz
alternating current
system used on the Engadine line. On 15 October 1919, the extension to Thusis followed.
Since 1930, the
Glacier Express
has followed the route of the Albula line. The
Bernina Express
was added after
World War II
. Both of these trains have since operated as spearheads of the Rhaetian Railway's legendary reputation as a railway company amongst rail fans from around the world.
Since the line was equipped with a block safety system in 1969, remote monitoring of train traffic at most stations on the line has been possible. In 2005, the
Rail Control Center
in
Landquart
assumed the former tasks of the remote monitoring station at Filisur.
The Bever
substation
was modernised in 1973. Successive extensions to the passing loops at the stations has lengthened them to over 260 m (850 ft), the equivalent of an express train with 13 carriages. Since the end of the 1990s, the RhB has installed three short
double track
sections - at Thusis, at Filisur and below Preda - to make the hourly train crossings flow more smoothly. The remaining parts of the line are single track as before, and are still largely in their original configuration from 1904.
In 2022, the operator set a new world record for longest passenger train, when 100 coaches formed a 1.9 km long train, travelling a 25 km distance.
[2]
[3]
Accidents and incidents
[
edit
]
- On 13 August 2014, a passenger train was struck by a landslide and derailed at
Tiefencastel
,
Graubunden
. Eleven people were injured.
Description of the railway
[
edit
]
The Albula line begins in Thusis, where it connects with the
Landquart-Chur railway
, built in 1896. Behind Thusis station, the line crosses the
Hinterrhein
, as well as the A 13 Autobahn, and enters the
Albula Valley
, which, east of Thusis, is known as the
Schinschlucht
. Even at this early stage, it passes many bridges and
tunnels
. After
Solis
station, 8 km (5.0 mi) from Thusis, the line crosses the Albula for the first time, on the 89 m (292 ft) high
Solis Viaduct
, which is both the highest bridge on the Rhaetian Railway, and the broadest span viaduct on the Albula line.
Between
Tiefencastel
and Filisur, the train crosses the 35 m (115 ft) m high and 137 m (449 ft) long
Schmittentobel Viaduct
. Shortly before Filisur, it reaches one of the trademarks of the Albula line - and often also the Rhaetian Railway in general - the 65 m (213 ft) high
Landwasser Viaduct
, which in a curve of only 100 m (330 ft) radius leads directly into a tunnel through the cliff face at the opposite end.
At Filisur
station
is the junction between the Albula line and the
branch line from Davos Platz
. Between Filisur and Bergun, the train ascends 292 m (958 ft), and runs through the first
spiral tunnel
. The next section, between Bergun and Preda, is the most demanding example of rail technology on the Albula line: in order to overcome the height difference of 417 m (1,368 ft) between Bergun and Preda ? in only 6.5 km (4.0 mi) as the crow flies ? without requiring excessive slopes or radii, the route is extended by 12 km (7.5 mi) by various engineering structures (including three
spiral tunnels
, two
curved tunnels
and four valley crossing viaducts). Soon after departure from Bergun station, where an
RhB Crocodile
stands as a locomotive monument, the train climbs once again at a rate of 3.5%. By means of the various structures just identified, the line crosses over itself twice. Rail fans can also view the Bergun-Preda section from a rail history nature trail adjacent to the line.
At the hamlet of Naz, near Preda, the line crosses a brief plateau, where, for several years now, there has been a double track section about 1 km (0.62 mi) long. Soon after the Preda station, which, at 1,789 m (5,869 ft) above sea level, is the highest stopping point on the Albula line, is the north portal of the
Albula Tunnel
. After passing through the tunnel, and the
Spinas
station at the southern portal, the train descends at a slope of up to 3.2%, to arrive in the Oberengadine at
Bever
, in the
Val Bever
. Here there is a junction with the
Engadine Railway
from
Scuol-Tarasp
. At the next station,
Samedan
, the line to
Pontresina
branches off. The
Bernina Express
takes this branch, which connects the Albula line with the
Bernina line
to
Tirano
. On the other hand, the
Glacier Express
follows the main line, via
Celerina
, to the terminus of the Albula line at
St. Moritz
.
Originally, it was planned to extend the Albula line via the
Maloja Pass
, to
Chiavenna
in
Italy
. At the terminus of the extension, there was to have been a connection with the Italian railway line that runs along
Lake Como
to
Milan
. In light of those plans, the St Moritz station was, and still is, laid out as a
through station
. Whereas on the Swiss side plans for a line through the
Bergell
reached an advanced stage, there were, on the Italian side, only vague statements of intent, for a line proceeding onwards from the border at
Castasegna
.
World War I
, and the subsequent economic
recession
, prevented any implementation of the plans. Today, the Maloja Pass route is served by a cross border post bus line.
Train traffic
[
edit
]
Between Chur and St Moritz, there are fast trains every day at regular hourly intervals. These trains have been officially known as
RegioExpress
services since December 2004. For the section Thusis - St Moritz, the fast trains require 1 hour 34 minutes, and therefore travel at an average speed of 39 km/h (24 mph). Only the so-called fast train stations are served by these trains. At the other stations, trains have no longer stopped since the 1990s. In Surava and Alvaneu, only some trains still stop, and only then in off peak times. In the high summer season, there are also special tourist oriented express trains with
panorama cars
, for which reservations and supplements are required. These trains are the
Glacier Express
from
Zermatt
to St Moritz, and the
Bernina Express
from Chur via Samedan and Pontresina to Tirano.
The most frequently used motive power on the Albula line is the modern
Ge 4/4 III
class of
electric locomotive
, which is also in service on the
Vereina line
. The Albula line was once the main stamping ground of the
Rhaetian
Crocodile
(the
Ge 6/6 I
). The two remaining locos of this class, and the similarly historic
Ge 4/6
, still operate today at the head of not uncommon special trains. In contrast, the newer RhB locomotives have not achieved the popularity of the
Crocodiles
. However, they are in everyday use, and the operational difficulties they face can hardly be compared with those to be found on other railways of this magnitude and
gauge
, due to the nature of the route, and the density of the traffic. Additionally there is, for a narrow gauge railway, unusually dense goods traffic, which in mountainous terrain takes over much of what would otherwise be carried by road traffic. Almost all of the stations on the line are served with
goods trains
; the larger stations are equipped with (at least) one
shunting locomotive
of their own. The most important goods transiting the line are timber, cement and other building materials,
mineral oil
products and foodstuffs.
A further area of responsibility of the Albula line is the transport of
cars
through the mountainous terrain, together with their passengers. The
alpine
weather conditions make it impossible to use the
alpine passes
all year round, whereas with the help of the Albula line, the mountain barrier can be overcome without any problems. The Rhaetian Railway therefore offers road users the option of loading their own cars in Thusis onto special car carriers, for transport to Samedan.
On the Bergun-Preda section, there are also so-called sledding trains operating in winter. These are shuttle services, which carry sledders and tobogganers from Bergun to Preda. At Preda, the sledders and tobogganers connect with the
Albula Pass
road, which is closed for traffic in winter, and used as a
toboggan track
to Bergun.
See also
[
edit
]
Notes and references
[
edit
]
Bibliography
[
edit
]
Wikimedia Commons has media related to
Albulabahn
.
- Gian Brungger, Tibert Keller, Renato Mengotti:
Abenteuer Albulabahn
. Chur 2003,
ISBN
3-85637-279-2
.
- Gion Caprez und Peter Pfeiffer:
Albulabahn. Harmonie von Landschaft und Technik
. Zurich 2003,
ISBN
3-905111-89-6
.
- Hubertus von Salis Soglio:
Bahnhistorischer Lehrpfad Preda-Bergun
. Herausgegeben vom Verkehrsverein Bergun. Thusis
5
1997 (sold at RhB outlets or at the Bergun station).
- Henning Wall:
Albula?Schlagader Graubundens
. Aachen 1984,
ISBN
3-921679-33-8
.
- Eisenbahn Journal
Sonderausgabe
Rhatische Bahn (I)
. Hermann Merker Verlag, Furstenfeldbruck 1.1988, pp 34?102
ISSN
0720-051X
.
- Friedrich Hennings:
Projekt und Bau der Albulabahn
. Chur 1908.
- Hennings:
Die neuen Linien der Rhatischen Bahn.
In:
Schweizerische Bauzeitung
.
Vol. 37/38, 1901,
ISSN
0036-7524
, pp 5?7 (
PDF; 2,3 MB
).
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