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63-675: On 7 July 2008, the Bernina line and the Albula railway line , which also forms part of the RhB, were recorded in the list of UNESCO World Heritage Sites , under the name Rhaetian Railway in the Albula / Bernina Landscapes . The whole site is a cross-border joint Swiss-Italian heritage area. Trains operating on the Bernina line include the Bernina Express . In the year following

126-579: 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 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

189-1003: A standard gauge line. It would have passed under the Albula Alps through a 12 km (7.5 mi) 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 Müstair . 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

252-449: A curiosity in the network of the RhB: two completely different electrification systems meet here. The 11 kV AC powered trains, which enter the station on the line from Samedan , use tracks 1 to 3, while the 1,000 V DC powered Bernina trains use tracks 3 to 7. Track 3 has a catenary that can be switched from alternating current to direct current, and a special signal to display to train crews

315-495: A mountain railway, but also partially in the manner of a tramway system. After the stopping point Li Curt , erected only in 1977, the line ends up running on a street in the village of Le Prese . Between Le Prese and Miralago the line passes along the banks of the Poschiavo Lake , thus remaining at the lake's altitude of 965 m (3,166 ft) above sea level. Below Brusio , the railway has, as its last highlight,

378-527: 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

441-525: A similarly contemplated railway over the Julier Pass . In 1896, there were only 20 km (12 mi) of standard gauge railway line in Graubünden, and 90 km (56 mi) 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

504-609: A single through track and a single platform with a station building. There is a siding in the station. Celerina railway station , on the Albula line of the Rhaetian Railway, is located roughly 900 metres (3,000 ft) to the north within the village of Celerina. As of the December 2023 timetable change, the following services stop at Celerina Staz: This article about a railway station in Switzerland

567-467: Is also a tourist attraction that draws in railway enthusiasts from all over the world, especially for the steam one. The two Gem 4/4 assure the shunt of the rotary snowplow . In connection with the danger of avalanches on the Bernina line, the Rhaetian Railway has developed an unusual procedure for the removal of these high alpine hazards. In late winter, when the risk of avalanche

630-460: Is greatest, artillery is fired at the points of origin of avalanches, to bring some control to their occurrence. Albula railway line 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 Graubünden , Switzerland . It links Thusis on

693-465: 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,

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756-551: 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 . Up until 1890,

819-782: 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

882-464: Is thereby (mountainside railways excluded) the highest railway line in the Alps, operating as a public railway with year-round traffic. As the section from here to Poschiavo is particularly badly affected by drifting snow, countless engineering structures have been erected from the southern dam wall onwards: the 140 m (460 ft) long Scala Gallery , the 192 m (630 ft) long Scala Tunnel ,

945-601: 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

1008-458: The Brusio spiral viaduct , which serves only to adjust the altitude of the line. The spiral viaduct is followed by the stopping point for the village of Campascio , which still belongs to Brusio. Beyond the border station of Campocologno , which is unusually large due to its customs facilities, the line finally reaches Italy, and, after crossing the main square of Tirano, its terminal station. Here,

1071-601: 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

1134-723: 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

1197-769: The Poschiavo valley. That this occurs without the assistance of a rack railway system makes the Bernina line one of the steepest adhesion railways in the world. Immediately behind the Alp Grüm station, the line winds in a tight 180° bend, and passes below Alp Grüm through the Upper Palü Gallery . In a further 180° bend, it heads through the Palü Tunnel and subsequently through the Lower Palü Gallery . A further four half circle loops follow, until

1260-602: The Sassal Mason Gallery , even longer at 348 m (1,142 ft), and the 54 m (177 ft) long Drago Tunnel . After the Grüm Gallery , the attractive Alp Grüm station is reached. It not only is located at the tree line, but also marks the last station before the Italian linguistic border. From here onwards, the line clambers, with a gradient of up to 7%, and via multiple s-bends, downwards into

1323-599: The Surovas station (which was previously called "Sans Souci" ( Carefree )), and crossing the Berninabach , it finally reaches Morteratsch station, about 2 km (1.2 mi) below the Morteratsch Glacier . Past the other end of the station is the world-famous Montebello Curve , where the line meets the road over the pass. The line and the road will now accompany each other as far as Ospizio Bernina. At

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1386-589: 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 Bergün-Preda section, there are also so-called sledding trains operating in winter. These are shuttle services, which carry sledders and tobogganers from Bergün to Preda. At Preda,

1449-673: 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

1512-719: The 37 m (121 ft) long Lower Berninabach Bridge , and then the line crosses the Arlasbach , a tributary of the Berninabach. On the Upper Berninabach Bridge , the line moves back to the eastern side of the valley. Southwest of here, the Piz Bernina and the Piz Palü rise majestically. Next follows the 175 m (574 ft) long Arlas Gallery , which provides protection against snow drifts. On

1575-431: 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,

1638-505: 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,

1701-417: 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 Bergün/Bravuogn and Preda , where, in a distance of 5 km (3.1 mi) as

1764-488: The Bernina Pass had been laid out in curves giving passengers extensive views, but also lying in the path of avalanche courses. The new parts of the line cut off those curves, the catenary and the flat bottomed rails of the old formation were removed, but the substructure is still visible in the high mountains. Since the mid-1980s, the Rhaetian Railway has been marketing the natural and technical attractions of

1827-751: The Bernina line meets the standard gauge station and line of the Italian state rail infrastructure company Rete Ferroviaria Italiana (RFI), which links Tirano through Valtellina to Milan . Today, the following classes of railcar and locomotive are used in scheduled commercial services on the Bernina line: fifteen ABe 8/12 starting service in 2010, to replace the old series of engines, such as four ABe 4/4 and nine ABe 4/4 . Still in service also six ABe 4/4 and two Gem 4/4 that can operate without electrical feeding, thanks their diesel-generator inside (double engine locomotives). This fleet, consisting of railcars , also has freight cars . Some freight cars are added to passenger trains until

1890-476: The Bernina line specifically to tourists. Thus, the section from Pontresina to Tirano forms part of the route of the Bernina Express . In October 2011, it was the first railway line in the world to be photographed and put on Google Street View . St Moritz is the terminus of both the Albula line and the Bernina line. As the two lines are powered by different electrification systems , they meet at

1953-482: The Bernina line was intended for use only in summer, but in 1913/14 the BB commenced winter operations as well. This development was associated with major weather-related problems, necessitating further erection of avalanche barriers. In the first years of its existence, the BB was always on the verge of bankruptcy. The costs of construction expenditure on the line to 1915 amounted to around 15 million Swiss francs . Even

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2016-469: The Maloja Pass route is served by a cross border post bus line. 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

2079-552: The Poschiavo Valley. In Poschiavo it finally meets up once again with the Bernina Pass road. At the request of the Poschiavo community, the station at Poschiavo was built just outside the village boundaries. It has a railway depot and workshop, in which a few historic railcars of the Bernina line are also stored. The remaining section of line of approximately 17 km (11 mi) to Tirano are laid partially still as

2142-539: 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 (1.9 mi) 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 ,

2205-506: 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,

2268-477: The completion of the Albula railway line in 1904, the Bernina-Bahngesellschaft (BB) was established, with the objective of opening a railway line between St Moritz and Tirano , via the Bernina Pass. Two requirements drove the planning; the need for access to hydro-electric plants on the south side of the Bernina pass, and the provision of access for tourists to tourist attractions of

2331-407: 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,

2394-468: 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

2457-438: 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 Bergün 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,

2520-406: The crow flies, a difference in altitude of over 400 m (1,300 ft) 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 (7.5 mi). Two curved tunnels , three spiral tunnels , and a number of bridges overcame the engineering problem, by winding

2583-621: 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

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2646-524: The high mountain area. The concession for the line was obtained in 1906, and the construction was financed by the investors in Kraftwerke Brusio AG , the builders of the hydro-electric works, without the aid of cantonal subsidy. The line opened from 1908 (116 years ago)  ( 1908 ) onwards, in several sections: on 1 July 1908 between Pontresina and Morteratasch , and between Tirano and Poschiavo ; on 18 August of

2709-405: The introduction of a restaurant car in 1928, and packages for tourists, could not save the little railway company from ruin. Due to its difficult financial situation, it was taken over by the Rhaetian Railway in 1943. The RhB modernised the line fundamentally, also for military reasons, and completely renewed the section at the top of the pass. Previously, the line formation on the north ramp of

2772-452: The line crosses over itself twice. Rail fans can also view the Bergün-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,

2835-489: The line reaches the Cavaglia station. Since about 2000, there has also been a new automatic passing loop, Stablini, between Alp Grüm and Cavaglia. It bisects a portion of the line that was previously prone to traffic delays. In zigzag fashion, the line continues from Cavaglia further down into the valley via Cadera to Privilasco . From there, the line leaves the tight bends behind, and, still at its maximum gradient, reaches

2898-601: The lowest point on the north side of the Bernina Pass . From there until Ospizio Bernina , the line will now climb almost continuously. After returning to the banks of the Inn, the line reaches the small station Punt Muragl Staz . At this point is the valley station of Muottas-Muragl-Bahn , the funicular to Muottas Muragl , opened in 1907. The next station in Pontresina represents, together with St Moritz station,

2961-450: The maximum towing capacity of such trains of 140 tonnes (138 long tons; 154 short tons) is reached. For reasons of safety, due to the presence of dangerous goods, other freight cars are operated in pure freight trains. Despite being set up originally only for tourist traffic, the Bernina line now also assists trade with Italy by carrying considerable quantities of freight, consisting mostly of heating oil , fuels and timber . Additionally,

3024-550: The operator set a new world record for longest passenger train, when 100 coaches formed a 1.9 km (1.2 mi) long train, travelling a 25 km (16 mi) distance. 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,

3087-486: The opposite end. At Filisur station is the junction between the Albula line and the branch line from Davos Platz . Between Filisur and Bergün, the train ascends 292 m (958 ft), and runs through the first spiral tunnel . The next section, between Bergün 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 Bergün and Preda – in only 6.5 km (4.0 mi) as

3150-465: 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,

3213-400: The recently modernised Bernina Suot passing loop, the tree line has already been reached. The next stations are Diavolezza and Bernina Lagalb ; both are departure points of cableways . The next section is probably the most interesting on the north side of the pass. Here, the route is very winding, and moves from one side of the valley to the other. First, the Berninabach is crossed, using

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3276-605: The regional shopping businesses of the Poschiavo valley are served partly by rail. The timetable is tightly designed, with year-round services of one passenger train per hour in each direction. The flagship services are the now fully panorama car -equipped Bernina Express and the Trenino Rosso travelling in the opposite direction. In winter, an old 1913 steam rotary snowplow is regularly in service, but also two electrical rotary snowplows from 1968 and also two modern engines from 2010 are used as well. Their operation

3339-485: The same station, but operate on separate lines from separate platforms. The Bernina line leaves St Moritz station in an easterly direction, and crosses the Inn River on a 64 m (210 ft) long viaduct . It then passes through the 689 m (2,260 ft) long Charnadüra-Tunnel II , the longest tunnel on the entire route. The next station, Celerina Staz , is, at 1,716 m (5,630 ft) above sea level,

3402-438: The same year between Pontresina and Celerina ; and on 1 July 1909 between Celerina and St Moritz, and between Morteratsch and Bernina Suot . It was only on 5 July 1910 that the whole line could be opened, upon completion of the most difficult section between Bernina Suot and Poschiavo. The line was electrically operated with DC current from the start. In 1935 the voltage was increased from 750 to 1000 volts. Originally,

3465-490: The sledders and tobogganers connect with the Albula Pass road, which is closed for traffic in winter, and used as a toboggan track to Bergün. Download coordinates as: Celerina Staz (Rhaetian Railway station) Celerina Staz railway station is a railway station in the municipality of Celerina , in the Swiss canton of Graubünden . It is located on the Bernina line of the Rhaetian Railway . The station has

3528-445: 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

3591-677: 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 Graubünden 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 Graubünden decided, in

3654-490: The southwestern side are the small lakes known as Lej Pitschen and Lej Nair . Directly behind them towers the 15 m (49 ft) high and 283 m (928 ft) long Lago Bianco dam, which also marks the watershed between the Danube and the Po . The railway now runs along the eastern bank of the lake, and, near Ospizio Bernina , reaches its highest point, at 2,253 m (7,392 ft) above sea level. The Bernina line

3717-482: 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

3780-400: The track around like the thread of a screw. On this part of the line, the construction of the 660 m (2,170 ft) long Rugnux Spiral Tunnels in particular led to problems, because the 4 °C (39 °F) cold mountain water hampered the activities of the workers. Beyond Preda emerged the centrepiece of the line, the 5,866 m (3.645 mi) long Albula Tunnel, which passes under

3843-406: 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

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3906-487: The type of current being used. By means of track 3, the trains using the core network (from Samedan) and the Bernina line trains can use the same line, despite their differing electrification systems. On track 3 is also the exchange of locomotives for the famous Bernina Express , which operates between Chur or Davos Platz and Tirano . The line now turns to the south east. After crossing the Rosegbach , passing through

3969-405: 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

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