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
Up until 1890, the south east of Switzerland was extremely poorly served by
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 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
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 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 a similarly contemplated railway over the Julier Pass
, the terminus of the standard gauge line.
The RhB station at Tiefencastel
After Thusis was reached from Chur, the construction of the Albula line began on 15 October 1898. Unlike the
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.
Slope diagram of the Albula railway line
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.
Tiefencastel
and Surava
On 1 July 1903, the opening of the section between
St. Moritz station
, the inauguration of the 3 km long remaining section had to be delayed to 10 July 1904.
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
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]
On 13 August 2014, a passenger train was struck by a landslide and derailed at
Graubünden
. Eleven people were injured.
Description of the railway
The Albula line begins in Thusis, where it connects with the
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.
Some of the new Panorama cars, introduced in 2006, on the Landwasser Viaduct near Filisur
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.
Aerial video of a train travelling from Preda to Bergün through several loop tunnels.
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 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, 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, is the highest stopping point on the Albula line, is the north portal of the
St. Moritz
.
Map of the Bergün-Preda section
Originally, it was planned to extend the Albula line via 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
On the Preda-Bergün section, a downhill bound train leaves the Toua curved tunnel, shortly after crossing the Albula Viaduct III.
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
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
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.
Bever
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, 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.
Hubertus von Salis Soglio: Bahnhistorischer Lehrpfad Preda-Bergün. Herausgegeben vom Verkehrsverein Bergün. Thusis 51997 (sold at RhB outlets or at the Bergün station).
