The Rhätische Bahn

The Rhätische Bahn in the East of Switzerland is definitely one of the world's most fascinating railway operations. This narrow gauge railway connects such important holiday resorts as St. Moritz and Davos. Across high viaducts, through narrow valleys, over spirals and loops and through many tunnels the trains run through a beautiful mountain landscape. The Rhätische Bahn is just about the ideal railway, the fulfilment of a railway dream. Our longings of a dramatic peace, of exciting regularity can easily be projected into this railway.

I will show photos of the Rhätische Bahn line by line. I do have more photos from some locations than others, so that it will be a selective impression.

The line from Landquart to Davos is the oldest line of the Rhätische Bahn and remains one of the most important parts of the network, as it provides access to the well-known resort of Davos. Here a train to Davos is on its way near Klosters. It is hauled by a locomotive of the class Ge 6/6 II. [Jul 2005].

The locomotives of the Ge 4/4III class usually carry an advertising livery. This engine advertises the supermarket and shopping chain Coop. Apart from this class, few locomotives of the Rhätische Bahn carry an advertising livery. [Jul 2005].
Locomotives of the Ge 4/4III class entered into service from 1993. One of these locos is underway near Klosters. [Jul 2005].
At the other end the trains usually have a driving trailer. These trailers are quite modern, but at least the small windows can be opened. Most of the vehicles of the Rhätische Bahn have this red livery, so that it sometimes is called the little red railway. This train has just left Klosters and heads towards Landquart. In the background is the catholic church of Klosters. [Jul 2005].
The reformed church of Klosters is significantly older and its tower stands in the centre of Klosters. It can even be seen from the station precinct of Klosters. On a nice summer evening this shunting tractor waits on new duties. [Jul 2005].
From the station of Klosters a bridge leads across the river Landquart to two tunnels. One of the tunnels leads to the hillside above Klosters and climbs from there to Davos. The other tunnel, the Selfranga-tunnel, is 2 km long and leads to the new Vereina line, which connects Klosters with the Engadin Valley through the 18 km long Vereina tunnel. A class Ge4/4II on its way from the Engadin arrives in Klosters. [Jul 2005].
On the line to Davos one of the modern class Ge4/4III appears out of the clouds in the mountain forest of Cavadürli. [Jul 2005].
From Davos there is a line to Filisur, where it connects to the Albula line of the Rhätische Bahn. A class Ge 4/4I has left Filisur and heads its train towards Davos. [Jul 2005].
Since 1942 the Rhätische Bahn also operates the railway line to the ski resort Arosa. From 1914 to 1942 the line was operated by the independent Chur-Arosa Railway. Here, an Allegra railcar exits the tunnel near Lüen. [Mar 2015].
The train enters the picturesque station of Lüen-Castiel. [Mar 2015].
The trains on the line usually cross in Lüen. The train to Arosa comes up the steep gradient from Chur. [Mar 2015].
The line from Chur to Arosa was operated over many decades with the rarely-used electric system of 2400 V direct current. In 1997 the line was changed to 11 kV AC, so that it has the same current as the greater part of the RhB network. A train near Molinis. [Mar 2015].
The most impressive structure of the line is the viaduct of Langwies. It is 284 m long and 62 m high. It leads across the river Plessur. It was completed in 1914 and was the first such large concrete railway bridge and therefore received worldwide attention. [Mar 2015].
This Allegra railcar leads its train across the Langwies viaduct in the Schanfigg Valley. This is the view from the village of Langwies, northeast of the viaduct. [Mar 2015].
During times of high demand, as in this case during a ski season weekend, the railcars haul a number of carraiges. During times of low demand the railcars offer sufficient space, so that no carriages are attached. [Mar 2015].
After crossing the viaduct this train stopped at the station of Langwies and then continued its voyage to Chur. [Mar 2015].
From the southwest the view of the viaduct is obstructed by the forest. But through the trees one can still glimpse the progress of the trains across the bridge. [Mar 2015].
An Allegra railcar hauls its train near Prätschwald towards Arosa. [Mar 2015].
The 15 Allegra railcars were put into service from 2010. They can operate with alternating or direct current and therefore can be used on the main part of the network as well as on the Bernina line. They now operate nearly all trains on the line to Arosa. All Allegras also prominently carry the coat of arms of the canton Graubünden. This train arrives in Litzirüti. [Mar 2015].
From Landquart a line of the Rhätische Bahn runs parallel to the standard gauge line of the SBB to Chur. While the standard gauge line terminates there, the narrow gauge line follows the Rhine to Reichenau-Tamins. This class Ge 4/4II hauls a train near Reichenau-Tamins. [Feb 2015].
After Reichenau-Tamins the line separates in two. Towards the west it continues to Disentis and a connection to the Matterhorn-Gotthard-Bahn. Towards the southeast it continues to Thusis and the Albula line. This Ge 4/4III hauls the Glacier-Express towards Chur. [Feb 2015].
Between Schiers and Thusis via Chur frequent trains connect the towns and villages of this agglomeration in the mountains. For a long time these class Be 4/4 railcars were used for this service. They always had a driving trailer and two intermediate carriages. One of these trains arrives in Reichenau-Tamins. [Feb 2015].
To provide new rolling stock for the trains around Chur, new railcars were developed based on the Allegra class. These five class ABe 4/16 railcars entered service in 2011. They only operate with alternating current, have less power, but have more space for passengers. [Feb 2015].
Near Reichenau the two tributaries of the Rhine unite. This is the confluence of the Rear Rhine and the Front Rhine. Right beside the confluence this bridge crosses the Rear Rhine. An ABe 4/16 railcar crosses the bridge in the direction of Reichenau-Tamins and Chur. [Feb 2015].
From Thusis the line follows the river Albula, which at times makes its way through a narrow gorge. The line in places is quite windy and steep. A class Ge 4/4III leans into a curve near Surava. [May 2015].
Near Filisur the line crosses several impressive viaducts. This shunting tractor hauls a maintenance train across the Schmittentobel viaduct. [Jul 2005].
This is the view of the viaduct from the train. The advertising livery of this Ge 4/4III loco even matches the colour of the old, blue dining car. [May 2015].
But the most impressive viaduct is the Landwasserviadukt, probably the most well-known landmark of the Rhätische Bahn. It is 65 m high and 136 m long, crossing the river Landwasser in several stone arches. A class Ge 6/6II engine travels across it. [Jul 2005].
Not only the style of the viaduct is impressive, but also that the railway line disappears immediately from the viaduct into a tunnel. This is the view from below. A train has just exited the tunnel. [Jul 2005].
This is the view of the viaduct from the train. [May 2015].
This is the view in the opposite direction. Not far after the viaduct the line passes through another short tunnel. [Jul 2005].
A freight train passes through the tunnel between the Landwasserviadukt and the Schmittentobel viaduct. [Jul 2005].
Between the Landwasser tunnel and Filisur there is a short double track section. A Ge 6/6II crosses another train in this section. The seven locomotives of this class entered service from 1958. The older engines from 1965 were rebuilt in the 80s to conform with the second series. [May 2015].
This train approaches Bergün. It is hauled by a class Ge 4/4III loco. The previous stop was Filisur. [Jul 2005].
Between Bergün und Preda the railway line winds its way across curves, spirals, tunnels and bridges up the mountain. On this photo the railway line near Bergün is visible in the foreground. In the background is the train on the hillside above Bergün. [Jul 2005].
This impressive section between Bergün und Preda is the heart of the Albula line. It is no wonder that the line has been classified an UNECSO world heritage site. [Jul 2005].
There also is a walking track along this section of the railway line. For those walking on this track it is sometimes difficult to judge where a train will re-appear on the line and in which direction it will travel, as the line has several spirals and loops. A class Ge 4/4II locos crosses one of the viaducts. [Jul 2005].
A class Ge 4/4I engine descends from Preda on the Albula line. These ten locomotives entered service from 1949. They were the first electric locomotovies of the Rhätische Bahn without coupling rods. Between 1986 and 1991 the locomotives were modernised so that their appearnace was changed drastically. Only few are still in service. [Jul 2005].
This locomotive with its advertisement for Holcim hauls a train on the Albula line. [Jul 2005].
This is the view of one of the many viaducts from the train. [Jul 2005].
In Preda the line enters the Albula tunnel with a longth of 5.8 km. The tunnel was completed in 1903. A new parallel tunnel is now being built, as the old tunnel neede major repairs. This new tunnel is expected to open in 2021. But in this photo the train still has passed through the old tunnel. [Jul 2005].
This Ge 4/4III has brought its train through the Albula tunnel and has stopped at Preda station. It is ready to depart again on its way down the Albula line. [Jul 2005].
Near Spinas in the Val Bever is the eastern entrance of the Albula tunnel. From there the line runs to the Upper Engadin. Near Bever the line merges with the line from the Lower Engadin. But most trains only stop in Samedan. A class Ge 6/6II locomotive with its train arrives in Samedan. [Jul 2005].
The line divides again in Samedan. One branch goes to St. Moritz, the other to Pontresina and the Bernina line. This train hauled by a class Ge 4/4II has come from Pontresina and continues to Scuol. Passengers for Chur via Thusis had to change to another train in Samedan. [May 2015].
The class Ge 3/3 is an electric shunting engine design of the Rhätische Bahn. Two engines entered service in 1984. One of them I met in Samedan. [Jul 2005].
I only ever travelled once on the line to Disentis and then just a short distance. Therefore, I hardly have any photos of this beautiful line. A train arrives in the station Versam-Safien. The station lies in the valley near the Front Rhine. The village of Versam is high above it on the mountain slopes. From there a tortous road goes to the remote Safien Valley. [Feb 2015].
Tenna in the Safien Valley. Today fewer people live in this valley than last century. But, of course, these days more tourists come here. [Feb 2015].
We'll pick up the journey in Samedan again. For from here the line travels to the Lower Engadin. On this line a train has just left La Punt-Chamus-ch and continues northward. [Jul 2005].
From here the line continues along the river Inn to the village of Madulain. [Jul 2005].
Most trains on the line to the Lower Engadin are hauled by class Ge 4/4II locomotives. These locos entered service from 1973 onwards. The class is based on the successful design of the Re4/4II class of the SBB ( class 420 according to the new classifcation system). A class Ge 4/4II loco with square headlights arrives in Madulain. [Jul 2005].
A class Ge 4/4II loco with the original, round headlights arrives in Madulain. This photo also shows the station building. Currently the Ge 4/4II is the most numerous locomotive class of the Rhätische Bahn. [Jul 2005].
Near Susch above the valley of the Inn there is an old ruin, called Castello. From here one can observe the trains in the valley. [Jul 2005].
The trains can also be seen through the windows of the ruins. [Jul 2005].
In some villages of the canton Graubünden Switzerland's fourth language, Romansh, is spoken. One of these villages is Susch. A train crosses the bridge in Susch and is about to enter the station yard. [Jul 2005].
Susch is a crossing point for the trains travelling between Pontresina and Scuol. [Jul 2005].
North of Susch is the Valauta tunnel. Just after the tunnel is the southern connection to the Vereina tunnel. [Jul 2005].
The eastern connection to the Vereina tunnel runs to Sagliains station. This is visible towards the right of this photo. It is the eastern terminus of the road vehicle transport operation through the rail tunnel. Shuttle trains carrying road vehicles depart here every half an hour during peak periods. Passenger trains also stop here to allow passengers to change trains. [Jul 2005].
In Sagliains passengers can only change trains, but not leave the platforms. A train from Pontresina arrives in Sagliains. The train from Scuol stands at the platform, ready for any passengers from Zernez or Susch to change to this train in the direction of Klosters, Landquart and Chur. [Nov 2014].
Further along the line is the village of Ardez. A class Ge 4/4II locomotive departs from Ardez towards Scuol. [Nov 2014].
From the direction of Scuol a class Ge 4/4II loco with square headlights brings its train to a halt in Ardez. [Nov 2014].
The photo of this train stopping in Ardez was taken from the ruins of the castle Steinsberg, which sits high above the village. [Nov 2014].
The castle ruin Steinsberg high above the village of Ardez. [Nov 2014].
The Bernina line runs from St. Moritz across the Bernina Pass to the Poschiavo Valley and then to Tirano in Italy. At Pontresina the line from St. Moritz and Samedan meet. For a few kilometres the two lines run nearly parallel. While the Bernina line from St. Moritz has a DC electrification system, the line to Samedan uses AC. I took this photo of the train to St. Moritz from the train to Samedan and Scuol. [May 2015].
An old class ABe 4/4II railcar stands in Pontresina. These days they are only used for shunting and maintenance duties. The railcars were introduced from 1964 onwards and were used in regular service until 2010. [May 2015].
From the Engadin wagons of wood are regularly hauled to Italy. These wagons usually are attached to passenger trains. Two freight wagons with wood in Pontresina station. [May 2015].
Since 2010 most trains on the Bernina line are hauled by Allegra railcars. These dual system railcars operate on the DC system of the Bernina line and on the other parts of the network, where an AC system is used. Two trains cross in Lagalp. [May 2015].
This is the inside view of the low floor section of an Allegra railcar. Even though the railcars have air conditioning, the windows can be opened. If that would not be possible, the Rhätische Bahn would have had problems with the many railfans, who travel on the trains. [May 2015].
I, too, took a picture from the window of an Allegra railcar. This is the view from the train between Lagalp and the Bernina Pass. [May 2015].
On the pass is the Lago Bianco with dams on either side of the lake. But the water leaves the lake in the direction of Italy, where the drop is steeper and electricity is generated. A train arrives at the Hospiz Bernina at the pass summit. [May 2015].
From late Spring to early autumn the lake fills up. But water is also drawn from the lake in winter, so that the lake level drops and the ice on its surface covers the dry shores. [May 2015].
A train skirts the shores of Lago Bianco and is about to arrive at Hospiz Bernina. [May 2015].
On its way to Tirano this train stops at Hospiz Bernina. [May 2015].
This train travels along the southern shores of Lago Bianco. [May 2015].
From the south this train ascends the last steep section to the more level pass. [May 2015].
One of the Allegra railcars for some time sported this advertising livery for the electrical equipment company ABB. It travels southwards from the Bernina Pass. [May 2015].
This passenger train travels through the mountain landscape north of Alp Grüm. [May 2015].
Two class ABe 4/4III railcars arrive in Alp Grüm with the Bernina Express. Six of these railcars entered service from 1988. They are only equipped for direct current operation. These days they are mainly used to haul the Bernina Express. [May 2015].
The Bernina line also has the status of an UNESCO world heritage site. To celebrate this one of these railcars had a special livery. In the background Lake Poschiavo is just visible. [May 2015].
The Bernina Express arrives in Alp Grüm. Just south of the station is this 180 degree loop. [May 2015].
This Allegra railcar travels up the loop at Alp Grüm. [May 2015].