46°35′42″N9°45′36″E / 46.59500°N 9.76000°E /46.59500; 9.76000
| Glacier Express | |
|---|---|
 The Glacier Express traversing theLandwasser Viaduct just before arriving inFilisur. | |
| Overview | |
| Service type | Tourist train |
| Status | Operating daily except for maintenance period in late autumn |
| Locale | Graubünden,Uri andValais,Switzerland |
| Predecessor | |
| First service | 25 June 1930 07:30 |
| Current operators | Glacier Express AG,Andermatt |
| Ridership | 187,000 (2016) |
| Route | |
| Termini | Brig,Zermatt St. Moritz /Davos (change inFilisur),Chur |
| Stops | Fiesch,Andermatt,Disentis/Mustér,Chur,Thusis,Tiefencastel,Filisur,Bergün/Bravuogn,Samedan,Celerina |
| Distance travelled | 291 kilometres (181 mi) |
| Average journey time |
|
| Service frequency | December–April (both directions):[1]
|
| On-board services | |
| Classes | 1st and 2nd |
| Disabled access | Yes |
| Catering facilities | Restaurant car |
| Observation facilities | Panorama cars |
| Technical | |
| Rolling stock | Panorama cars Restaurant car |
| Track gauge | 1,000 mm (3 ft 3+3⁄8 in)metre gauge |
| Electrification | 11 kV AC 162⁄3 Hz |
| Track owners | RhB, MGB |
TheGlacier Express is anamed train, running as aPanorama Express (PE), which directly connects railway stations of the two majormountain resorts ofZermatt andSt. Moritz viaAndermatt in the centralSwiss Alps. Thetrain provides a one-seat ride for an 8-hour end-to-end 291-kilometre (181 mi) journey, and omits stops made by local trains. The Glacier Express has been called the 'slowest express train in the world'.[2] As St. Moritz and Zermatt are home to two well-known mountains, the Glacier Express is also said to travel fromMatterhorn toPiz Bernina.[citation needed]
The journey from Zermatt starts at the dead end of an Alpine valley, theMattertal, just below the Matterhorn at an elevation of 1,606 m (5,269 ft) before it descends to the huge valley of theValais inBrig. It journeys 291 kilometres (181 mi) through the center of the Swiss Alps, over 291 bridges, through 91 tunnels — such as the 15.4 km-long (9.6 mi)Furka Tunnel at an elevation of 1,500 m (4,900 ft), which circumvents theFurka Pass — makes an intermediate stop atAndermatt in a secluded high Alpine valley, and traverses its high point on theOberalp Pass at 2,033 m (6,670 ft) before descending to its low point atChur at 585 m (1,919 ft). From Chur, the capital of thecanton of Graubünden, the Glacier Express regains altitude, stopping atFilisur — where travelers can change for a connecting train to reachDavos to the east — and then traverses theAlbula Range via atunnel at 1,800 metres (5,900 ft) to reach the resort St. Moritz in a valley to the south.
Since 2017, the train has been operated by the Glacier Express AG, a cooperation jointly owned by the former operatorsMatterhorn Gotthard Bahn (MGB) andRhaetian Railway (RhB). For much of its journey, it also passes along and through theWorld Heritage Site known as the "Rhaetian Railway in theAlbula /Bernina Landscapes".
The first Glacier Express started on 30 June 1930 at 07:30 in Zermatt. Initially, it was operated by three railway companies: theVisp-Zermatt-Bahn (VZ), theFurka Oberalp Bahn (FO), and theRhätische Bahn (RhB). From 2003 to 2017, the train was operated byRhätische Bahn (RhB) and theMatterhorn Gotthard Bahn (MGB), which arose from a merger between the BVZ and the FO.
The entire line ismetre gauge (narrow gauge), with 23.9 kilometres (14.9 mi) using therack-and-pinion system both for ascending steep grades and to control descent.
The completion of the final portion of the FO in 1926 opened up thecantons ofValais andGraubünden to further tourist development. In particular, a pathway was laid for the introduction ofKurswagen (through coaches) betweenBrig andChur, and between Brig and St. Moritz.[3]
In early June 1930, the then Visp–Zermatt Bahn was extended to Brig by the opening of a metre gauge line along theRhone Valley betweenVisp and Brig. For the first time, it was feasible to operate through coaches all the way from Zermatt to St. Moritz and return. On 25 June 1930 (1930-06-25), the first train of such coaches set out from Zermatt to St. Moritz, under the nameGlacier Express.[3] The new train's name honoured theRhone Glacier, which is nearGletsch, on theFurka Pass.[2]
Until 1982, the Glacier Express operated only in the summer months, because the Furka Pass and theOberalp Pass were both snowed over in winter. Initially, the train was made up of first to third classsalon andpassenger coaches, supplied by all three of the participating railway companies. Between Chur andDisentis/Mustér, passengers could enjoy a hot lunch in aMitropadining car. From 1933, the Glacier Express through coaches were attached to normal passenger trains between Brig and Zermatt.[3]
In the earliest years of the Glacier Express, electric locomotives were used to haul the Glacier Express on the BVZ and the RhB, but steam locomotives were used on the FO. That changed in 1941–1942, when overhead catenary was installed on the FO, enabling completely electric operation for the full length of the route. However, no through trains were operated between 1943 and 1946, due toWorld War II.[3]
Upon the resumption of daily through trains in 1948, the dining car service was extended from Disentis/Mustér to the top of the Oberalp Pass. Between the 1950s and the 1970s, both the BVZ and the RhB introduced new locomotive classes that, when attached to the Glacier Express, enabled reductions in schedule times. Meanwhile, the dining car service was extended further, toAndermatt.[3]
In 1981, a Glacier Express era came to an end with the final closure for the winter of the FO line over the Furka Pass and through theFurka Summit Tunnel, betweenOberwald, Gletsch and Realp. In June 1982, that FO line was replaced by the newly openedFurka Base Tunnel. As a consequence, the Glacier Express not only became disconnected from its namesake Rhone Glacier, but also could now, for the first time, be operated on a year-round basis.[2][3]
At that time, the BVZ, FO and RhB took the opportunity to relaunch the Glacier Express as a tourist attraction. Promotional material focused on the train's status as "the slowest express train in the world", covering 291 km (181 mi), 91 tunnels, and over 291 bridges. A special promotional wine glass on a sloping base emphasised the steepness of some parts of the route. Passenger numbers rose from 20,000 in 1982 to over 53,000 in 1983, and to just over 80,000 in 1984.[2]
In 1985, the Glacier Express timetable was completely revised. Between 1986 and 1993, the BVZ and the FO invested nearly 40 millionSwiss francs in constructing 18 new first class panorama cars for the train.[3] By 2005, more than 250,000 passengers were travelling on the Glacier Express each year.[2]
In 2006, a few scenes of the documentary filmThe Alps were shot inside the train, and further new panorama cars were added to the Glacier Express passenger car fleet. On 7 July 2008, theAlbula Railway and theBernina Railway were jointly recorded in the list ofUNESCO World Heritage Sites, under the nameRhaetian Railway in the Albula /Bernina Landscapes. Currently, the Glacier Express is especially popular with tourists fromGermany,Japan, and, increasingly,India.
The rail line provides fresh meals to riders, but does not normally have adequate space for chefs to store raw materials for those meals preparation. The rail line thus contracts local businesses and caterers to guarantee supplies upon the line's arrival in their locality.[4]
In 2013, the direct service to Davos was discontinued because of decreasing passenger numbers and unfavourable economic circumstances.[5]
In 2018, two additional summer services were introduced. Each morning one service departs from Zermatt to Chur, and one service departs from St. Moritz to Brig. These services then travel back in the afternoon.[5]
On 23 July 2010, a Glacier Express train derailed nearFiesch on theMatterhorn Gotthard Bahn line. One passenger was killed and 42 other passengers were injured.[6] The accident was caused by the train traveling too fast as a result ofhuman error.[7]
Shortly after leavingSt. Moritz station (1,775 m or 5,823 ft) inGraubünden, the train passesSamedan andBever on the highEngadin plateau. There it continues in theVal Bever before entering theAlbula Tunnel at 1,815 m (5,955 ft) under theAlbula Pass. After the tunnel, the train passes throughPreda, the first station in theAlbula Valley and continues towardBergün/Bravuogn. Between these two villages, the train has to go through manyspirals because of the high difference of altitude within a short distance (400 m [1,300 ft] for 5 km [3.1 mi]).
After another spiral, the train reachesFilisur at the end of the valley at (1,032 m or 3,386 ft). From there, the train passes on theLandwasser Viaduct, the most emblematic landmark of the railway line and continues towardThusis (720 m or 2,360 ft) where it reaches thePosterior Rhine and follows it to the city ofChur (585 m or 1,919 ft).
From Chur, the train follows back the course of theRhine through the gorge ofRuinaulta and climbs slowly the valley towardIlanz (698 m or 2,290 ft),Disentis/Mustér (1,142 m or 3,747 ft) andSedrun (1,404 m or 4,606 ft). From Sedrun the line becomes steeper to finally reach its summit, the Oberalp Pass at 2,033 m (6,670 ft). From there the train enters theCanton of Uri inCentral Switzerland and continues down toAndermatt (1,447 m or 4,747 ft).
From Andermatt, the train goes forward in the valley calledUrseren passing the villages ofHospental (1,452 m or 4,764 ft) andRealp (1,538 m or 5,046 ft). From there the train enters theFurka Base Tunnel, leaving the old railway line which climbs theFurka Pass (operated today by theFurka Cogwheel Steam Railway), to emerge inOberwald (1,368 m or 4,488 ft) in theGoms Valley, in theCanton ofValais. The train then continues towardBrig, following the course of theRhone, and passes along the villages ofUlrichen (1,346 m or 4,416 ft),Münster-Geschinen (1,359 m or 4,459 ft) andFiesch (1,049 m or 3,442 ft), before going through another spiral.
From Brig, (678 m or 2,224 ft) the train continues toVisp (651 m or 2,136 ft), then enters the valley ofMattertal and goes up, passing the villages ofStalden (799 m or 2,621 ft),St. Niklaus (1,127 m or 3,698 ft) andRanda (1,408 m or 4,619 ft), where a spectaculardebris avalanche completely disconnected the railway and road in 1991.Täsch (1,450 m or 4,760 ft) is an important station as it is the end of the open road, and therefore a terminal for motorists. After a steeper section the train finally arrives inZermatt at 1,616 m (5,302 ft), after nearly 8 hours of travel.
| Lake Geneva region |  | |
|---|---|---|
| Espace Mittelland | ||
| Eastern | ||
| Ticino | ||
| Nationwide | ||
| National | |
|---|---|
| Geographic | |
