Bernina Railway

St. Moritz – Tirano
Timetable field :	950
Route length:	60.688 km
Gauge :	1000 mm ( meter gauge )
Power system :	1000 volts  =
Maximum slope :	70  ‰
Minimum radius :	45 m
Legend 0.000 St. Moritz 1775  m above sea level M. Albula Railway to Thusis Inn viaduct (64 m) Charnadüra II (689 m) 2.028 Celerina Staz 1716  m above sea level M. 3.509 Punt Muragl Staz 1728  m above sea level M. from Samedan 5.788 Pontresina 1774  m above sea level M. Ova da Roseg Viaduct (32 m) 7.257 Surovas 1822  m above sea level M. 11.805 Alp Nuova 1877  m above sea level M. 12.165 Morteratsch 1896  m above sea level M. Ova da Morteratsch Bridge (38 m) Ova da Bernina Viaduct (28 m) Montebello curve 1958  m above sea level M. Ova da Bernina Bridge (20 m) 15.716 Bernina Suot 2046  m above sea level M. 16,800 Bernina Diavolezza 2082  m above sea level M. Ova da Bernina arch bridge (10 m) 17.866 Bernina Lagalb 2099  m above sea level M. Ova da Minor Bridge (16 m) Lower Berninabach Bridge (37 m) Ova da Arlas Bridge (13 m) Upper Berninabach Bridge (31 m) Error profile +357 m (route relocation Alp da Buond) Arlas Gallery (175 m) Grenzbach Bridge (4 m) 22,324 Ospizio Bernina 2253  m above sea level M. At the lake bridge (46 m) Scala Gallery (140 m) Error profile −216 m (Scala route relocation) 25.073 Aqua da Pila arch bridge (13 m) ≈ 2210  m above sea level M. Sassal Mason Gallery I (16 m) Scala (192 m) Sassal Mason Gallery II (348 m) Drago (54 m) Sassal Mason Gallery III (20 m) Grüm Gallery (264 m) 27.086 Alp Grüm 2091  m above sea level M. Palü Sopra Gallery (239 m) Palü (254 m) Palü Sotto Gallery (347 m) Stablini I Gallery (28 m) Stablini (289 m) Stablini II gallery (16 m) 29.505 Stablini 1934  m above sea level M. Val da Pila Sopra Gallery (213 m) Val Pila (227 m) Val da Pila Sotto Gallery (125 m) 31,750 Aqua da Pila Viaduct (32 m) ≈ 1777  m above sea level M. Viadotto Pila Gallery (88 m) 33,074 Cavaglia 1692  m above sea level M. Cavagliasch arch bridge (10 m) Puntalto Gallery (10 m) Puntalto (46 m) Lehnen Viaduct (10 m) Val Varuna I (149 m) Upper Verona 38.179 Cadera 1383  m above sea level M. Lehnen Viaduct (22 m) Val Varuna II (147 m) Lower Verona Lehnen Viaduct (28 m) Cavagliasco I Tunnel (32 m), abandoned in 1968 Cavagliasco Sopra (33 m) Balbalera (122 m) Cavagliasco Sotto (36 m) Cavagliasco (20 m) Lehnen Viaduct (9 m) 42.020 Privilasco 1119  m above sea level M. Val Varuna Bridge (22 m) Dual track section 43.618 Poschiavo 1014  m above sea level M. Depot and workshop Pradei dual track section 45,300 Li Curt 998  m above sea level M. 47.066 Cantoniera 973  m above sea level M. 47,957 Le Prese 965  m above sea level M. 50.786 Miralago 965  m above sea level M. Poschiavino Bridge (23 m) 53.875 Brusio 780  m above sea level M. Brusio circular viaduct (143 m) 56.162 Campascio 637  m above sea level M. 57.336 to the freight yard Poschiavino arch bridge (14 m) 57.649 Campocologno 553  m above sea level M. Pressure line Kraftwerke Brusio Bridge (18 m) 58.140 State border between Switzerland and Italy 530  m above sea level M. 60.688 Tirano transition to Ferrovia Alta Valtellina 429  m above sea level M.

The Bernina Railway ( Italian Ferrovia del Bernina , Romansh Viafier dal Bernina ), also called Bernina Line , is a single - track meter - gauge railway line of the Rhaetian Railway (RhB) and was an independent railway company (abbreviated to BB ) until the Second World War . The mountain railway connects the health resort of St. Moritz in the Swiss canton of Graubünden with the Italian city of Tirano via the Bernina Pass . It is considered the highest adhesion railway in the Alps and - with a gradient of up to seven percent - one of the steepest adhesion railway in the world.

The Bernina Railway was added to the UNESCO World Heritage List on July 7, 2008 together with the Albula Railway . It is considered a cross-border, joint Swiss-Italian world heritage.

Route

Slope graph

Self-promotion on a Bernina Railway railcar

The Albula Railway ends in St. Moritz. Because of the different traction current systems , the Bernina Railway begins in the same station , but on separate tracks and on different platforms. The train leaves the station in an easterly direction and crosses the Inn on a 64-meter-long viaduct . Then it leads through the 689 meter long Charnadüra Tunnel II , the longest tunnel on the entire route. The next station Celerina Staz is 1716  m above sea level. M. the lowest point on the north side of the Bernina Pass. As far as Ospizio Bernina , the route will now climb almost continuously. After turning away from the Inn, she reaches the small Punt Muragl Staz station. The valley station of the funicular to Muottas Muragl , which opened in 1907, is around 300 meters away .

The following station in Pontresina , together with St. Moritz station, has the special feature that two different electricity systems come together within the RhB network. The main network trains that travel the route from Samedan usually use tracks 1 and 2 electrified with 11 kV and turn at the house platform, while the Bernina trains use tracks 4 to 7, which are spanned by DC voltage. The contact line of track 3 has been switchable between the two voltages since 1981. On track 3, trains running through between the main network and the Bernina Railway, in particular the Bernina Express trains, used to be switched. Today the catenary and the dual-system ABe 8/12 multiple units are switched over during the traffic stop.

The route now turns to the southeast. In the train of crossing the Rosegbach , the side valley is extended to gain altitude. After the Surovas station, which was previously called Sans-Souci , it reaches the Morteratsch station about two kilometers below the Morteratsch glacier . Soon afterwards the world-famous Montebello curve follows , where the route meets the pass road that will accompany you to Ospizio Bernina. Before today modernized intersection (formerly German Bernina Suot Berninahäuser ) is the tree line reached. The next stations are Bernina Diavolezza and Bernina Lagalb; they are the starting point for the cable cars to the Diavolezza and Piz Lagalb .

The following section is considered to be the most interesting on the north side. In this section the route is winding and changes from one side of the valley to the other. First the Berninabach is crossed on the 37 meter long Lower Berninabachbrücke , then the Arlasbach , a tributary of the Berninabach. Over the Obere Berninabachbrücke , the route changes back to the east side. The two Bernina bridges are often also called Wildwestbrücken , but they are not trestle bridges , but pendulum pillar bridges - a type of construction that is not very common in Switzerland. The Piz Bernina and Piz Palü rise to the southwest . This is followed by the 175-meter-long Arlas Gallery , a protective gallery against snow drifts. The smaller lakes Lej Pitschen and Lej Nair extend on the southwest side . Directly behind it rises the 15-meter-high and 283-meter-long dam of Lago Bianco , which also marks the watershed between the Danube and the Po . The watershed is also the Romansh-Italian language border, which is reflected in the change of the lake names from the Romansh Lej to the Italian Lago . From here on, the station names are also in Italian.

The train runs along the eastern shore of the lake and reaches Ospizio Bernina at 2253 m above sea level. M. its highest point. This makes the Bernina Railway the highest railway crossing in the Alps. It is used all year round. The above-ground routing of a railway over a high mountain pass is a specialty; Elsewhere, vertex tunnels were usually built for this purpose. A comparable situation still exists today at three other culminating points. These are the Oberalppass ( Matterhorn-Gotthard-Bahn ), the Brennerpass ( Brennerbahn ) and the Brünigpass ( Brünigbahn ). Shortly after Ospizio Bernina, the train crosses the Am See bridge ; it is the third and longest pendulum pier bridge on the route.

Since the section up to the Poschiavo is particularly badly affected by snow drifts, numerous engineering structures were set up from the southern dam wall of Lago Bianco: the 140 meter long Scala gallery , the 192 meter long Scala tunnel , the 348 meter even longer Sassal Mason Gallery and the 54-meter-long Drago tunnel .

After the Grüm-Galerie you will reach Alp Grüm train station . It is located on the tree line and is the destination of many excursionists, as it is possible to look into the Poschiavo from here. From here, the route descends with a gradient of up to 70 ‰ over several hairpin bends into the Poschiavo. Since this happens without a rack , the Bernina Railway is one of the steepest adhesion railways.

Immediately behind the station, the route turns at a narrow 180 ° angle, the so-called sky curve , and leads below Alp Grüm through the Obere Palü-Galerie . In another 180 ° turn, it leads through the Palü tunnel and then through the Lower Palü Gallery . Another four hairpin bends follow until the route reaches the Cavaglia station . Between Alp Grüm and Cavaglia, the new, automatically working Stablini crossing has been located since 2001. It halves this delay-prone section of the route. From Cavaglia, the zigzag course continues down the valley via Cadera to Privilasco. From here the route leaves the bends behind and reaches the Poschiavo, still with a maximum gradient. In Poschiavo it finally meets again with the pass road.

The Poschiavo train station was built just outside the town at the request of the municipality. He owns a workshop in which some historical vehicles of the Bernina Railway are stationed. The remaining 17 kilometers to Tirano are partly laid out like a mountain railway. In the tightly built through- streets of Sant'Antonio (at around 100 meters) and Le Prese (at around 600 meters), the track is built into the roadway like a tram with grooved rails . While the former is regulated by traffic lights, the trains in the direction of Tirano in Le Prese run contrary to the usual traffic regulations in left-hand traffic . That means that they come head-on towards the road vehicles traveling northwards; there is therefore a speed limit of 30 km / h for both rail and road traffic . Originally, the route of the Bernina Railway between the hamlet of Sant'Antonio and Miralago was even routed continuously on the road. It was only over the years that an independent railway line emerged in this section, apart from the two local passages.

After the Li Curt stop, which was set up in 1977, the line reaches Le Prese, the stop of which is located in the middle of the road surface. Between Le Prese and Miralago, the route leads along the shores of Lake Poschiavo , which is why the altitude is 965 m above sea level. M. not changed.

Below Brusio , the railway has a circular viaduct to gain height. This is followed by the stop in the village of Campascio, which still belongs to Brusio. Behind the border station Campocologno , an unusually large station because of the customs clearance carried out there, the line finally reaches Italy. From the entrance to Tirano, the Bernina Railway runs over a length of around 600 meters, again with grooved rails in the road surface. In contrast to the two aforementioned local passages, the track here is separated from individual traffic by lane markings. After crossing the main square of Tirano, which is secured by traffic lights, the route changes back to a separate route in order to reach its final station shortly afterwards. There, the Bernina Railway meets the standard gauge line of the Italian state infrastructure company Rete Ferroviaria Italiana (RFI), the Ferrovia Alta Valtellina .

• 

  The starting point in St. Moritz

• 

  St. Moritz: on the left the platform of the Bernina Railway, on the right a train of the Albula Railway

• 

  Pontresina train station

• 

  The Montebello hairpin bend with the Morteratsch glacier and the Piz Bernina with the Bianco ridge (right of center).

• 

  Bernina Railway between Bernina-Lagalb and Ospizio Bernina (October 2008)

• 

  Bernina Express on Piz Alv (2974 m)

• 

  Bernina Express on Lago Bianco with Piz Alv

• 

  Le Prese through town, looking towards Tirano

• 

  Brusio circular viaduct

• 

  At the Basilica Madonna di Tirano in Tirano

• 

  The Rhaetian Railway Station in Tirano

history

Berninabahn AG share for CHF 500 on June 12, 1913

Bernina Railway with Palü Glacier in the background, around 1910

Difficult winter operation, around 1928

BB Ge 6/6 81 with two Mitropa dining cars

After the completion of the Albulaline, the Bernina Railway Company (BB) was founded in 1905 with the aim of connecting St. Moritz with Tirano via the Bernina Pass. After the concession was granted in 1906, the opening took place in several sections from 1908: On July 1, 1908 between Pontresina and Morteratsch and between Tirano and Poschiavo, on August 18 of the same year between Pontresina and Celerina and between Morteratsch and Bernina Suot. On July 1, 1909 between Celerina and St. Moritz and between Bernina Suot and Ospizio Bernina. Only on July 5, 1910, with the most difficult section between Ospizio Bernina and Poschiavo, could the entire route be opened. From the beginning it was operated electrically with direct current; however, in 1935 the voltage was increased from 750 to 1000 volts.

Originally, the Bernina Railway was only intended for summer operation. However, winter operations began in 1913/14. However, this was associated with considerable problems, so that more and more avalanche barriers were built. In the first few years of its existence, Deutsche Bahn was always on the verge of bankruptcy. Up until 1915, the costs for the construction were around 15 million Swiss francs . Even the introduction of dining cars operated by Mitropa in 1928 and package deals for tourists could not save the small company from ruin. Due to the difficult financial situation, it was taken over by the Rhaetian Railway in 1943 in the middle of World War II. This completely modernized the route for military reasons and built it from scratch near the top of the pass. Previously, the route on the north ramp of the Bernina Pass had been laid in arches, which gave passengers spectacular views, but were also located in winter avalanches . The new building cut off these arches, the catenary and superstructure of the old route were removed; the substructure is still visible in the high mountains today.

As a replacement, the Rhaetian Railway began in the mid-1980s to market the scenic and structural attractiveness of the Bernina Railway to tourists. The Pontresina – Tirano section is part of the Bernina Express set up in 1973 . Another attraction in summer are the open observation cars, which were already in operation during the times of the Bernina Railway. For this purpose, open freight wagons were provided with benches, car crossings and entrances via end platforms. Interim use as a freight wagon in winter is not used today; In addition, in 1990 the RhB converted other such wagons from discarded luggage wagons.

In 1989 the upper Cavagliasco Viaduct had to be replaced by a new steel composite construction. The reason was the insufficient load-bearing capacity of the stone arch bridge due to strong rock movements in the area of ​​the bridge under which the Cavagliasco flows. The new building was erected next to the old bridge. The old track was dismantled and relocated to the new bridge. The old route with the old bridge has been preserved; it was not terminated ( location ) .

In 2001 another crossing point was built on the stretch between Alp Grüm and Cavaglia . The Stablini crossing point (29.5 km by rail, 1934 m above sea level) existed from 1913 to 1960. It is located on a natural terrace directly below the Stablini tunnel and was not only reactivated in 2001, but expanded into a longer double-track section and equipped with remote control and rectifier with feed ( location ) . Since then, the section between Alp Grüm and Cavaglia can be traveled simultaneously with a train traveling uphill and downhill. This means that four trains per hour can now use this route instead of two.

In 2002 the lower Cavagliasco Viaduct had to be closed due to acute danger of collapse. On July 15, 2002, a bridge inspection revealed that the load-bearing capacity was insufficient and the bridge was immediately closed. The cause of the damage to the stone arches was massive rock movements. In order to be able to continue the train traffic, a temporary bridge made of 120 tons of steel (steel truss) was built. To do this, around 1,000 cubic meters of rock had to be blasted and temporary abutments concreted. The old track was dismantled and relocated to the new bridge. The old bridge was blown up ( location ) .

In 2004 the route (overhead contact line, tracks) between Ospizio Bernina and Alp Grüm was renewed over a length of three kilometers. Between 2005 and 2007, the Alp Grüm station was rebuilt, equipped with a new catenary, the route was widened in the curve on the south side and a parallel track was added to protect against snow drifts that often occur on the existing track in winter (since the new If the track is sometimes less than half a meter from the existing track, parallel traffic is not possible). From 2004 to 2007 the Surovas station was completely rebuilt in several construction phases. In 2005 the Miralago and Cavaglia stations were completely renovated. In the years 2005 to 2007, the contact line and the line between Stablini and Cavaglia were repaired or renewed. The Morteratsch station was rebuilt from 2006 to 2007. Finally, in 2007, the catenary at the Ospizio Bernina station was replaced and modernized.

In 2008, the Rhaetian Railway renewed the tracks and platforms in the Pontresina and Ospizio Bernina stations. The stations Ospizio Bernina, Morteratsch and Cadera were equipped with a new remote-controlled signal box. A new crossing point at Alp Nuova below the Morteratsch station made it possible to dismantle a Perron track in Morteratsch.

On December 14, 2008, there was a large rock fall above the Brusio circular viaduct, with the result that the railway line was interrupted for 111 days due to the massive destruction (overhead lines, rails, track bed, embankment). Since there is geologically unstable rock with a lot of loose material in this area above the railway line, a collecting dam was built as a result of this rock fall, which is supposed to hold back falling rock in such a way that no more material can get to the railway systems.

In 2010, the anniversary of 100 years of operation on the Bernina line between St. Moritz and Tirano was celebrated by the Rhaetian Railway with various events. A Zurich S-Bahn locomotive with advertising for the Bernina Railway has been running since April 14, 2010 . It is painted with a mountain motif and the famous circular viaduct of Brusio and was officially presented by the chairman of the management of the Rhaetian Railway, Erwin Rutishauser, on a special trip from Chur to Zurich . To mark this anniversary, the Via Albula / Bernina long-distance hiking trail was opened in 2010 .

In 2011, the Brusio circular viaduct was extensively renovated while it was still in operation. All the masonry joints were repaired and the tracks were renewed. In addition, the upper 80 cm of the viaduct was completely removed and renewed and a reinforced concrete ballast trough was installed, which was clad with granite slabs. In order not to interrupt the train traffic, all work that cannot be carried out during train traffic was carried out in nightly closed breaks.

In another large rock fall above the Brusio circular viaduct on January 8th and 9th, 2013, the protective dam built in 2009 proved its worth, so that this time the damage was far less than in 2008 and the traffic already started on February 17th, 2013 - despite a longer forced interruption of the Cleaning up due to the winter weather - could be resumed.

In 2017, a parallel track was built above Poschiavo station (double-track section) in order to be able to handle train traffic more smoothly.

Accidents

On March 22, 1934, a basic avalanche struck the driver's cab of the BCe 4/4 10 in Bernina Suot

On March 16, 1920, at Bernina Hospiz, a snow blower train , consisting of a steam snow blower, the two railcars BCe 4/4 1 and BCFe 4/4 23 and a mail car, was hit by an avalanche . The avalanche carried away the snow blower and the first railcar, while the second railcar overturned under the pressure of the snow masses. Eight railway employees took our lives. The snow thrower crew suffered fatal scalds from the hot steam escaping .
In 1934, the route between Bernina Lagalp and Arlas was moved to the other side of the slope to protect against avalanches.

On March 22, 1934, a basic avalanche caught a service train in Bernina Suot during a clearance drive on the railway line that was closed due to storm winds. The two employees on the track plow pushed by a railcar were killed in the avalanche.

On the night of the avalanche on February 28, 1937, the avalanche accident occurred near Alp Grüm , in which railway workers fleeing from a stuck train were caught in an avalanche and died in the process.

On January 3, 1951, an avalanche immediately at the Alp Grüm station tore a track plow and the BCe 4/4  9 multiple unit more than 100 meters down, killing the railway foreman . The railcar could not be recovered until spring.

On July 29, 1953, a passenger train with the railcar BCFe 4/4 38 drove head-on to the Ge 4/4 182 shortly after Bernina Hospiz , which came with a freight train from Campocologno. The driver died shortly after the accident; five travelers had to be brought into hospital care. The station director at Bernina Hospiz forgot the freight train and handled the passenger train.

On the night of March 6th to 7th, 1962, a train got stuck in a strong storm above Alp Grüm. While providing assistance, the railway foreman and a foreman were killed in a snow slide.

On September 19, 2017, a rail accident occurred below the Alp Grüm station, which resulted in the line being closed for almost a week. A freight wagon on a construction train had come loose during construction work and the Palü Sopra gallery was badly damaged during its subsequent derailment (destroyed supports and damage to the roofing).

Vehicles and operation

The traction of the trains in both passenger and freight traffic on the Bernina Railway was in the hands of railcars from the start . These are and were clearly in the majority compared to the locomotives. During the summer and sometimes also during the winter season, the railcars were used in double traction for reasons of load. From 1964, the multiple control system was used for this purpose; before that, each locomotive had to be manned individually by a driver.

The low voltage of 1000 volts results in high currents, which are not only carried through the chain, but also through up to three supply and reinforcement lines running parallel to it. Every 400 to 500 meters, the current is carried to the contact line by one of the three conductor cables supported on the contact line masts.

Since spring 2010, dual-system Allegra multiple units have been in use on the Bernina line . These three-part units of the type ABe 8/12 consist of two four-axle railcars and a low-floor intermediate car running in between. You can run on the main network of the Rhaetian Railway with 11,000 volts alternating current and on the Bernina Railway with 1000 volts direct voltage. This means that since 2011 it has also been possible to haul the Bernina Express trains from Chur to Tirano continuously. As the locomotive no longer had to be changed, the journey time from Chur to Tirano was reduced by around five minutes. The multiple units each have 24 seats in the first and 76 seats in the second class, as well as 14 additional folding seats (emergency seats). They are also handicapped accessible (two wheelchair spaces) and designed for bicycle transport (five spaces). The maximum output under DC voltage is 2400 kW. A maximum trailer load of 160 tons is permitted on the Bernina Line . The limiting factor is not the power of the multiple unit, but the maximum drawbar load and the power supply. Due to the narrow gauge and the tight radii, if the locomotives apply excessive tensile forces, there is a risk that the wagons will be knocked over towards the inside of the curve. To avoid this, the relevant sections are marked with blue colored stripes on catenary masts or tunnels. These signal to the train driver that the tractive effort of his machines is only being used to a limited extent.

In addition, six ABe 4/4 ^III are used in the scheduled route service. Four ABe 4/4 ^II and two Gem 4/4 dual- powered locomotives are only used temporarily and for official purposes . The two ABe 4/4 ^I in the historical yellow paintwork and the reconditioned locomotive Ge 4/4 182 can no longer be used with modern cars due to a lack of compressed air supply.

Some of the freight wagons are handed over to the passenger trains until the maximum permitted trailer load of 140 or 160 tons is reached. For safety reasons, for example when transporting dangerous goods, pure freight trains must also be operated. The trade with Italy brings the originally significant only for the tourist traffic scale rail freight volumes, the majority of heating oil , fuels made and wood. In addition, some of the regional sales outlets in the Poschiavo are also supplied by rail.

A steam snow blower is used regularly in winter . Its operation is also a tourist attraction that attracts railroad fans from all over the world.

The snow blowers RhB Xrot mt 95403-95404, pushed by the Gmf 4/4 II , are used for regular snow clearing .

In connection with the avalanche danger on the Bernina Railway, the Rhaetian Railway developed an extraordinary procedure to eliminate this high-alpine danger. In late winter, when the risk of an avalanche departure is greatest, the starting area of ​​the potential avalanches is bombarded with artillery in order to bring them to a controlled departure.

The Bernina Railway's timetable is dense all year round with one region per hour and direction. The route's showpiece is the Bernina Express , which is now fully equipped with panorama cars . In the 2013 annual timetable, one to four pairs of trains ran between St. Moritz or Pontresina and Tirano under this name, depending on the season. In summer 2013 the direct trains from St. Moritz to Tirano took between 2:04 hours and 2:36 hours. The journey in the opposite direction from Tirano to St. Moritz takes between 2:05 hours and 2:42 hours.

• 

  Panorama car on the Bernina Express

• 

  Snow clearance using the Xrotd 9213 steam snow blower and the Gem 4/4 twin-powered locomotive

• 

  ABe 4/4 II with green car around 1980 in the Ospizio Bernina station

• 

  The two railcars in the historic paint lead three modern passenger cars and two open observation car with

• 

  A lookout car in detail

• 

  2010: a new Allegra in Pontresina

Trivia

In cooperation between the Rhaetian Railway and Google , the Bernina Railway was the first to be included in Google Street View .

literature

• Stefan Barandun; Rhaetian Railway World Heritage Association (publisher): Via Albula, Bernina . 10 hikes through the UNESCO World Heritage “Rhaetian Railway in the Albula / Bernina landscape” (hiking guide), Terra Grischuna, Chur 2010, ISBN 978-3-7298-1170-6 .
• Christoph Benz; Thomas Frister, Ernst Andreas Weigert (Ed.): 100 Years of the Bernina Railway . In: Eisenbahn-Kurier, Special No .: 96, EK , Freiburg in Breisgau 2010.
• Hans Bodmer: The way through the snow. On the construction and early days of the Bernina Railway , part 1. In: Eisenbahngeschichte 36 (2009), pp. 64–68.
• Hans Bodmer: Driving in extreme areas. About the construction and the early days of the Bernina Railway, part 2. In: Eisenbahngeschichte 37 (2009), pp. 60–67.
• Gian Brüngger, Tibert Keller, Renato Mengotti: Adventure Bernina Railway. Terra Grischuna, Zurich / Chur 2010, ISBN 978-3-7298-1169-0 .
• Paul Caminada: The construction of the Rhaetian Railway . Orell Füssli , Zurich 1980, ISBN 3-280-01250-3 .
• Gion Caprez, Peter Pfeiffer: The Golden Years of the Bernina Railway. AS Verlag & Buchkonzept AG, Zurich 2000, ISBN 3-905111-48-9 .
• Beat Moser, Peter Pfeiffer: The RhB. Part 2. Bernina Railway and Bellinzona-Mesocco. Railroad Journal. Special. Hermann Merker, Fürstenfeldbruck 1996, ISBN 3-922404-95-2 / ISSN  0171-3671 .
• Christian Tarnuzzer: The Bernina Railway . Illustration based on original photos by D. Mischol, with overview map 1: 100,000 of the Bernina Railway. Ebner & Cie, Chur / St. Moritz 1909.
• Andrea Tognina: Workers at the Bernina. Social history of railway construction, 1906–1910. Desertina, Chur 2010.
• Hans G. Wägli: Swiss rail network: lines, bridges, tunnels. General Secretariat of SBB, Bern 1980, height profile table 405, p. 158.

Movies

• From Pontresina, Upper Engadin, to Bernina Hospiz , world cinematographer, Freiburg i. Br., Germany 1909 or 1910
• With the Berninabahn , Welt-Kinematograph, Freiburg i. Br., Germany 1910s
• Le Ferrovie del Bernina , Pasquali e C., Turin, Italy 1911
• The Bernina Railway (Switzerland) , Urbanora, Great Britain 1912
• La Ferrovia del Bernina , directed by Giovanni Vitrotti, Società Anonima Ambrosio, Turin 1913
• Europe's Winter Playground , directed by Frederick Burlingham, British & Colonial Kinematograph Company, Great Britain 1913
• Dallo Spluga al Bernina , Luca Comerio, Milan, Italy 1914
• A ride on the Bernina Railway (Switzerland) , Sascha-Filmfabrik, Vienna, Austria 1914
• Bernina Express: To Paradise at five to twelve , film by Roman Brodmann , Stuttgart, S3 Adventure Railway 1984
• The show The Most Beautiful Railway Lines in Europe , which ran at night on ARD until autumn 2013 , included a driver's cab ride on the Bernina Railway. Such recordings can now be accessed on YouTube .
• The Bernina Railway was also portrayed in railway romance and full steam .

Web links

Commons : Berninabahn  - collection of images, videos and audio files

• Entry on the UNESCO World Heritage Center website ( English and French ).
• Bernina Railway 2013 timetable: Timetable field 950. (PDF; 199 kB) In: Official timetable for Switzerland. March 6, 2013, accessed June 2, 2013 . 

Individual evidence

1. ↑ Hans Schweers, Henning Wall, Wolfgang Kunnes: Express trains on a narrow track. Schweers + Wall, Aachen 1986, ISBN 3-921679-43-5 , part Bernina-Express, p. 13
2. ↑ In Switzerland, the Uetlibergbahn (SZU) with 79 ‰, the tram to Albisgüetli (VBZ) with 77 ‰, the Trogenerbahn (AB) with 75 ‰ and the Montreux – Berner Oberland-Bahn with 73 ‰ are steeper than the Bernina Railway. Hans G. Wägli: Swiss Rail Network . AS Verlag, Zurich 2010, ISBN 978-3-909111-74-9
3. ↑ B 2091–93 1981 redrawn from Kkl 7125–27, 2094–95 1986 redrawn from Ek 6066–67, 2096–2102 1990 converted from D2 4030, 32, 34, 35, 39, 44, 45; according to VRS rolling stock directory 1985 and 1990
4. ↑ Annual Report 2009 (PDF, 6.1 MB) Rhaetian Railway , 2009, accessed on August 24, 2015 . 
5. ↑ The RhB trains will start running again on Sunday
6. ↑ ^{a b c d e} Gian Brüngger: 100-year-old mountaineer . History of the first generation of railcars BCe 4/4 and BCFe 4/4 of the Bernina Railway, series: Loki-Spezial. tape 30 . Lokpress, Zurich 2008, ISBN 978-3-9523386-1-2 , p. 112-114 .
7. ^ Rhaetian Railway in the Albula / Bernina cultural landscape. (PDF; 3.1 MB) Candidature UNESCO World Heritage Site. December 2006, p. 73 , accessed October 20, 2013 . 
8. ↑ Petra Siesage: A winter trip with the Bernina Bahn. Part 3: The avalanche night at Alp Grüm. In: Reflektion.info. Online magazine for traffic, technology & travel. Retrieved October 20, 2013 . 
9. ↑ Bernina line of the Rhaetian Railway interrupted | barfi.ch. Retrieved May 20, 2018 . 
10. ↑ ^{a b} Video (2 hours 17 min.) Of a driver's cab ride over the entire length of the route from the "RioGrande" video series, publisher: VGB Verlagsgruppe Bahn GmbH, Am Fohlenhof 9a, 82256 Fürstenfeldbruck, on April 9, 2020 at https: // www.youtube.com/watch?v=UqEUmyX0hjU viewed.
11. ↑ Michael Nold: The Infrastructure Diesel Locomotives Gmf 4/4 II of the Rhaetian Railway . In: Swiss Railway Review 6/2018
12. ↑ Timetable field 950. (PDF; 199 kB) In: Officielles Kursbuch der Schweiz. March 6, 2013, accessed June 2, 2013 . 
13. ↑ Press release of October 18, 2011 ( Memento of June 4, 2012 in the Internet Archive ) (PDF; 218 kB)
14. ↑ Bernina Railway. In: www.google.com. Retrieved December 11, 2016 . 

This article was added to the list of excellent articles on December 25, 2004 in this version .

Coordinates: 46 ° 24 '  N , 10 ° 2'  E