The Jungfrau Railway got its name from the highest of the three high peaks above it: the Jungfrau (English: Virgin; 4,158 metres (13,642ft)), which was the initial goal of the project. A lift connecting the summit of the Jungfrau with an underground railway was planned.[1] In 1912, the project ultimately ended at the Jungfraujoch, the saddle between the Mönch and Jungfrau. It was one of the highest railways in the world at the time of its inauguration.
The line is owned by the Jungfraubahn AG, a subsidiary of the Jungfraubahn Holding AG, a holding company that owns several mountain railways, cable railways, hotels, restaurants and travel agencies in the same region. Through that holding company it is part of the Allianz - Jungfrau Top of Europe marketing alliance, which also includes the separately owned Berner Oberland-Bahn and Schynige Platte-Bahn.[3]
History
Construction of the Jungfrau RailwayMap of the Jungfrau Railway project in 1903
1860 (approximately) – Many different plans for a mountain railway on the Jungfrau exist, but fail due to financial problems.
1899 – Six workers are killed in an explosion. There is a four-month strike by workers. Adolf Guyer-Zeller dies in Zürich on 3 April. The section from Eigergletscher station to Rotstock station opens on 2 August.
1903 – The section from Rotstock station to Eigerwand station opens on 28 June.
1905 – The section from Eigerwand station to Eismeer station opens on 25 July.
1908 – There is an explosion at Eigerwand station.
1912 – On 21 February, sixteen years after work commenced, the tunneling crew finally breaks through the glacier in Jungfraujoch. Jungfraujoch station is inaugurated on 1 August.
1924 – "The house above the clouds" at Jungfraujoch is opened on 14 September.
1931 – The research station at the Jungfraujoch is opened.
1937 – The Sphinx Observatory is opened. A snowblower is purchased, resulting in year-round operation.
1950 – The dome is installed on the Sphinx Observatory.
1951 – The adhesion section between Eismeer station and Jungfraujoch station is converted to rack operation.
1955 – A second depot at Kleine Scheidegg is constructed. The post office inaugurates its relay station on the Jungfraujoch.
1972 – The panoramic windows are installed at Eigerwand and Eismeer. The Jungfraujoch mountain house and tourist house are destroyed by fire on 21 October.
1975 – A new tourist house is opened.
1987 – A new mountain house is opened on 1 August.
1991 – A new station hall is opened at the Jungfraujoch.
1993 – The small Kleine Scheidegg depot is extended.
1996 – The covered observation deck at the Sphinx Observatory is opened.
1997 – The number of annual visitors exceeds 500,000 for the first time.
2000 – On 1 June, a daily record number of 8,148 visitors is achieved.
2016 – Eigerwand station is closed.
Operations
The Jungfrau Railway has four operational stations, a previous station at Eigerwand having closed in 2016. The base station hub of Kleine Scheidegg is the highest starting point for a railroad in Europe, and the top terminus of Jungfraujoch is the highest railway station in Europe. The initial open-air section culminates just after Eigergletscher station, at around 2,350 metres, which makes the line the second highest open-air railway in Switzerland.[4] The other station is Eismeer, located in the Jungfrau Tunnel, where passengers travelling towards Jungfraujoch can disembark for a short time to observe the neighbouring mountains through windows built into the east face of the Eiger, overlooking the Eismeer (the "sea of ice").
Additional locations along the line include Rotstock Station, at 2,520m (8,268ft), which was closed in 1903, and Stollenloch,[6][7][8] a person-sized tunnel-opening which exits directly onto the north face of the Eiger.
Characteristics
Close-up of pantographs atop a train on the Jungfrau RailwayStrub rack system underneath a railcar (Rowan locomotive He 2/2 no. 6)
The line uses a 1,000mm (3ft3+3⁄8in) metre gauge and uses a Strub rack.
The Jungfrau Railway is electrified and one of only four lines in the world with three-phase electric power.[9] The line runs using a 3-phase alternating current (AC) system which requires the trains to collect power from twin overhead wires using two pantographs (the third phase is earthed to the track).
In early 2008, Jungfraubahn Holding AG announced it was exploring the idea of an efficient fast form of access to the Jungfraujoch, using the world's longest tunnel-lift system, as an alternative to the rack railway. A feasibility study was undertaken to determine if and how such a system—for example, as a fast lift or funicular—from the Lauterbrunnen Valley to the Jungfraujoch could be realised without disturbing the unique landscape of the UNESCOWorld Heritage Site. These plans were abandoned and in 2017 the company announced plans to build an aerial cableway between Grindelwald Terminal, a new station on the Interlaken-Grindelwald line, and Eigergletscher from where the Jungfrau railway could be joined for the journey to the summit.[10] This aerial cableway, known as the Eiger Express, opened to the public on 5 December 2020[11] and provides an alternative, faster way to access the Jungfraujoch from the valley.
Rolling stock
Snowblower at Kleine Scheidegg railway station
Since most of the railway is inside a tunnel, it was designed to be powered by electricity from conception. The current rolling stock consists of twin-unitmotorcoaches carrying up to 230 people per train which operate at 12.5 kilometres per hour (7.8mph) on the steepest parts of the ascent. The motors function at two speeds which allows the units to operate at double this speed on the less steep part of the ascent (above Eismeer station).
The motors operate in a regenerative mode which allows the trains to generate electricity during the descent, which is fed back into the power distribution system. Approximately 50% of the energy required for an ascent is recovered during the descent. This generation regulates the descent speed.
Motive power delivered since 1992 (numbers 211–224) no longer has directly-fed three-phase motors but is equipped similarly to a normal single-phase locomotive. This rolling stock can travel at variable speeds, which enabled a reduction in journey time from 52 to 35 min with the timetable starting 11 December 2016.[12] Pre-1992 rolling stock can no longer be used in regular traffic and most of the earlier trains have been scrapped.
Snow clearing equipment is essential on the open section of line between Kleine Scheidegg railway station and Eigergletscher railway station. Originally snow ploughs were used, but more recently snow blowing equipment has been brought into service.
The railway also operates some dedicated freight vehicles to supply the visitor facilities at Jungfraujoch, including a tank to transport additional water.
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