The Albula line of the Rhaetian Railway runs just under two kilometers across the Brienz slide area. This also pushes the train track downhill and can damage it. The cost of maintenance and additional measures is considerable, as Christian Florin from the Rhaetian Railway explains in an interview.
This interview was conducted in 17th Brienz Rutsch bulletin The Municipality of Albula/Alvra published.
At the end of March, a train derailed near Tiefencastel. Why
There has been a shift in the track, a kind of “kink.” As a result, two passenger train cars partially derailed and the train driver stopped the train immediately.
What did this derailment have to do with the Brienz slide?
The terrain with the track slides steadily downhill. As a result, the rails can be lowered, raised or moved sideways. This leads to tensile and compressive stresses in the rails, which, as in the present case, can be released in the form of so-called deformations or distortions. Whether the Brienz slip was the trigger for this incident cannot be said with absolute certainty. But it is certainly possible.
How extensive was the damage?
The damage to the track was minor, we were able to fix everything again. The two partially derailed cars suffered minor damage to the affected bogies.
“On the section through Brienz Slip, track keepers are particularly sensitized.”
How did the passengers react?
They stayed very calm. Fortunately, emergency braking at a speed of 30 is not that dramatic. In particular, shaking can be felt. No one was injured and passengers were able to continue their journey by bus after waiting a while.
Did this derailment surprise you personally?
Yes and no: We had already noticed slight delays at this location in the previous week, so the speed of the trains was reduced to 30 kilometers per hour as a precaution and a repair was planned. However, the twisting occurred faster than we had expected.
How often do you check this route?
Our entire route network, and therefore all sections of the Albula line, is traveled on foot every week. However, on the section through Brienz Rutsch, railway service employees and track attendants are particularly sensitized. We have also created facilities so that the tracks can expand. They are measured by the railway master every two weeks. If tensions still build up in the rails, we cut them. We correct the track layout several times a year. In addition, the train drivers and track builders who are on the line report to us if there are unusual changes.
What do you do if there is damage?
We have an experienced on-call service that can immediately check and assess damage. This allows us to take the necessary measures quickly. Until damage is repaired, for example, the speed is reduced or the route is completely closed for repair. This is complex, but safety always comes first.
Derailment at 30
Trains are already running slower on the line between Tiefencastel and Surava. Do you need to take any additional action now?
We are closely monitoring the Brienz slide and are monitoring the railway line very closely. No additional measures are therefore necessary.
Is it still safe to travel on this route?
Yes, the route can be described as safe with a clear conscience. The section is regularly observed and assessed. In this case, too, we had already reduced the speed. Of course, the derailment was annoying, as it caused delays for travelers and kept our teams busy. But all in all, the event went smoothly.
The village landslide across which the Albula line passes is currently moving faster than ever before. Have you also noticed the increase in the railway line?
We have been measuring the shifts on the railway line since 1995 and have also noticed an increase. The track is currently shifting by around 70 centimeters per year. Although this is less than the upper areas of the landslide at the height of Brienz/Brinzauls, that is still a lot for a railway track.
How much do these repairs cost per year?
On the almost two kilometers through Brienz slip, maintenance is around four times as complex as on other sections. All in all, there is a low six-figure amount of additional costs per year.
Can you repair endlessly, or is there a point at some point where you can no longer repair the track and an alternative is needed?
To straighten the track, gravel must be brought under the track. But that doesn't go on forever. When the “gravel mountain” gets too high, the track starts to “swim”. We must then build a new, solid foundation. There is then a normal-high layer of gravel and the track on this again.
In addition to the railway track, a high-voltage line and RhB data lines also run across the Dorf landslide. Do these pipes also feel the landslide?
The displacements also create tensions on cable lines, overhead lines and drains. The lines along the track were therefore completely relaid last year.
“A rock slide, which would close the route for months or even years, would be more problematic.”
Above the village landslide, there is still the mountain landslide. It could trigger a rock slide, which could reach the railway line under certain circumstances. Does that worry you?
The probability of such a rock fall is very low, and it should not be expected suddenly. We expect an announcement time of at least one week. Our passengers, our staff and our trains would therefore not be in direct danger.
If the route had to be closed due to damage or an impending rock fall, how will your passengers get to the Albula Valley and the Engadin?
Passengers traveling to Engadin would be guided via Landquart, Prättigau and the Vereina Tunnel. The lower Albula Valley to Tiefencastel would be supplied via Thusis and trains from Engadin or Davos would travel to Filisur.
Everyone is now hoping that the Brienz slide can be slowed down or stopped with a drainage tunnel. What if that doesn't work? Do you then have any other plans for the route?
For RhB, the landslide is primarily a maintenance issue, which is very unpleasant and also results in increased costs. In addition, the route must be monitored more frequently, as the present case has also shown.
A rock slide, which would close the route for months or even years, would be more problematic. This would require bypassing or crossing under the slippery mass. Whether this would make sense must be estimated on the basis of an analysis of costs and benefits. The benefit for RhB and the region would be that the line would not have to be closed.
How far along are you with these clarifications?
Together with the civil engineering department, we are studying ways to avoid Brienz slip in the long term. Various variants have already been developed for a rail and a road tunnel with a common safety tunnel. These are currently being compared and we are also calculating the costs.
The Albula Line is part of the UNESCO World Heritage Rhaetian Railway. Does this limit your Brienz slip measures?
The periodic work that is carried out today is absolutely necessary in order to be able to maintain rail operations at all. UNESCO officials are not restricting such work.
Any new race, for example with a tunnel, would still have to be discussed in any case. UNESCO would probably make requirements for the design of the portals or the retaining walls. However, if the new race is necessary for reasons of safety or risk reduction, we do not assume that UNESCO would be against measures. After all, it would be a question of maintaining the protected route.
Christian Florin
The civil and industrial engineer is Head of Infrastructure and Deputy Director of the Rhaetian Railway. Brienz Rutsch has employed him professionally and as a member of the Cantonal Management Staff (KFS) for three years. With the Mittelbünden region, he combines his work as overall project manager of the new Albula Tunnel and his previous role as a board member of Bergün Filisur Tourismus.
Christian Florin (55) grew up in Klosters-Serneus and Landquart and now lives in Bad Ragaz. He is married and father of two sons.
Christian Gartmann is the information officer for the municipality of Albula/Alvra at Brienz Rutsch and a member of the municipal management staff.