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Botanischer Lehrpfad Edelweiss, gentian, different orchids: numerous rare alpine flowers grow along this botanical path. Depending on the course of the weather, the blossoms along this trail can change quickly, to the delight of nature lovers.

I am already using the language I want. Theme trail Botanischer Lehrpfad Edelweiss, gentian, different orchids: Images Information Map and arrival.

Description Up on these high alpine pastures, the variety of colours among the flowers is endless. Zermatt station - Trift extension possible via the trails Edelweissweg or Wisshornweg Hiking time for the walk back: Good footwear Hiking poles optional Clothing suitable for the weather always carry a waterproof Camera with close-up lens.

Tip of the author. Weather conditions can change quickly in the mountains. Appropriate clothing is therefore essential, along with adequate supplies of food and water. In uncertain weather, turn back in good time. Inform others of planned route, and whenever possible avoid going alone. Do not leave the marked routes; do not venture onto glaciers without a mountain guide. Please be considerate to other walkers and to plants and animals.

Take note of the warning signs drawing attention to the constant danger in river beds and along watercourses below dams and reservoirs. You might also be interested in. News Matterhorn Ultraks — a new race.

Number One on Google. Stafelalp mountain restaurant re-opens. Events Tips of the day. Passenger and goods traffic was temporarily moved to the road, which was left undamaged. Between Herbriggen and Randa, omnibuses operated bustitution services, and between Randa and Zermatt the trains ran in a shuttle service. Passenger traffic initially remained suspended, as further landslides could not be ruled out.

On 9 May, large rocks fell into the valley once again, burying the railway tracks for metres and also making the road along the valley impassable. Moreover, the alluvial fan dammed up the Vispa , causing the lower part of the hamlet slowly to become flooded. After heavy rains on 18 Juny , the station was similarly left under water.

Planning immediately began for a new route for rail and road that would by pass the disaster area. The new rail alignment, totalling m, was ready to be opened on 1 August However, a heavy thunderstorm on 8 August led to a blockage of the newly excavated river channel of the Vispa by washed up glacial rubble, which meant a second flooding of the station.

After the water had flowed away to a sufficient extent, the rail traffic could once again be resumed on 10 August. The total damage to the railway was valued at At the same time, the business of the two railways was split into the group companies Matterhorn Gotthard Verkehrs AG passenger concession, rolling stock, maintenance, road traffic , Matterhorn Gotthard Infrastruktur AG infrastructure concession, formations, buildings and the Matterhorn Gotthard Bahn AG responsible for management of personnel and group management.

The merger of the two railways made possible the implementation of numerous development measures. By the end of , the shuttle train terminal in Täsch had been fundamentally transformed, and the number of covered parking spaces increased to In connection with the opening of the Lötschberg Base Tunnel , the station at Visp was completely rebuilt.

Beginning in , the MGB lines were moved from the station forecourt to points adjacent to the existing standard gauge tracks so as to minimise the walking distances for transferring passengers. Since , the starting point for the line to Zermatt has been Brig station. Until the merger of the two railways, the metre gauge part of this station was owned by the FO, and the BVZ therefore had to pay a fee for using it. With the opening of the Lötschberg base tunnel , a large portion of the travellers changing for Zermatt now make the change at Visp.

Brig's metre gauge station is now a through station. Its previous configuration as a terminal station came to an end with the opening of new tracks leading from the metre gauge station directly to the east towards Goms.

The new track formation, which was first used on 1 December , replaced a section through Naters that was equipped with many level crossings. Currently, the town of Brig is seeking the complete removal of the narrow gauge system from the station forecourt, and its incorporation into the standard gauge station.

These facilities were closed down in Nearby, the line crosses the Saltina on an iron bridge dating from Thereafter, the metre gauge line runs largely parallel to the SBB's standard gauge Rhonetalstrecke, along the southern bank of the Rhone.

Approximately four kilometres west of Brig is the Gamsensand passing loop, which also has freight sidings for the loading of tank wagons. The former Gamsen station was about metres east of the passing loop. This station was abandoned at the beginning of the s, after the cable car to Mund , which started from there, was shut down.

The next stop, Eyholz , is already in the municipal area of Visp. This stop was created in and serves primarily to connect the line with a nearby shopping centre. Soon after Eyholz, the line enters Visp, passes the sprawling industrial premises of the Lonza Group and after about nine kilometres reaches Visp station. The length of line just traversed passes through a shallow gap, and between Brig and Visp climbs about 21 metres in altitude.

The metre gauge station at Visp was originally located, as at Brig, in the forecourt of the SBB station building. South of the two metre gauge platform tracks there used to be a connection to the extensive depot and workshop facilities of the BVZ.

For passenger traffic, the VZ had already erected a wooden shelter by the start of operations in , and, even at that point, all of the other necessary facilities, such as toilets or a waiting hall, were provided within the standard gauge station building of the Jura-Simplon until , the Suisse Occidentale-Simplon. A fundamental renovation of the station complex began in As it had been foreseen that, following the completion of the Lötschberg Base Tunnel , the majority of the passengers would change in Visp for trains to Zermatt, the narrow gauge and standard gauge tracks were relocated closer together.

Ever since then, three platforms have been available to MGB trains. Narrow gauge track 3 is located immediately adjacent to the new standard gauge track 4. The station building and the entire BVZ depot area were demolished in parallel. All subsequent maintenance of railway vehicles has been carried out exclusively in the Glisergrund workshop. The ceremonial opening of the new junction station took place on 16 and 17 May The track exits Visp station in a tight left hand curve, and the formation also passes into a steep decline, to pass under main road no 9.

The underpass, erected between and , also represents the lowest point of the entire line. The track then soon leaves the Rhone valley, and enters the Mattertal, leading through to the terminus at Zermatt.

Here, the formation rises only slightly, in parallel to the valley road on the eastern side of the valley, as far as the village of Ackersand. The local stop there no longer serves the public, but is still required for rail traffic as a passing point. For a long time, a neighbouring hydroelectric station was served by a siding from this local stop.

Immediately afterwards, the railway crosses the Vispa by means of a concrete bridge erected in Shortly thereafter, the first rack section begins. This soon leads the formation along the western flank of the valley at the maximum gradient of The station at Stalden, at around metres above sea level, extends in an s-shape along the southwestern edge of the village. For a long time, the station itself was of great importance, as the departure point of the Postbus line into the Saastal.

It was therefore equipped with a generously sized station building, the second largest on the line after the one in Zermatt. At the start of the 20th century, there were plans to build another railway line to Saas-Fee that would branch off here from the existing line; World War I, however, thwarted these plans. The importance of the station which, since , has had the official name Stalden-Saas has decreased since the s, as the departure point since then for the Postbus line has been Brig, not Stalden.

Nevertheless, the buses still stop also at Stalden station, and form a connection there with the trains to Zermatt. Immediately adjacent to the railway tracks there is also the base station of the cable car to Staldenried.

Since , the two tracks at Stalden have been equipped with continuous rack rails, as there are inclines immediately before and after the station. In addition to the two platform tracks there is also a loading track for goods traffic. The rack section, which begins at Ackersand, extends for a few hundred metres past Stalden.

The line continues from there over a relatively flat section, along the right side of the increasingly narrowing valley, while the Vispa flows about metres lower down, through a narrow gorge.

The following section displays the first still relatively short tunnels, as well as the largest bridge on the line. The 67 metre long Mühlebachviadukt spans its eponymous waters at a height of 43 metres. Its original steel truss structure was replaced in by a reinforced concrete arch bridge.

The actual site has only a few buildings, the main function of the station being to allow connections with the cable car linking the station to the mountain village of Embd. Behind the station, the railway line meets the Mattervispa again, and switches to the left side of the valley. The Kipfenbrücke located here has had to be rebuilt several times: A subsequent temporary measure was replaced in by a steel fish belly girder bridge, which, in turn, was itself destroyed by an avalanche in A steel girder bridge erected as a replacement was replaced in autumn by a metre long concrete bridge further downstream.

The latest bridge also serves the road to Kalpetran. With the opening of a new rail section here totalling 1. A few metres behind the Kipfenbrücke the second rack section begins.

The next part of the route, through the Kipfenschlucht , is considered to be the most scenic portion of the entire line. The railway and the Vispa run here in a most confined space, adjacent to each other. This whole section has been repeatedly damaged by flooding and avalanches, sometimes severely. To avoid further damage, the Vispa has therefore been increasingly regulated since the end of the 19th century, and the line formation protected by solid masonry.

In the middle of the gorge, the fully automatic crossing point at Kipferwald was set up in The upper end of the Kipfenschlucht is marked by the Sellibrücke , on which the Vispa is crossed for the third time. Shortly thereafter, the racks and the formation travel along the right side of the widening valley to St. Niklaus , at metres above sea level. Since Stalden, a total of m in altitude have been climbed.

Niklaus station extends along the western edge of the town, and has two platform tracks and a siding with a loading dock. The station building represents a standard type, which can also be found in similar form in Täsch.

St Niklaus station is the terminus of the post bus line to the holiday resort of Grächen , which extends on a plateau along the left side of the valley, and is connected with the valley by meandering road.

Shortly after St Niklaus station, the next rack section starts. This leads up to the Blattbachtunnel , a metre long avalanche protection structure erected in The original uncovered stretch of line at this point had to be abandoned, as the railway bridge over the Blattbach had been destroyed many times by avalanches and flooding since it was first constructed.

To circumvent the problem area, a tunnel vault was created in open cut form, and then covered with earth. At the same time, and by the same means, the exit of the third rack rail section could be protected from bad weather. In connection with that tunnel, the line moves once again into the valley, and passes the balancing reservoir of a hydroelectric power station at Herbriggen. In close proximity is the crossing station Mattsand, which was built in for the construction of the power station, and has been used since for train crossings.

The nearby Herbriggen station has, apart from two platform tracks, a connecting track for a substation associated with the power station. The original station building no longer exists; it was replaced in by a new structure. The next section of line to Randa is shaped primarily by the landslide of , which buried metres of the then existing line and necessitated extensive new line construction. Behind Herbriggen, the line initially follows the course of the Vispa in the middle of the valley.

Shortly before the alluvial fan, however, the line curves sharply to the left and runs together with the valley road at the extreme edge of the valley floor, in order to avoid the area of land threatened by possible further landslides.

The entire bypass section is equipped with racks. Since , this has also been the only location where a rack is required for trains heading towards Zermatt. At Randa, the railway line runs along the western edge of the town. The station has two platform tracks and a goods track. The station building dates from the line's opening in , and to this day has been rebuilt only slightly.

South of Randa, the line passes the hamlet Wildi , where from to there was a loading track for the construction of the Grande Dixence power station. The line then meets up with the Mattervispa once again, and runs further on the route to Täsch directly parallel with the river along the valley floor. The station at Täsch has been particularly important since the s, as the end point of the part of the valley road available for use by motor vehicles.

Originally a simple two track crossing station, the Täsch station site was expanded in by the addition of a separate platform track for shuttle trains to Zermatt. At the same time, the station building received a modern extension housing a ticket office, while the fields surrounding the station were transformed into parking spaces.

Beginning in , the whole Täsch station complex was later comprehensively reconstructed. Under the name Matterhorn Terminal Täsch , there arose a three-storey parking garage with 2, parking spaces, and a ticket counter.

The new station facility consists of two tracks for through traffic, and a two track platform area for the shuttle trains. To the east, there is now also an attached covered parking place for coaches. Behind Täsch the railway line initially continues to follow the course of the Mattervispa. Immediately prior to the Täschsandbrücke , newly erected in concrete in , and over which the line switches for the last time to the right side of the valley, is the Täschsand crossing point, which was introduced in the summer of to increase the line's capacity.

While the river increasingly disappears into a gorge, the railway line runs along the right valley slope. Between Täsch and Zermatt, most of the line is protected by avalanche galleries: At about the halfway point between Täsch and Zermatt, there is the Kalter Boden crossing point, opened in simultaneously with the introduction of shuttle services. Here the last rack section ends. Due to the heavy usage of this section of the line, almost all trains must wait there, to cross with a train operating in the opposite direction.

After about two kilometres, the track finally reaches the northern border of Zermatt. Here there is a loading track for concrete and other building materials, devoted to the supply of Zermatt's builders. The nearby short Spissfluhtunnel passes below the Air Zermatt heliport, and shortly after, the line reaches Zermatt station. The appearance of Zermatt railway station is characterised by s era alterations. To protect passengers and rolling stock from avalanches, a massive concrete canopy was erected by , and the canopy spans a total of six tracks.

Track 1, which is located on the western side of the station, is equipped with an inspection pit, and is not open to the public. Here, the main task is the maintenance of the shuttle trains to and from Täsch. Track 2 has been set up for the shuttle traffic to Täsch, and is used according to the Spanish solution , with both sides equipped with platforms to allow a rapid exchange of passengers.

Tracks 3 to 5 serve the regular traffic to Brig, and each has its own platform. Track 6 serves mainly cargo traffic, and ends at the baggage hall of the station building. It is shorter than the other tracks, but is also provided with a common platform with track 6.

The present day station building was erected at the start of the s, in the regional timber built style. In its proportions, it resembles the former station building from , and is divided into three areas. The southern part includes, amongst other things, the station restaurant, while in the central part of the building can be found the ticket office and baggage claim.

The north side is located next to the baggage hall, which is a concrete structure. The Gornergratbahn station is on the opposite side of the road. It is connected to the MGB station by rail link, over which goods traffic and rolling stock transfers are handled. North of the MGB station is an extensive layout of tracks, which are utilised primarily for goods traffic and the storage of vehicles.

Since soon after the avalanche, the station throat has been covered by a massive avalanche gallery. This so-called Schafgrabengalerie sheep's grave gallery is laid out with two tracks, and also allows avalanche-safe storage of vehicles. To the east of this gallery are open sidings, which can be used only to a limited extent in winter due to the risk of avalanches.

The timetable for provided 15 train pairs daily between Brig and Zermatt. In the timetable, services were operated at times at half-hourly intervals, occasionally only on winter Saturdays. The total travelling time from Brig to Zermatt is 79 minutes, in the opposite direction 81 minutes. During the high season from May to October, in addition to the normal train offerings, four Glacier Express trains were operated in each direction. These stopped only in Zermatt, Visp, Brig, and in some cases also in St.

Additional shuttle trains operated between Täsch and Zermatt from 5: Unusually for a narrow gauge railway, the BVZ still has very intensive goods traffic. However, this is exclusively for the supply of Zermatt, which, now as before, can be served by trucks only to a limited extent.

As the remaining municipalities in the Mattertal can be supplied by trucks using the valley road, rail transport of goods generally plays no role for them. The only exception is the transport of so-called Embder Steinplatten , which are used in the region as traditional material for roofing. These stone slabs are moved by goods cable cars from the stone quarries at Embd to two loading tracks in the Kipfenschlucht, from where they are transported further by train to Visp. The most important goods transported to Zermatt are foodstuffs, building materials and heating oil.

Some other consumer goods are similarly transported by rail, and also tourist baggage. Transhipment facilities are provided at Visp station, where containers from trucks and standard gauge goods wagons are loaded onto narrow gauge wagons.

To the east of Visp, there are facilities for filling tank wagons. At Zermatt, the station has been equipped since with partially underground facilities for transshipment of oil products. The majority of the goods volume to Zermatt is transported in standard containers, for which bogie and four wheel carrying wagons are available.

Freight not transported in containers is loaded at Visp into sliding wall box cars, and later delivered to recipients in Zermatt by electric road vehicles. For non moisture sensitive goods, many open wagons of various types can be used. Oil transport is undertaken in tank cars with either four wheels or bogies.

Classic covered wagons play no role in normal traffic any more. During the high season, up to three purely goods trains operate daily in each direction, and goods wagons are also attached to some passenger trains. Some of the goods wagons are suitable for use on the Gornergratbahn. Between and , four more locomotives were added to the fleet. With the electrification of the line in , the five oldest steam locos could be withdrawn from service, while the other three were initially retained as reserves.

After , only Loco No 7 remained on the books, as a reserve that could be operated independently of the electric wires. Today, this loco serves as a museum locomotive. In , a sixth locomotive was added, with a new bodywork design. Only locos no 15 and 16 remain as museum vehicles and reserves.

Further modernisation has taken place since , with the purchase of low floored articulated railcars manufactured by Stadler.

Right from the beginning, the Visp-Zermatt-Bahn procured only eight wheeled bogie passenger cars of all three classes, manufactured by the Schweizerische Industrie-Gesellschaft SIG.

In the middle of the gorge, the fully automatic crossing point at Kipferwald was set up in Trains portal Switzerland portal.

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In , a sixth locomotive was added, with a new bodywork design.

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