[{"@context":"http:\/\/schema.org\/","@type":"BlogPosting","@id":"https:\/\/wiki.edu.vn\/all2en\/wiki14\/lotschberg-bergstrecke-wikipedia\/#BlogPosting","mainEntityOfPage":"https:\/\/wiki.edu.vn\/all2en\/wiki14\/lotschberg-bergstrecke-wikipedia\/","headline":"L\u00f6tschberg-Bergstrecke \u2013 Wikipedia","name":"L\u00f6tschberg-Bergstrecke \u2013 Wikipedia","description":"before-content-x4 L\u00f6tschberg-Bergstrecke Line number (BAV): 300 (Spiez – Brig) 301 (Old Hondrichtunnel) 302 (Mittalgrabentunnel II) Fahrplanfeld: 330 (Bus 2007 FPF","datePublished":"2021-12-28","dateModified":"2021-12-28","author":{"@type":"Person","@id":"https:\/\/wiki.edu.vn\/all2en\/wiki14\/author\/lordneo\/#Person","name":"lordneo","url":"https:\/\/wiki.edu.vn\/all2en\/wiki14\/author\/lordneo\/","image":{"@type":"ImageObject","@id":"https:\/\/secure.gravatar.com\/avatar\/44a4cee54c4c053e967fe3e7d054edd4?s=96&d=mm&r=g","url":"https:\/\/secure.gravatar.com\/avatar\/44a4cee54c4c053e967fe3e7d054edd4?s=96&d=mm&r=g","height":96,"width":96}},"publisher":{"@type":"Organization","name":"Enzyklop\u00e4die","logo":{"@type":"ImageObject","@id":"https:\/\/wiki.edu.vn\/wiki4\/wp-content\/uploads\/2023\/08\/download.jpg","url":"https:\/\/wiki.edu.vn\/wiki4\/wp-content\/uploads\/2023\/08\/download.jpg","width":600,"height":60}},"image":{"@type":"ImageObject","@id":"https:\/\/upload.wikimedia.org\/wikipedia\/commons\/thumb\/1\/12\/BSicon_ABZg%2Br.svg\/20px-BSicon_ABZg%2Br.svg.png","url":"https:\/\/upload.wikimedia.org\/wikipedia\/commons\/thumb\/1\/12\/BSicon_ABZg%2Br.svg\/20px-BSicon_ABZg%2Br.svg.png","height":"20","width":"20"},"url":"https:\/\/wiki.edu.vn\/all2en\/wiki14\/lotschberg-bergstrecke-wikipedia\/","wordCount":18702,"articleBody":"     (adsbygoogle = window.adsbygoogle || []).push({});before-content-x4L\u00f6tschberg-Bergstrecke Line number (BAV): 300 (Spiez – Brig) 301 (Old Hondrichtunnel) 302 (Mittalgrabentunnel II) Fahrplanfeld: 330 (Bus 2007 FPF 300) Route length: 74\u00a0km Trade distance: 1435\u00a0mm (Normalspur) Electricity system: 15 kv 16,7 hz ~ Maximum inclination: 27.6 \u2030 Minimal radius: 220\u00a0m Spiez – Frutigen – Brig  BLS routes from Zweisimmen and from Thun  -0,11 Spiez  630\u00a0m\u00a0\u00fc.\u00a0M.   BLS route to Interlaken Ost   Hondrich II (1709 m)       ehem. Hondrich I (1601 m)      2.89 Hondrich S\u00fcd  650 m\u00a0\u00fc.\u00a0M.    5.16 Heustrich-Emdtal  678 m\u00a0\u00fc.\u00a0M.     6.85 Milen  692 m\u00a0\u00fc.\u00a0M.  Connection to the Niesenbahn  8.29 Reichenbach im Kandertal  706 m\u00a0\u00fc.\u00a0M.  Kander (50 m)   11.28 Many-ey (abzw)  732 m\u00a0\u00fc.\u00a0M.  11.87 Many shut down (track laying)  753 m\u00a0\u00fc.\u00a0M.  13.54 Fraud  779 m\u00a0\u00fc.\u00a0M.   Meadow (~ 2’600 m)    Unbutting    Widi (submission, ~ 220 m)    Frutige north portal (Tellenfeld)    L\u00f6tschberg-Basistunnel (34,600 m)      Kanderviaduct I and II (265 m)  17.45 Kandburds decommissioned  859 m\u00a0\u00fc.\u00a0M.      U -tunnel Bunderbach (1655 m)    Holding forest-f\u00fcrtfluh (72 m)    F\u00fcrten II (510 m)    F\u00fcrten I (697 m)    Ronenwald (76 m)    Ronenwald I (59 m)    Ronenwald II (60 m)    Feschfluh (98 m)    Felsenburg (68 m)    Felsenburg I (19 m)    Felsenburg II (29 m)    Felsenburg III (112 m)   27.11 Felsenburg  1082 m\u00a0\u00fc.\u00a0M.  22.35 Blausee-Mitholz partially decommissioned  974 m\u00a0\u00fc.\u00a0M.   Rotbach (50 m)    Secretly (106 m)    Riedschuk (1536 m)     30.44 B\u00fcel  1150 m\u00a0\u00fc.\u00a0M.  Andraben (68 m)  31.57 Childeringly  1176 m\u00a0\u00fc.\u00a0M.  From loading station Auto trains   Scout-Camp   Set -off track for car trains  33.10 Eggenschwand  1193 m\u00a0\u00fc.\u00a0M.  L\u00f6tschbergtunnel (14’612 m)  40.01 Tunnelstation L\u00f6tschberg  1237 m\u00a0\u00fc.\u00a0M. 40.84 Spot  1240 m\u00a0\u00fc.\u00a0M. 42.12 Cantonal border Bern – Wallis  47.08 Goppenstein L\u00f6tschberg  1220 m\u00a0\u00fc.\u00a0M.   48.44 Goppenstein  1217 m\u00a0\u00fc.\u00a0M.  To the loading station Auto trains   Lonza right\/middle (87\/84 m)   Rotlaui (286 m)  49.47 Stockgraben  1195 m\u00a0\u00fc.\u00a0M.  (Division of the tracks, on the left side of the mountain)   Mittalgrabentunnel II (1600 m)   Mittalgraben I (459 m)   Luegie (493 m)   Hohegg (118 m)   Marchgren (207 m)   Hohtenn (1346 m)   (Merging the tracks)  54.19 Hohtenn  1078 m\u00a0\u00fc.\u00a0M.  Lighter carts (116 m)   Schluchi (107 m)   Liden slabs (217 m)   Ijollibach (92 m)   Blasboden (377 m)  57.29 Rarner basin  1015 m\u00a0\u00fc.\u00a0M.  Bietschtal I (589 m)   Bietschtal (136 m)   Bietschtal II (952 m)   Sevistein III (407 m)   Mahnkinn (385 m)   Doren (172 m)  61.28 Ausserberg  932 m\u00a0\u00fc.\u00a0M.  Reasons (148 m)  63.45 Viktoria  886 m\u00a0\u00fc.\u00a0M.  Viktoria (28 m)   Baltschieder (101 m)   Eggerberg (792 m)  64.88 Eggerberg  835 m\u00a0\u00fc.\u00a0M.  Stadel (133 m)   Finnengraben (69 m)  67.29 Lalden  801 m\u00a0\u00fc.\u00a0M.  Bad (80 m)  70.35 Mundbach  740 m\u00a0\u00fc.\u00a0M.  Mundbach (88 m)   Rhone Brig (83 m)   SBB route from Lausanne  73.82 Brig  678 m\u00a0\u00fc.\u00a0M.     Connection to MGB to Zermatt and after Andermatt – Disentis      Sbb-SimplonguNnel Nach Domodossola  When L\u00f6tschberg-Bergstrecke the Swiss railway line (course book field 330, before opening the basic tunnel 300), is referred to, which connects the Bernese Oberland to the Valais. The heart of the route is the 14,612 meter long L\u00f6tschberg tunnel. The route is world famous due to its double loop (tunnel) on the north ramp, its many art buildings and the southern ramp in the Rhone valley under railway enthusiasts.With the opening of the L\u00f6tschberg base tunnel in 2007, it takes up a large part of the traffic between Frutigen and Brig. Since then, the mountain route has only been used by regional express and freight trains that have not received any route through the base tunnel.        (adsbygoogle = window.adsbygoogle || []).push({});after-content-x4The L\u00f6tschber route with a mountain route and base tunnel is the second north-south connection through the Swiss Alps in addition to the Gotthard Railway. At the same time, it is considered a feeder of western German -speaking Switzerland, western Germany and eastern France to the Simplonbahn towards Milan in Italy. The starting point of the L\u00f6tschberg route is the railway node Spiez, from there it runs in the north-south direction through the Kandertal via frutigen, where the new base tunnel branches off, and Kandersteg to the L\u00f6tschberg tunnel in Goppenstein. From Hochtn it turns down to the south flank of the Bietschhorn massif to Brig in an eastern direction. The route is 74 kilometers long and a non-stop ride with a timetable SBB intercity train lasted a total of 56 minutes in 2007 (Spiez-Brig).        (adsbygoogle = window.adsbygoogle || []).push({});after-content-x4The L\u00f6tschberg route was created as the main line of the former Bern-L\u00f6tschberg-Simplon-Bahn (today BLS AG), which in 1906 under the name Bernese Alpenbahngesellschaft Bern – L\u00f6tschberg – Simplon was founded for this purpose. Table of Contentsprehistory [ Edit | Edit the source text ] Idea of \u200b\u200ba L\u00f6tschbergbahn [ Edit | Edit the source text ] Smell [ Edit | Edit the source text ] Tunnels [ Edit | Edit the source text ] Construction [ Edit | Edit the source text ] North side [ Edit | Edit the source text ] South side [ Edit | Edit the source text ] Vehicle park and transport performance [ Edit | Edit the source text ] expansion [ Edit | Edit the source text ] Future [ Edit | Edit the source text ] Infrastructure [ Edit | Edit the source text ] Train operation [ Edit | Edit the source text ] Ausfahrtl\u00fcck Spiez – Frutigen [ Edit | Edit the source text ] North ramp Frutigen – Wandersteg [ Edit | Edit the source text ] LEBERBLEBLEDULE BIRST BIRST-GOCE BUTTONEY [ Edit | Edit the source text ] S\u00fcdrampe Goppenstein\u2013Brig [ Edit | Edit the source text ] prehistory [ Edit | Edit the source text ] By building the two railway north-south main transactions Gotthard and Simplon, the canton of Bern was bypassed by the train connections in Germany-Italy. Idea of \u200b\u200ba L\u00f6tschbergbahn [ Edit | Edit the source text ] The canton of Bern had to take advantage of all its federal rights to create its own transit railway. Since on the part of the Confederation, due to its financial participation in the Gotthard Railway, no financial help could be expected, Bern had to otherwise procure funds to build its own connection to the south.        (adsbygoogle = window.adsbygoogle || []).push({});after-content-x4In 1891, a small group of well -known personalities received the concession for the construction of a railway line between Spiez and Frutigen with the option of a later extension to the Valais. The old government council and former chief judge Wilhelm Teuscher, the intellectual father of the L\u00f6tschbergbahn, came to the opinion in a study that this train could continue to Kandersteg and through a crown tunnel under the Balmhorn massif to Goppenstein. From there, the route could be extended to the north portal of the planned Simplon tunnel thanks to a loan route down into the Rh\u00f4netal. On July 25, 1901, the Spiez-Frutigen-Bahn (SFB) was opened as the first stage of the L\u00f6tschberg route. In addition to this variant by the L\u00f6tschberg, the cantonal government planned a second variant, a wild hustle and bustle via Lenk and under the wild hustle and bustle into Valais near Leukerbad. Thanks to the assertiveness of the Pro L\u00f6tschberg Initiative Committee, the lines were finally decided by the Kandertal. On July 27, 1906, the Bernese Alpenbahn-Gesellschaft Bern-L\u00f6tschberg-Simplon (BLS) was founded, which should be responsible for construction and operation. On January 1, 1907, the BLS took over the Spiez-Frutigen-Bahn, which was serving as an access route.  Course of the L\u00f6tschbergbahn: Exposure route from Frutigen to Brig in red with reversing loop and subsequent turning tunnel between km 60 and 70 as well as the curved L\u00f6tschberg tunnel between km 75 and 90th route in KM from Bern. [first] Smell [ Edit | Edit the source text ] The entire construction work of the L\u00f6tschberg route was the French building consortium L\u00f6tschberg company forgive. The start of construction took place on October 15, 1906 with the drilling of the north portal of the L\u00f6tschberg tunnel. The entire mountain route was planned as a full -line rye. The route was carried out single -lane, but a possible double lane was thought of in the track position from the start and the necessary preparatory work such as the foundation was carried out in the buildings and tunnels. The maximum slope was set at 27 \u2030 and the minimum curve radius at 300 meters. For the construction of the route, a construction railway with a track width was created on both sides. During the construction of the L\u00f6tschberg route there were several fatal accidents. Also worth mentioning is the avalanche passage from February 29, 1908, which took place between 7 a.m. and 8 a.m. Due to the train of the Gmeinlaui, a dust blaw was declined, which the nearby Hotel at the Goppenstein station did not even touch. Nevertheless, the hotel was swept away. In collapsing timber construction, eleven people immediately found death. They did not die of injuries from debris, but suffocated from the sudden air pressure, which was caused by the dust angle; They were all sitting towards avalanche with their face. All those who sit with their backs to the avalanche were injured at most by flying debris. A twelfth person, engineer Sylva, died a few days later from the injuries that a fallen radiator had caused. On July 24, 1908, a water slump occurred in the L\u00f6tschberg tunnel, which cost 25 lives; three workers of this layer survived. In order to avoid further burglaries of water and material, the tunnel that was originally just laid out had to be deviated to tunnel the Kander elsewhere. [first] On December 4, 1911, engineer Hans Sieber from Worb was fatal when he fell from the pillar II of the L\u00fcegelkinnviaduct. He was the construction manager of the B.L.S. Has Hochtenn for the construction. On October 10, 1912, part of the incision collapsed at the Viktoria tunnel on the southern ramp and tore the teaching framework. Two fatalities were to be complained. It was originally planned to open the route on March 1, 1912. However, this date had to be postponed twice due to additional work in connection with the preparatory work for a double track expansion. On July 15, 1913, the route electrified from the beginning was handed over to the operation with a reduced timetable. On September 18, 1913, the definitive timetable with seven continuous trains north-south and nine continuous trains south-north, including four international express trains, was introduced. In addition, individual trains still ran on sections.  The route profile of the L\u00f6tschbergbahn. The distance between the stations was 6\u20137 km. The gradients of the route segments were limited to a maximum of 27 \u2030. [2] Tunnels [ Edit | Edit the source text ] The ramp tunnels’ patties took place as follows. North side Riedschuktunnel, Felsenburgtunnel II, December 28, 1910 Ronenwaldtunnel I, 15. September 1910 Ronenwaldtunnel II, 30. September 1910 Rotbachtunnel, 9. September 1910 Secret Tunnel, November 10, 1910 South side Rotlauitunnel, 3. April 1908 first Mittalgrabentunnel, March 29, 1908 first Learje tunnel, 5. April 1908 first Hoheggtunnel, 30. November 1907 first Marchgrabentunnel, 13. Dezember 1907 first Hochtentunnel, March 10, 1908 first Lidenplate tunnel, September 30, 1907 first Blasbodentunnel, February 6, 1908 first Sevistein tunnel I, March 17, 1908 first Mahnkinnunnel, March 29, 1908 first Dornentunnel, March 11, 1908 first Victorial Tunnel, November 5, 1907 first Mundbachtunnel, September 28, 1907 first Stadeltunnel, November 25, 1910 Schluchitunnel, April 8, 1911 Bietschtal tunnel I, August 29, 1911 Bietschtal tunnel II, February 21, 1911 Sevistein tunnel II, December 30, 1911 Foundation Runnel, March 11, 1911 Eggerbergtunnel, 24. M\u00e4rz 1911 Bathing tunnel, 31. M\u00e4rz 1911 Sevisteintunel III, 25. October 1915 2 first Stitch of the company railway line 2 Replacement for the Sevistein tunnel I + II damaged by mountain pressure Construction [ Edit | Edit the source text ] For the construction of the L\u00f6tschberg route and the L\u00f6tschberg tunnel, two temporary construction paths were operated on the north and southern ramp for personnel and material transport. These developed the portals of the L\u00f6tschberg tunnel in the canton of Bern on the north side and of Naters in the canton of Valais on the south side. The lane of the construction strains operated with steam locomotives was 750 mm. The maximum slope 60 \u2030 on the north side and 30 \u2030 on the south side; With a minimum curve radius of 50 m. While an independent lines were chosen on the north side for the company, it follows the future railway line to a large extent on the south side. The height hiking trail created by the BLS is reminiscent of the Baubahn along the southern ramp. This follows on longer sections of the former route of the Baubahn, especially in the Bietsch and Baltschiedertal. A Baubahn steam locomotive set up at the Kandersteg train station also reminds of the Baubahn. North side [ Edit | Edit the source text ]  Depending plan of the artificial development of the Baubahn from the Schlossweid station to km 11 The Baubahn built by engineer J. Seeberger between Frutigen and the tunnel north portal near Kandersteg had a length of over 15 kilometers and overcame 429 meters of altitude. The substructure of the Baubahn was completed on June 30, 1907 and on August 19, the first steam locomotive came to the portal of the tunnel. From the Baubahn, countless branches led towards the various construction sites of the future lines of the main railway, including in Kandergrund, Blausee-Mitholz and above the B\u00fchlstutz. In order to be able to overcome the large gradient between Blausee and Kandersteg, several sweeping loops and daring wooden viaducts had to be created during the so -called B\u00fchlstutz. The most impressive was the Aegertenviaduct with a total length of 126 meters, which also had a slope of 57 \u2030 and a curve radius of 50 meters. South side [ Edit | Edit the source text ] The construction of the Baubahn on the south side was severely delayed by many objections; The groundbreaking ceremony near Naters took place on February 12, 1907. The lines of the 28 -kilometer -long Baubahn, with an average climb of 30 \u2030, almost exactly corresponded to the lines of the planned railway line, only due to time constraints the many side valleys were fully driven and their foothills bypassed. Nevertheless, 34 tunnels with a total length of 5.3 kilometers had to be blown up, of which 13 tunnels could later be used for the main road. The construction work for the company took longer than expected, since due to the lines on the future route, there were several longer interruptions because there were many company rail tunnels in the tunnel cross -section of the final rail tunnels. In addition, when the cuts were built, smaller slope slide often took place, which the company railway line affected. In August 1908, almost two years after the outbreak work began on the southern portal of the tunnel, the first material train was able to drive up the entire southern ramp from Naters to Goppenstein. Until then, the entire building material had had to be promoted through the narrow lonza gorge with a mule or with multi -horserable wagons. Vehicle park and transport performance [ Edit | Edit the source text ] In addition to 420 cars of 32 small four-damped steam locomotives with movable axles according to system Klien-Lindner, which were delivered by the German company ORENSTEIN & KOPPEL between June and November 1907. The trains reached a top speed of 15 km\/h, and the monthly transport quantity was 13,000 tons on average. expansion [ Edit | Edit the source text ] In addition to the L\u00f6tschberg head tunnel, the route was initially expanded. The bridges and tunnels of the route had been partially designed in two lanes, but were initially not completely expanded or broken out. From 1976 to 1992, the L\u00f6tschberg mountain route was completely duplicated. Thanks to lowering of the route, a continuous so-called Sim Corridor (Simplon-Inter-Modal) could be created for the rolling country road (piggyback traffic) and high-cube containers. However, this can only use one of the two tracks on the four sections of Kandergrund-Blausee-Mitholz (right), Blausee-Minholz-Felsenburg (left), Kandersteg-Goppenstein (left) and Rarnerkumme-Ausserberg (right) (indication on the right\/left in the direction of travel south). The capacity could also be massively increased for passenger transport. Since mid-2007, the L\u00f6tschberg base tunnel frutigen has been connected with Visp. This means that the first of the two \u201cnew railway alpine transversals (NEAT)\u201d is in operation and the old L\u00f6tschberg route Frutigen-Brig is used less intensely. Future [ Edit | Edit the source text ] The new base tunnel has deducted almost all of the long-distance transport and a handsome part of freight transport from the previous route through the L\u00f6tschberg-Scheitelt tunnel, but it continues to run hourly regio express trains between Bern or Spiez and Brig as well as freight trains via the mountain range. In addition, the subsidized by the federal government until 1998 [3] Auto-packed between Kandersteg and Goppenstein and replaces the motorway tunnel of the Nationalstrasse under the Rawil Pass in the 1970s and never built. On November 16, 1931, the pull rope of a elevator winch with the driving line came into contact with the driving line when building protective walls against rockfall and avalanches near Goppenstein, with four workers being killed by the electric shock. [4] On December 19, 1947, the explosion of a ammunition camp at the Blausee-Mitholz station called for nine dead, including two train workers. [5]  Damage to the track after the explosion in Mitholz On January 7, 1958, the high -speed high train ran uphill at around 6:10 p.m. on a rock bar slid onto the track. The AE 4\/4 253 and the Z4i 830 at the top of the train derailed. The locomotive drove down the slope for about 90 meters without overcutting. The postal car overturned several times and collected down into the river bed of the Rotten. The train driver and the two post officials were slightly injured. The postal car built in 1950 was canceled on the spot on January 20. The locomotive was pulled up to the track on March 21, 1958 in an elaborate campaign and brought to repair. [6] On February 2, 1978, the express train drove 385 Brig – Bern into an avalanche that had gone off in the valley of the Jolibach and had largely buried the exit of the Blasse Bodentunnel. The leading locomotive RE 4\/4 No. 183 derailed and fell from the ijollibach bridge [7] in the valley. The three following cars also derailed, which bent and lying on the bridge in the crashed position on the locomotive. The locomotive driver and at least one passenger were injured. [8] On May 17, 2006, an office withdrawal with non -functioning brakes released and, after an uncontrolled journey at D\u00fcrrenast, bounced on the track. Three employees were killed on the train. In order to avoid even greater damage, the duty was led to a construction train in front of Thun. [9] Infrastructure [ Edit | Edit the source text ] The infrastructure of the entire route, apart from the area of \u200b\u200bthe Brig station, belongs to BLS Netz AG. Train operation [ Edit | Edit the source text ] The concessions for the regional trains (“L\u00f6tschberger”) including RegioExpress on the entire route as well as the car transport trains between Kandersteg and Goppenstein or Iselle are at BLS AG. Long -distance traffic is completely covered by SBB. Ausfahrtl\u00fcck Spiez – Frutigen [ Edit | Edit the source text ] The Spiez train station is at a height of 628\u00a0m\u00a0\u00fc.\u00a0M. And is the starting point (km 0) of the route kilometer of the L\u00f6tschberg route. The arrival route from Spiez to Frutigen is evenly designed with a slope of 15 \u2030. The route first leads through the Hondlichtunnel extended to 1709 m in 1986. Below the Kander to the former Heustrich-Emdthal intersection station (km 5.1) 678 m\u00a0\u00fc.\u00a0M. which is no longer served by the trains. At km 6.8 the M\u00fclenen station follows ( 692 m\u00a0\u00fc.\u00a0M. ), where the valley station of the Niesen stand cable car is located right next to the train station, which is up to the 2362 m\u00a0\u00fc.\u00a0M. High sneezing drives. Further along the Kander follows at KM 8.2 the village of Reichenbach in the Kandertal ( 706 m\u00a0\u00fc.\u00a0M. ) Behind Reichenbach crosses the Kander and reaches the frutigtal extensive. At the former Wengi stop, the route was moved to the east in 2005\/2006 and is connected to a single-lane, underground access route to the L\u00f6tschberg-Basistunnel, which goes through the Frutigen station. Bei Km 13.5 Wird Frutigen ( 779 m\u00a0\u00fc.\u00a0M. ) reached. The station was modernized and redesigned in 2007 before the basic tunnel opened. So he was prepared for traffic through the base tunnel, because just south of the train station is the north portal of the tunnel, which is connected to the train station with two access ramps. The Intercity and freight trains drive into the mountain here and only come back to light in Raron in Valais. North ramp Frutigen – Wandersteg [ Edit | Edit the source text ]  Kanderviaduct in Frutigen The actual mountain route begins after the Frutigen station. After the exit, she rises with 27 \u2030, crosses the north portal of the base tunnel in a curved left -hand bend and leads next to the Ruin Tellenburg to the Kanderviaduct, the most photographed building of the L\u00f6tschbergbahn. There are two bridges that span the Kander Valley and the river at an average height of 28 meters. The old 265 m long viaduct is designed as a brick arch viaduct with ten openings of 20 m and an opening of 25 m. The new 285 m long viaduct for the second track was built in 1981 as a concrete beam Viaduct 15 meters north of the track axle and has the same supporting pillar distances. According to the Kanderviaduct, the former Kandergrund stop (km 17.4) is opened on the right valley slope 859 m\u00a0\u00fc.\u00a0M. reached. After that, the route rises further and further on the right valley slope and drives through the 637 m long F\u00fcrtenert tunnel I. Then it goes through the 19 m measuring rock tunnel I and the 29 m long rock tunnel II. After exit from the tunnel, the route changes the valley and makes an open one Kehrlaufe, the so -called Blauseekurve , through the whole valley up to the former station of Blausee-Mitholz (km 22.4) 974 m\u00a0\u00fc.\u00a0M. The station building was completely destroyed in the explosion of a ammunition depot on December 19, 1947 and rebuilt in 1948.  Double loop at Blausee-Mitholz, on the left of the U-tunnel, on the right the Blauseekurve With the same slope as before, the route follows the mountain slope in the opposite direction (south-north), drives the 112 m long rock mountain tunnel III and leads over the 76 m long Felsburg-Viaduct. This is followed by the 48 m long F\u00fcrtenviaduct, the 510 m long F\u00fcrstentunnel II, the F\u00fcrtenfluhviaduct (24 m) and the holding forest Viaduct (40 m). Now the train immerses in the 1655 m long rubber tunnel, which brings the direction of travel back to the north-south. This is followed by the 72 m long Ronenwaldviaduct, followed by the 59 or 58 m long Ronenwald tunnels I and II. The route continues through the 38 m long feschluet tunnel and leads to the 433 m long horizontal of the Felsburg alternative station with a double keeper at km 27.1 on 1085 m\u00a0\u00fc.\u00a0M. Then it goes back to the usual slope with 27 \u2030 through the red roof tunnel (50 m) and then over the Rotbach Bridge (96 m long). After two other tunnels, the hemligen tunnel (106 m) and the 1536 m long rietschukt tunnel, as well as the crossing of the Sarengraben Bridge (70 m) and the 22 m long lower Kanderbr\u00fccke, the 842 m long horizontal of the Kandersteg station (km 31.5, is 1176 m\u00a0\u00fc.\u00a0M. ) reached.  Kandersteg could only be reached on foot over the Gemmipass or the L\u00f6tschenpass before building the railway line from Valais. Northwest of the train station are the waiting rooms and loading lamps for the car transport trains through the L\u00f6tschberg tunnel operated by the BLS. A marked information hiking trail called L\u00f6tschberger Nordrampe runs along the route. LEBERBLEBLEDULE BIRST BIRST-GOCE BUTTONEY [ Edit | Edit the source text ] The route between Kandersteg and Goppenstein was the only one that was carried out and operated by the start. From the Kandersteg train station, the route along the young Kander and the abandoned Scout stop at Kandersteg International Scout Center leads to the north portal of the L\u00f6tschberg tunnel. There are still some sides for car transport cars here. The L\u00f6tschberg tunnel was planned with a length of 13,744 meters, but had to be extended to 14,605 \u200b\u200bmeters due to a water slump under the guest valley and due to the tunnel portal laying in Goppenstein and Kandersteg. See also: L\u00f6tschbergtunnel The largest height reaches the route at the apex of the tunnel 1240 m\u00a0\u00fc.\u00a0M. , the highest standard -gauge alpine penetration. In addition, the cantonal border of Bern-Walli is passed in the tunnel. After about 8 minutes train ride in the dark (the route keeper needs about seven and a half hours on foot), the south portal in Goppenstein is up at km 48.8 1176 m\u00a0\u00fc.\u00a0M. reached. In the Goppenstein train station there is a car loading system carried out with art buildings because of the talent. S\u00fcdrampe Goppenstein\u2013Brig [ Edit | Edit the source text ] After the Goppenstein station, a slope begins with 27 \u2030. First, the route leads along the eastern slope of the narrow Lonza gorge and shortly after the exit over the 90 m long Lonzaviaduct, then through the 268 m long red-mood tunnel and through the avalanche gallery Stockgraben to the Schintigraben Gallery. Here the two traces of the route share. The left track immerses in the Mittalgraben tunnel II built between 1985 and 1998, which leads in the Bergnern 1600 m to the Wolfgrabenb\u00fchlviaduct, where it comes back on the old route. According to the Schintigrabengalerie, the old single -lane route leads through the inner Mittalgrabengalerie and through the 480 m long Mittalgrabentunnel I to the short external Mittalgrabengalerie, in front of the passage to the 431 m long Lugjet tunnel. Now the train drives through the inner spell ditch gallery and the 118 m long Hoheggtunnel. This is followed by the outer Spiessgrabengalerie and the 208 m long Marchgrabentunnel. After the tunnel exit you have a quick look at the Lonzatal before the train disappears in the 1346 m long Hohtentunnel. In the tunnel, the route turns to the east at a 90 degree angle and hits the new route again before the 36 m long Wolfgrabenb\u00fchlb\u00fchlviaduct, the tunnels of which also ends there. From here, the route runs in the northern valley slope of the Rhone Valley, the valley of which is about 450 m lower at this point. Shortly afterwards you can reach the 500 m long horizontal of the former intersection station and the current Hohtenn railway station (km 54.2) 1078 m\u00a0\u00fc.\u00a0M. , three kilometers above the village of the same name. This is where the impressive height path \u201cL\u00f6tschberger-S\u00fcdrampe\u201d, which was set up by the BLS and largely follows the route of the railway line to Brig, partly using the route of the no longer existing Baubahn, including some tunnels. The path offers many views into the valley down to the Rh\u00f4ne, to the opposite Valais mountain peaks or on the art buildings of the L\u00f6tschberg route and partly leads along the traditional irrigation channels, the Suons. Mittalgrabentunnel II  use Railway tunnel traffic connection Goppenstein\u2013Hohtenn Long 1600\u00a0m Number of tubes first Track 1 (2nd track through 5 tunnels) Top speed 80 km\/h Smell completion 1991 Coordinates North portal near Goppenstein 624701 \/ 133371 46.35127 7.75954  South portal near Hohtenn Bahnhof 624539 \/ 130235 46.32307 7.75726  Since the second lane is led through the mountain on the Mittalgrabent tunnel II between the north -side portal of the Mittalgrabentunnel and the southern portal of the Hohtentunnel, the preparatory work from 1913 has been preserved for the double lane on the old route and the only partially broken tunnel soles can be seen. On the Wolfgrabenb\u00fchlviaduct, too, the new track is located in contrast to the rest of the route. After the Hohtenn station, a gradient begins with 23 \u2030. Shortly afterwards it goes over the 123 m long Luegelkinnviaduct, which follows the 107 m long sideline tunnel. Then it goes through the 271 m long Lidenplatt tunnel, over the 97 m long Jolibach bridge to the 377 m long brass tunnel. The iron Bietschtalbr\u00fccke and the 952 m long Bietschtal tunnel II follows the 589 m long Bietschtal tunnel I. After a guards, two bricked -up tunnels can be seen, the 47 m long Sevistein tunnel I and the 96 m long Sevi Stein tunnel II. These two tunnels had to be used in 1915 and were replaced by the 407 m long Sevistein tunnel III. Now follows the 16 m long reminder and the 385 m long dunning tunnel. After the 172 -meter -long Dorentunnel, the route goes into the 512 m long station horizontal from Ausserberg (km 61.2) 932 m\u00a0\u00fc.\u00a0M.  From Ausserberg it continues with 24 \u2030 gradient to the 36 m long bord viaduct, then through the 148 m long green tunnel and through the 28 m short Victoriatunnel. After the 106 m long Baltschiederbr\u00fccke, the 792 m long Eggerberg tunnel, in which the Eggerberg stop (km 67.3) is already available 801 m\u00a0\u00fc.\u00a0M. begins. Below the stop you can see Visp with its Lonza industries and get an insight into the opposite Mattertal towards Zermatt. Something behind Eggerberg is followed by the 133 m long Stadeltunnel, to which the 75 m long Finngrabenviaduct and the 500 m long horizontal of the Lalden station (km 67.3) 808.7 m\u00a0\u00fc.\u00a0M. connect. For the rest of the route down to Brig, the double lane expansion had to be created many backrest viaducts to support the route. With 22 \u2030 gradient follows first the backrest viaduct Eggetli, then the 80 m long tunnel and then the backrest viaducts bathroom tunnels, Liesttenen, Mundtrieste and Hutstein, then the 46 -meter -long Mundbach bridge and the 88 m long mouth tunnel. For the next 1.6 kilometers, the backrest viaducts are supported by the route to almost the valley floor of the Rhonetal. Shortly before the final goal, the route leads over the 88 m long Rhonebr\u00fccke without slope, then threads itself onto the Simplon route and ends in the Brig station (KM 74.4) 678 m\u00a0\u00fc.\u00a0M.  A marked information hiking trail called L\u00f6tschberger S\u00fcdrampe runs along the route. Route with Luogelkinviaduct at HohtNn The Mundbach, with the two -lane viaduct of the L\u00f6tschbergbahn and the mouth of the mouth The Victoria head tunnel, in the direction of Southwest, where the profile of the namesake is visible The Bietschtal with the Bietschtalviaduct of the L\u00f6tschbergbahn Train composition “L\u00f6tschberger” on the Baltschiederviaduct of the L\u00f6tschberg south-wing ramp Trace width: 1’435 mm Electricity type: alternating current 15,000 volts 16.7 Hertz Length of the route: 74 kilometers Maximum inclination: 27 \u2030 Height starting point Spiez: 630 m\u00a0\u00fc.\u00a0M. Height End point Brig: 678 m\u00a0\u00fc.\u00a0M. Spot point of the route in the L\u00f6tschberg tunnel: 1240 m\u00a0\u00fc.\u00a0M. Opening of the Spiez-Frustigen route through the Spiez-Frutigen-Bahn: July 25, 1901 Start of construction work on the Frutigen – Brig route: October 15, 1906 Takeover of the Spiez-Frutigenbahn by the BLS: January 1, 1907 Stitch of the L\u00f6tschberg tunnel: March 31, 1911 Operating admission of the route: July 15, 1913 The L\u00f6tschbergbahn. In: Newspaper of the Association of German Railway Managers. 54th year, No. 7 (January 24, 1914), pp. 105\u2013109 and No. 8 (January 28, 1914), pp. 122\u2013125. Karlheinz Hartung: Train and travel Switzerland. R. von Decker\u2019s Verlag, Heidelberg 1989, ISBN 3-7685-1289-4. Patrick Belloncle: The history of the L\u00f6tschbergbahn. Les \u00c9ditions du Cabri, 1986, ISBN 2-903310-49-1. Claude Jeanmaire: L\u00f6tschbergbahn under construction. Contemporary reports and pictures for the construction and expansion of the Bernese Alpine Railway (BLS). Verlag Eisenbahn, Villigen 1989, ISBN 3-85649-058-2. His G. W\u00e4gli: Schienennetz Schweiz\/Swiss rail network. AS Verlag, Zurich 2010, ISBN 978-3-909111-74-9. \u2191 a b  Hermann Dietler: Bern-L\u00f6tschberg-Simplon. In: Victor von R\u00f6ll (ed.): Encyclopedia of the railway system. 2nd Edition. Volume 2: Building design – brazil. Urban & Schwarzenberg, Berlin\/Vienna 1912, p. 256 .  \u2191  Hermann Dietler: Bern-L\u00f6tschberg-Simplon. In: Victor von R\u00f6ll (ed.): Encyclopedia of the railway system. 2nd Edition. Volume 2: Building design – brazil. Urban & Schwarzenberg, Berlin\/Vienna 1912, p. 257 – 258.  \u2191  Interpellation response of the Federal Council on the changes in the compensation as of January 1, 1999  \u2191  Results of the accident statistics of the third five -year observation period 1928-1932. (PDF; 2.5 MB) Swiss accident insurance institution, Retrieved on October 18, 2013 .   \u2191  Results of the accident statistics of the sixth five -year observation period 1943\u20131947. (PDF; 2.3 MB) Swiss accident insurance institution, Retrieved on October 18, 2013 .   \u2191  Daniel Ammann, Guido Lauper: The recovery of AE 4\/4 253 in 1958. In: Semaphore. Classics of the railways. Autumn 2010 edition. ISSN\u00a0 1661-576X  \u2191  Spelling according to Hans G. W\u00e4gli: Schienslieb Schweiz\/R\u00e9seau Ferr\u00e9 Suisse – Railway profile Switzerland CH+\/Le Rail Suisse en profile CH+. Third, seduced and completely revised edition. AS Verlag, Zurich 2010, ISBN 978-3-909111-74-9. The official spelling according to Switzerland is the official spelling today Jolibach .  \u2191  W. H. van den Dool: Fast train 385 drives into an avalanche . The accident on the L\u00f6tschbergbahn from February 2, 1978. In: Railway history . German Society for Railway History. No.  63 , 2014, S.  66\u201371 .   \u2191  Walter von Andrian: Fatal braking failure in BLS construction train . In: Swiss railway revue . No.  7\/2006 . Minirex, ISSN\u00a0 1022-7113 , S.  330\u2013332 .   Existing routes (If no information: 15 KV 16 \u2154 Hz):Bever-Scuol-Tarasp (11 KV 16 \u2154 Hz) |Dessau – Bitterfeld – Neuwiederitzsch |Garmisch-Partenkirchen-Reutte (Aussernfernbahn, originally 15 KV 15 Hz) |Leipzig-Wahren-Leipzig-Mockau-Sch\u00f6nefeld | L\u00f6tschbergbahn |Mariazellerbahn (6.5 kV 25 Hz) |Mittenwaldbahn (originally 15 kv 15 Hz) |Samedan – Pontresina (11 KV 16 \u2154 Hz) |Pressburger Bahn |Wehratalbahn (originally 15 KV 15 Hz) |Wiesenalbahn (originally 15 kv 15 Hz) Later constriled routes (If no information: 11 KV 25 Hz):Albtalbahn (originally 8 KV\/650 V 25 Hz, later 8.8 KV 25 Hz) |Ammergaubahn (originally 5.5 kv 16 Hz, then 5 KV 16 \u2154 Hz) |Cannes – grass (12 kv 25 Hz) |Dessau – Bitterfeld (initially 5 kV, then 10 kv 15 Hz) |Hamburg-Altonaer Stadt- und Vortortbahn (6.3 KV 25 Hz) |Harlem River – New Haven – Cedar Hill Yard (New York, New Haven and Hartford Railroad) |Royal tent – Gottesberg (Silesia) (15 KV 16 \u2154 Hz) |Martigny-Orsi\u00e8resbahn (8 KV 15 Hz) |Montr\u00e9jeau – Pau (12 KV 16 \u2154 Hz) |Seetalbahn (5.5 kV 25 Hz) |Stamford – New Canaan (New York, New Haven and Hartford Railroad) |New Haven Line (New York, New Haven and Hartford Railroad) No longer electrically operated routes: 180th Street\u2013Columbus Avenue\u2013New Rochelle\/White Plains-Westchester Avenue (New York, Westchester and Boston Railway, 11\u00a0kV 25\u00a0Hz)\u00a0|Hoosac-Tunnel (11\u00a0kV 25\u00a0\u2154\u00a0Hz)\u00a0|Nieder Salzbrunn\u2013Halbstadt (15\u00a0kV 16\u00a0\u2154\u00a0Hz)\u00a0|Rochester\u2013Avon (Erie Railroad, 11\u00a0kV 25\u00a0Hz)\u00a0|St.-Clair-Tunnel (3,3\u00a0kV 25\u00a0Hz) Set routes: Departmental railways of Haute-Vienne (10 kv 25 Hz) |Maggiatalbahn (5 kv\/800 V 20 Hz, Sp\u00e4ter 1200 V =) |Avon – Mount Morris (Erie Railroad, 11 kv 25 Hz) Experiments: Oranienburg ring route (6.3 KV 25 Hz) |Sch\u00f6neweide – Spindlersfeld (6 KV 25 Hz) |Seebach – Wettingen (15 KV 15 Hz) |Stockholm – J\u00e4rfva (5\u2026 22 KV 25 Hz) |Tomteboda – V\u00e4rtan (5\u2026 22 KV 25 Hz)      (adsbygoogle = window.adsbygoogle || []).push({});after-content-x4"},{"@context":"http:\/\/schema.org\/","@type":"BreadcrumbList","itemListElement":[{"@type":"ListItem","position":1,"item":{"@id":"https:\/\/wiki.edu.vn\/all2en\/wiki14\/#breadcrumbitem","name":"Enzyklop\u00e4die"}},{"@type":"ListItem","position":2,"item":{"@id":"https:\/\/wiki.edu.vn\/all2en\/wiki14\/lotschberg-bergstrecke-wikipedia\/#breadcrumbitem","name":"L\u00f6tschberg-Bergstrecke \u2013 Wikipedia"}}]}]