01x01 - Glacier Express

[bunniefuu]

(sweeping music)

NARRATOR: This is the Glacier
Express, an extraordinary train journey

that winds through the mountains
of Switzerland like no other.

Beginning in the south east of
the country, at Saint Moritz,

it travels 290 kilometers
along alpine peaks,

over treacherous gorges, and
through mountain ranges,

ending underneath the world-famous
Matterhorn at Zermatt.

Filmed from above,
(train whistle)

this series showcases some of the
most incredible railways on Earth.

We'll gain a unique aerial
insight into these remarkable trains,

and the extraordinary
landscapes they pass through,

revealing the technology that
built them,

and the dedicated people
who keep them running.

We'll uncover the culture,
the history, and the engineering

that makes these The World's
Greatest Train Journeys From Above.

Landlocked in Central Europe,

Switzerland is dominated on its
southern border by the Eastern Alps.

This is Western Europe's
most mountainous country,

over 200 peaks, of which
48 top 4,000 meters.

Little wonder then that tourists
come from around the world

to walk, ski, and climb
in this majestic scenery.

Many of them come here,
to Saint Moritz.

Made famous as a spa
resort in the 19th century,

due to its mineral springs and around
300 days of sunshine a year,

Saint Moritz is the birthplace
of alpine tourism,

and twice hosted the Winter Olympics.

It's also the starting point
for one of only four railways

in the world to be granted
UNESCO World Heritage status:

The Glacier Express.

CARSTEN: Now we have a temperature
from 20 degrees minus. Very cold.

NARRATOR: Carsten Fischer is
in charge of the train today.

He will cover the first part
of the eight-hour journey.

CARSTEN: Before, I was a bus driver in
Saint Moritz. I prefer driving the train.

It's a dream while I was a child.
Finally I got there, and I love it.

NARRATOR: Before the
passengers board,

the engine needs to be
coupled to the carriages.

(beeping)
(air pressure hiss)

(beeping)

(clatter)

CARSTEN:
So, now my colleague is controlling

if the brakes are on the wheel.

NARRATOR:
These lines are critical.

They carry hydraulic air for the
brakes and power for the heating.

A failure could be catastrophic, so
there's a back-up for each line.

CARSTEN: Now we are
ready for our take-off. (laughs)

(pressurized hiss)

Okay.

(power sounds)

NARRATOR:
In an average year,

the train hosts up to a quarter
of a million passengers,

80% of whom travel from abroad.

From above, this breath-taking route
has many challenges ahead.

From Saint Moritz, the line
travels 291 kilometers west,

to Zermatt, crisscrossing
five alpine valleys.

Keeping the train running in all
weather requires a dedicated team,

working tirelessly to ensure
that nothing interferes

with passengers' enjoyment
of the spectacular journey.

Preparations for today's trip

began long before the train
departed from Saint Moritz.

Overnight heavy snowfall
has blocked the route.

Keeping it clear at all times is the job
of maintenance manager Guido Monn.

GUIDO (translated): Today, the important
thing is that we clear the track well,

and that should keep it clear all day,
if there is no more snowfall later.

That's the goal, and
hopefully we will succeed.

NARRATOR: 13 kilometers of
track are currently blocked,

so Guido is using brute force to clear
them: a heavy-duty, 25-ton snow blower.

Four blades cut through the snow,

using centrifugal force to
blast it away from the tracks.

But Guido has to keep a close
eye on where it's redeposited.

When the trees stand like that, and lots
of snow falls on them, they tilt heavily.

More and more snow means they
could fall onto the overhead line

We have quite a lot of forest there,

and trees are always falling
down onto the overhead line.

NARRATOR: Virtually the
whole Swiss rail network is electrified,

largely powered by renewables.

With 15% of the population
relying on trains to commute to work,

keeping these tracks open is important
for the economy, as well as for tourists.

This locomotive is one of the few in
Switzerland that's diesel powered.

If we had an electric motor and there's
a power outage, we can't drive.

NARRATOR: Clearing these deep snowdrifts
means constant vehicle maintenance.

GUIDO: We always have to check
when the snow builds up on the roof.

It can damage the electric
cable or pull it down.

NARRATOR:
It's backbreaking work,

but Guido knows it's essential for the
railway and its passengers.

GUIDO:
For tourists,

coming here and seeing so much
snow is entertaining of course

but they don't know how much work is
behind keeping such a route clear.

NARRATOR: As dawn approaches, Guido
and his team have cleared the line.

The men are very proud of the feat
that they have to accomplish

when there is so much snow

NARRATOR: With unhindered tracks,
the Glacier Express can make headway.

It's now passing Celerina, a 16th century
village which has a thriving jazz scene.

So much so, it's known as
the "Swiss New Orleans."

At a top speed of just 88 kilometers per
hour, this train isn't built to be fast.

Instead, its four electric
motors are all about traction:

the ability to haul heavy
carriages up steep inclines.

Over the route, the line climbs a combined
vertical height of almost 2.4 kilometers.

It was constructed 130 years ago,

to attract tourists to the spa hotels
which lined the Engadin Valley.

At the time,

few were willing to make the 14-hour horse
and coach trip through the mountains.

A train could make the same
journey in just two hours.

However, planning the route,
engineers faced a problem:

the Crasta Mora mountain range.

It was impossible to go over,
and circumventing it

would've added hours to the journey,
so a bold decision was made.

CARSTEN:
We're now entering the Albula Tunnel.

NARRATOR:
To tunnel through the entire mountain.

In 1898, 1,300 men set out to dig through
nine kilometers of solid rock.

One and a half kilometers in, they
struck multiple underground springs,

creating mudflows that
completely blocked the tunnel.

It took over a year to painstakingly
divert the water through pipelines.

The work was so dangerous,

that 16 men lost their lives
in its four-year construction.

A monument to the workers' perseverance,

the Albula is currently the highest
mainline tunnel in the Alps.

But that's about to change.

Now because the tunnel is too old,
we are building a new tunnel.

It's on the right side of our terrain.

NARRATOR:
The new tunnel is due to open in 2024.

Using modern equipment and
over 700 tons of expl*sives,

it's nonetheless taken
workers nine years to bore.

The next stretch of the journey
leads down to the Albula Valley,

another massive challenge for
the engineers building the line.

NARRATOR: Along its breath-taking
journey through the Swiss Alps,

the Glacier Express voyages
the length of the Albula Valley.

The Albula River is a
tributary to the Rhine.

These waters flow over 1,200
kilometers through Austria,

Germany, France, and the Netherlands,
ending up in the North Sea.

But first, the river, and the train line,

must plummet over 400 meters in
just over four and a half kilometers.

For a train, such an extreme drop puts
immense pressure on brakes and wheels.

A crack or dent could
cause a derailment.

Sven Moser's job is to make
sure that doesn't happen.

He's responsible for testing and repairing
the wheel sets for the entire fleet,

here at the main workshop in Landquart.

SVEN (translated): When they come to
us, they have wear from the rails.

If a train brakes too hard,
the wheel develops a flattened edge.

This means that they are no longer round.

NARRATOR:
Carriages are inspected annually,

and Sven has just an hour to
service the wheels on each one.

SVEN: The worst faults
are actually material faults,

like cracks or bulges in the material.

There could also be chipping if you brake
really hard, and the wheel gets very hot,

which makes it harder and more brittle.

NARRATOR: In the past, a whole
team was needed to remove the wheels

before they could
be inspected and repaired.

Now, engineers have developed a lathe

which can measure the roundness of the
wheels, identify faults, and correct them.

SVEN: Now we clamp the whole
bearing together here.

So that the axle is fixed in.

NARRATOR: This means Sven can
do the work singlehandedly.

SVEN:
Here we have a reflector sticker.

Each time the wheel revolves
it's measured here by this laser

With a normal carriage,

the turning process takes on
average a good 20 to 30 minutes.

NARRATOR: The challenge is that each wheel
must be identical to the opposite one.

SVEN: The accuracy we achieve from wheel
to wheel must be within half a millimetre.

NARRATOR: Non-identical wheels
cause uneven loading,

which can eventually lead
to mechanical failure.

SVEN: Then we measure the
whole thing to see if it fits perfectly.

NARRATOR:
Sven is happy this carriage is safe

and ready to re-enter
service for another year.

But even with the best brakes
and smoothest wheels,

the Glacier Express couldn't make a
direct descent down the Albula Valley.

It's simply too steep.

So, how have engineers overcome
the drop in this sheer valley?

From above, the answer
is partially revealed.

A gigantic, looped viaduct.

The train enters a
tunnel at one height,

and exits below, moving in a
different direction.

(train clatters)

To understand the full picture
of this engineering marvel,

we have to look deeper.

Hidden from view is a network of curved
tunnels dug into the hill.

The tunnels wind around and
down like a corkscrew,

four times across the valley.

It adds an extra seven
kilometers to the journey.

But this detour reduces the gradient by
half, making the descent possible.

(camera shutter clicks)

Ahead is the village of Bergun.

Made famous as the backdrop for the
silver screen adventures of Heidi.

Written in 1881, the story of an orphaned
girl sent to live with her grandfather,

is one of the world's best-selling
children's books,

and one of Switzerland's most
famous literary characters.

Now at the bottom of the Albula Valley,

train driver Carsten Fischer slows to
enter this 216-meter tunnel.

He knows that the exit opens
out onto over a 65-meter drop.

CARSTEN: Now after the tunnel, we are
entering the Landwasser Viaduct.

It curved into a sheer rock face.

NARRATOR:
This curved viaduct spans 142 meters,

and is constructed from over 23,000
tons of dolomite limestone.

But building this bridge posed a problem.

The gorge below is
prone to frequent flooding.

Scaffolding would
have easily washed away.

To overcome this, iron frames
were cemented into the ravine,

and stonework built around them,
an innovation at the time.

Its daring design and
rigorous engineering

embodies the Swiss reputation for
precision and efficiency.

So much so that the Landwasser
Viaduct has stood almost untouched

since it opened in 1902.

The tracks ahead, however, are
facing an unseen force

that is threatening the existing route.

(wind gushes)

NARRATOR: The Glacier Express is nearing
the historic village of Brienz/Brinzauls.

Buildings that have stood here since
the 12th century are under attack.

Christian Gartmann, spokesperson for the
municipality of Albula/Alvra,

has witnessed the recent destruction.

Here you have an
example of this car port,

which is a solid building built
of brick and mortar and steel.

You can see how it is
literally torn apart.

So, this building will be torn down,

because it would be
a danger to use it still.

NARRATOR: The ground below
the village is shifting,

in turn causing landslides and gigantic
rocks to rain down from above.

And the scale of the
problem is enormous.

CHRISTIAN: Imagine the whole
village and us standing

on a huge surfboard that is
about 150 meters deep.

The village is moving at 1.5 meters per
year, which is about this far per week.

Up here, we have movements
between three and ten meters per year.

NARRATOR: Over 10 billion cubic meters
of rock is sliding down the valley,

and straight towards the railway line.

CHRISTIAN:
The railway sees deformation constantly,

because the mass moves and
it moves the whole rail.

NARRATOR: At the edge of the village, work
is already underway to stop the landslide.

Head geologist Christoph Nänni
is overseeing the excavation

of a 600-meter-long exploration tunnel.

He believes the village is
riding on a layer of soft rock

that's filling with water.

CHRISTOPH (translated): The water
under the landslide is under pressure,

and this massively lowers the friction
between it and the landslide,

which is why the landslide is moving.

NARRATOR: The tunnel is being
excavated directly under the village,

and underneath the sliding mass.

CHRISTOPH: So our goal is to lower the
water pressure under the landslide,

so that the friction increases again,

and that's what should
actually stop the slide.

We don't have to lose an
extreme amount of water.

We simply have to lower
the groundwater level.

NARRATOR: While Christoph
works with the hope to create

a solution in the long term,
pressure is still mounting trackside.

Which is why Marco Sutter and Christian
Leutwiler are on the line today.

They're carrying out a
monthly check on a system

designed to stop
the rails being distorted.

MARCO (translated): Because the
whole mass exerts pressure

onto the track down
this side of the valley,

we have installed sliding tracks
so that the tracks don't overstretch.

NARRATOR:
Four sets of sliding rails

are placed at points along the
one-and-a-half- kilometer stretch

most at risk from the landslide.

This piece of rail
actually moves downwards

and this part actually stays put.

NARRATOR:
As the ground shifts outwards,

these rail sections can slide against
each other, lengthening the track.

Marco monitors how much
the tracks have extended.

We have to measure
from here to this rivet.

It has moved about 15cm since
the last time it was adjusted.

Before it reaches the fastener we cut the
rails further down, loosen everything,

and bring this rail
piece back to the line

NARRATOR:
By allowing the rails to expand,

the tracks are unlikely to
distort, or worse, fracture,

so the effect of the
landslip is minimized.

We put in about 40 to 70cm of rail
every year, for this 2km long stretch.

(honking)

NARRATOR: Today, the track
doesn't need to be repaired,

and the train is safe to pass.

The tracks now run down to the
lowest part of the journey.

This is the Domleschg Valley.

Historically a strategic trade
route between Italy and Germany,

it is a valley of castles.

Crowning every hilltop, they
protected not only the route,

but the fertile orchards and
vineyards that supplied the region.

Apples from here were gifted
to the tsars of Russia,

and its black cherries are a mainstay of
traditional Swiss desserts and drinks.

On the Glacier Express,

this regional produce is the
focus of an à la carte menu.

Head chef Kaila has worked
on the train for 27 years.

He caters for up to
280 people at a time,

in a kitchen that's less than two meters
wide and constantly moving.

KAILA (translated): Well, it's
not easy, you have to get used to it.

In the beginning I
cut my fingers a lot.

(sizzling)

In my experience, it's most dangerous
when we are frying or boiling food.

I've been burnt a few times,
there's a few burns there.

NARRATOR: With the route celebrated
for its tight turns and steep climbs,

Kaila has a few tricks
to prevent accidents.

KAILA: The problem when we
go into a curve or speed up

is that the water spills over the sides.

But when this is in there,
the water doesn't spill.

NARRATOR: Each dish is cooked to order,
but storing enough fresh supplies on board

to cater for every
passenger isn't practical.

So, how can Kaila
ensure no one goes hungry?

NARRATOR: Passengers on
board the Glacier Express

are anticipating an à la carte
fine dining experience,

as they travel through the Swiss Alps.

KAILA: The problem is when too many
people come without pre-booking.

We are like a normal restaurant.
We can seat 280 people.

but if everyone eats without
booking. it's difficult, not easy.

NARRATOR: The galley isn't large enough
to store all the raw ingredients

Chef Kaila will need to
serve everyone on board.

The solution is ingenious.

Utilizing the region's rich
abundance of agriculture and trade,

along with Swiss
expertise in precision timing,

Kaila orders ingredients en route.

His shopping list arrives at Chur,

the train's next stop and distribution
hub, where Hugo Pinto is in charge.

HUGO: Mission today is that everything
is delivery that we need in the train.

We always order everything
fresh, so every day I have to order

and look if everything is okay.

NARRATOR: As the train approaches,
Hugo receives updates from on board.

HUGO: Here we have 41
plates, and now we have 68.

One hour before we
delivery, some changes.

NARRATOR: Hugo's success
relies on meticulous timing,

as the train is scheduled to stop for
just ten minutes to get supplies.

HUGO: I've been here six
months, and the biggest stress

is when the vegetables or
something fresh, it's not delivered,

and I have to take my
car and to go and pick it up.

NARRATOR: It's not fresh food
that's in short supply today.

Hugo has a large order for a local
regional liqueur called Röteli.

HUGO: We only have three
bottles, but I need 20.

We have 20 minutes to drive there
and take it and deliver it.

NARRATOR: With the train's arrival
imminent, Hugo must dash across town.

Andrea Ullius's family have made
Röteli Liqueur since 1912.

ANDREA (translated):
Of course we've adapted

the recipe a little bit between the years.

Traditionally it goes back to
the many different farms we had,

which used to have mountain cherries.
With these cherries they made alcohol.

On special occasions
they made this liqueur.

NARRATOR: It takes three months to blend,
but Andrea has a batch ready to go.

Bottling takes the most time

because you have to take
each bottle into your hand to label it.

So here we have the prestigious
bottles for the Glacier Express.

HUGO (translated):
Good morning.

(translated)
Dr. Ulius has left these for you!

HUGO:
Thank you. Goodbye.

HUGO (English):
The day is saved.

Now we are entering Chur.

Good afternoon Chur control,
this is Wagon 923.

(brakes squealing)

NARRATOR: Working in unison, the team
have just minutes to restock the train.

-Okay!
-MAN: Yeah.

NARRATOR: With everything on board, the
Glacier Express departs on time.

(rumbles)

-And Kaila can continue with service.
-KAILA: Everything has to look beautiful.

Preparation and
everything must be identical.

NARRATOR:
As the guests wine and dine,

the efficiency and meticulous teamwork
of the Glacier Express staff

mean they are completely
unaware of the logistics needed

to put food on their plate today.

KAILA: Everything was fine today.
No disruptions or problems.

This work has to be real love.
You can't do it without liking it

NARRATOR: Departing Chur, the train line
follows the route of the Rhine River.

And suddenly from above, the
terrain dramatically changes.

Alpine slopes are replaced by rugged
cliffs, creating sheer ravines.

Nicknamed the "Swiss Grand Canyon,"

this unique habitat is home to rare alpine
orchids and endangered birds.

For the Glacier Express, this
almost 13-kilometer narrow ravine

has just one passing place,

so the new driver Mike must
make sure he arrives on time.

From here, it's a direct ascent
through the Surselva Valley,

to the top of the Oberalp
Pass at 2,044 meters.

This is the highest
point on the journey.

The route ahead is too steep
for a standard engine,

so engineers have come up
with an innovative solution.

At Disentis, a new engine will be attached
for the next section of the track.

-Alexi Pally is the train shunter.
-ALEXI: Bela, salut!

NARRATOR: His job is to
oversee the switchover.

ALEXI (translated):
You can drive forwards to the tunnel.

DRIVER (translated, radio):
Alright, I'll go and wait in the tunnel.

NARRATOR: From above, another engine
can be seen waiting in the wings.

It's eight tons heavier,
and 20% more powerful.

Wonderful Rolli.
You can start reversing the 923.

Now I have to indicate the distance.

because here comes a locomotive
that weighs 64 tonnes

and if it only moves at 10km/h
it will cause a massive crash!

Two.

(beep)
And one.

(beep)
Stop.

NARRATOR: It's not just the powerful
engine that makes the ascent possible.

Its drive system is
fitted with a secret weapon.

At the center of each axle is a cog wheel.
Like the gears of a fine Swiss watch,

it's designed to interlock
with a tooth track

laid on the steep sections of the climb.

Helmut Eyer is the head technician

whose job is to check and
service the cogwheels.

HELMUT (translated): You can see how the
gearwheel turns and grips onto the rack

These drive wheels only turn
when it's on the rail system.

NARRATOR: If the cog is worn, it could
damage the tooth rack it rides on.

So here you can see the wear on
the edges from the drive wheels.

If there is too much wear we'll need
to change it next time it's serviced.

NARRATOR: Inspection complete,
this cogwheel is ready for service.

Only a fifth of the track from here
to Zermatt uses the cog system.

So, at the start of each
of these sections,

a clever mechanism is used
to get the cogs spinning

at the right speed to
engage the toothed rack.

When the train
enters it is limited to 10km/h.

Then when it hits this
mat it speeds up to 15km/h.

The cogwheel rides this
rubber pad and accelerates

to the same speed
as the main wheels.

And then it goes through
here where the rack begins.

The first teeth of the rack are rounded

so that the cogs don't get stuck
and are positioned correctly.

NARRATOR: As the train passes
over the transition system,

the distance between the teeth decreases,

allowing the cogwheel to align
perfectly with the rack.

This is the first of the line's systems,

so Alexi's job is to make sure the train
connects correctly with the rack.

Once the cogs are aligned,
the driver can speed up

and put the cogwheel into gear.

And Alexi's job is done.

As a result of the cog rail,

the Glacier Express can tackle gradients
twice as steep as a normal train.

Which is just as well: the
next stop is the Oberalp Pass,

a vertical climb of
around 900 meters.

The Glacier Express is nearing the highest
and most perilous point on the route

from Saint Moritz to Zermatt.

The climb through the Oberalp Pass,
2,044 meters above sea level.

From above, horizontal lines across the
mountain highlight the dangers here.

These are reinforced barriers,

an attempt to stop one of nature's most
destructive forces: avalanches.

On average, they claim the lives of 24
people in Switzerland every year.

Avalanches have destroyed
railway lines, bridges,

and in recent years, the train itself.

Above the railway, a group is climbing
towards an exposed slope.

They are from the Swiss army.
Today, they're on a mission

to assess the potential threat
of an avalanche in the area.

Team leader Toni Niffeler
is in charge.

TONI: The place from the snow profile will
measure two meters from one meter 50.

The goal will be check
the different snow layers.

We like to know what time
the layer starts to break.

NARRATOR:
As snow falls, differing conditions,

form strong and weak
layers on the slopes.

Avalanches happen when
weaker areas collapse,

causing heavier snow above to
slide down the mountain.

Today, Toni aims to identify any potential
weakness in the snow layers.

First, a depth weight is used to
drive a pole into the snowpack.

The force needed to penetrate
every centimeter of snow

is recorded to assess the
density of the layers.

(untranslated)

Then, the crystalline structure of
the snow ice is measured close up.

TONI: Now he checks the
snow crystals on the plate.

The snow crystal can be different all two
days. They like to change their form.

NARRATOR:
The structure of the snow crystals

reveals where sections may have melted
and reformed, creating brittle,

unstable sheets and air pockets.

Next, an extended column is dug.

The team tests its stability,
applying low pressure at first,

then harder, and finally
the weight of a person.

TONI: Okay. Now we
have a result. It's not so good.

It can be dangerous if
you have a lot of new snow.

And these tests will mean
next three days maybe,

with one meter new snow, the
avalanche danger can go to big.

NARRATOR: Toni's findings raise
the avalanche threat level,

which means the Glacier Express could be

stopped in its tracks if
something isn't done.

Across the region, well-laid
plans are put into action.

Pilot and operations manager Hansueli
Baerfuss is the first to respond.

He works with the railway company, to
prevent avalanches disrupting the line.

To do his job, he'll need
to create an expl*si*n.

HANSUELI: Here we have the
expl*sives and we prepare it here.

That's where they mount
the expl*sive cord and the igniter.

NARRATOR: The expl*sives are
gel based and water resistant,

making them perfect for working with snow.

HANSUELI:
Now he secures the cords.

Once that's done, we will put it in the
special boxes in the helicopter.

NARRATOR: Each detonating
cord is cut to 60 centimeters,

which gives 80 seconds burn
time from ignition to expl*si*n.

HANSUELI: You have to really work
very careful with those loads.

You have to be
respectful with everything.

Don't make shortcuts,
and just follow the rules.

NARRATOR: The expl*sives are ready
and loaded into the helicopter.

Turning. Temperature rising.

NARRATOR:
Far above the railway line,

Hansueli must make sure
that the slopes are clear.

HANSUELI (muffled): There were
skiers around over there.

But I checked and they were not in a place
where they could have been in danger.

NARRATOR: Clear slopes are
essential to Hansueli's job,

as he plans to
start an avalanche,

by dropping expl*sive
charges into the snow.

In the Swiss Alps, helicopter pilot
and operations manager

Hansueli Baerfuss is on his way to
start an avalanche.

Counterintuitively, starting
smaller avalanches reduces

the chances of much
larger ones forming.

And the bigger the avalanche, the greater
the speed and distance it can travel,

increasing the risk to the railway below.

The blast from the expl*sive
charges will only have an effect

if there is unstable
snow at the drop zone.

The challenge is to find the sweet spot.

-HANSUELI (muffled): Over there. Look
-MAN (muffled): Yes, that's perfect

NARRATOR: With the limited
supply of charges on board,

he has to make each one count, and
get as close to the slope as possible.

It takes nerves of
steel and experience.

A sudden gust of wind
could lead to a catastrophe.

On board, the expl*sive
experts use an electronic igniter

to set the detonating cord.

(expl*si*n)

A massive unstable layer breaks free,

cascading to form a large,
destructive wave of snow and ice.

(epic music)

But their work isn't over.

There's a vast area above the
railway line that needs to be cleared.

(expl*si*n).

(expl*si*n).

HANSUELI:
We had a success.

About four huge and big avalanches

with a fracture line of more
than 300, 400 meters each,

and about 60, 70 centimeters high.

NARRATOR: With the
avalanche threat averted,

the Glacier Express
crosses the Oberalp Pass.

From Realp, the line enters
the longest tunnel on the route:

the 15.3 kilometer-long
Furka Base Tunnel.

The journey through the heart of the
mountain will take over ten minutes.

From above, the Finsteraarhorn,
at 4,300 meters, tops the horizon.

Below it, glaciers are born.

These are the largest
formations in Western Eurasia.

The greatest of them
is the Aletsch Glacier.

It flows for 20 kilometers,
and is over 800 meters deep.

The final leg of the journey
is through the Matter Valley.

Ahead lies the mighty Matterhorn.

The Matterhorn was one of the last
mountains to be conquered in the Alps.

At almost four and a half
thousand meters,

the northern face is still considered one
of the world's deadliest climbs.

Eight hours after
leaving Saint Moritz,

the Glacier Express arrives at its final
destination, the spa resort of Zermatt.

Passengers disembark to enjoy
the skiing and mountaineering

in this breath-taking setting.

The Glacier Express in Switzerland is a
railway journey like no other.

From the awe-inspiring
beauty of the Swiss Alps,

mountain glaciers
and rugged canyons,

to the spectacular Swiss
engineering and innovation

making this extreme
terrain accessible.

And it's testament to the dedication of
the teams who work tirelessly to ensure

the Glacier Express is one of the
greatest train journeys in the world.