The Wengernalp Railway (German: Wengernalpbahn, WAB) is a 19.11 kilometres (11.87 mi) long rack railway line in Switzerland. It runs from Lauterbrunnen to Grindelwald via Wengen and Kleine Scheidegg, making it the world's longest continuous rack and pinion railway. The name refers to the alpine meadow of Wengernalp, above Wengen.

The line is normally operated in two sections, with trains from either direction terminating at Kleine Scheidegg. At the latter station, most passengers transfer to the Jungfrau Railway for the continuation of the journey to the highest railway station in Europe at Jungfraujoch. There are generally no roads to Wengen/Mürren, and the train is the main access.

The line is owned by the Wengernalpbahn AG, a subsidiary of the Jungfraubahn Holding AG, a holding company that also owns the Jungfraubahn and Bergbahn Lauterbrunnen–Mürren, Harderbahn, and Firstbahn. Through that holding company it is part of the Allianz - Jungfrau Top of Europe marketing alliance, which also includes the separately owned Berner Oberland-Bahn and Schynige Platte-Bahn.

In 1875, the first plans for a railway on the route later taken by the Wengernalp line were drawn up, but the high projected costs meant that the concession expired. Fifteen years later, in 1890, Leo Heer-Bétrix gained a new 80-year concession to build and operate the railway. The Wengernalpbahn was founded.

Construction work commenced in 1891, and the following year the first steam locomotive reached Wengen on 18 April and Kleine Scheidegg on 10 August. The full length of the line, from Lauterbrunnen to Grindelwald, opened on 20 June 1893 as a summer only service.

The electrification of the line between Lauterbrunnen and Kleine Scheidegg was completed on 3 June 1909 using 1500 V DC, with electric locomotives positioned, for safety reasons, at the lower end of the trains. The section between Grindelwald and Kleine Scheidegg followed on 24 June 1910. Steam operation ceased in 1912.

On 7 July 1910, a new route, longer but less steep, was opened between Lauterbrunnen to Wengen. The older route was retained for nearly a hundred more years, being finally decommissioned and dismantled in 2009 because of the steep gradient of 25% and concern over geological stability on parts of the route.

In 1913, winter operations commenced between Lauterbrunnen to Kleine Scheidegg, followed by year round operations over the same section in 1925. Winter operations between Grindelwald and Kleine Scheidegg started in 1934, followed by year round operations in 1960.

In 1942, the headquarters of the railway moved from Zurich to Interlaken. In 1947, the first motorcoaches were purchased. The following year the partly underground turning triangle at Kleine Scheidegg was constructed.

In 1990, an avalanche shelter was built on the Lauterbrunnen side of the operation, whilst in 1995 Wengen station was rebuilt to include a freight delivery terminal. In 2005, Wengernalp station platforms were extended from 127 m to 181 m usable length. In 2011, a new double track loop was opened between Wengen and Allmend, allowing the introduction of a clock-face timetable between Lauterbrunnen and Kleine Scheide

The line is built to 800 mm gauge (2 ft 7 1⁄2 in gauge), and uses the Riggenbach rack system, as modified by Arnold Pauli. Modern stock uses Strub rack system. Nowadays, most passenger trains are made up of railcars, the powered car still being positioned at the lower end of the train, and so train compositions do not usually cross Kleine Scheidegg to travel directly from Lauterbrunnen over to Grindelwald. However, a triangular junction specially built into the mountainside at Kleine Scheidegg allows the train to be turned if necessary so that it can also be used on the other side of the col. The newest of these trains reach 28 km/h on the steepest stretch.

At peak periods, additional trains can be put into operation at short intervals ahead of the scheduled train, allowing capacity to be optimised according to demand. This demands an extremely flexible organisation procedure and enormous care and attention with regard to dispatching trains. Since most of the line is single track, the extra trains display a green disk with a diagonal white line on the front to indicate to station staff and signal operators that there is a train following in the same direction The busiest stretch of railway runs from Lauterbrunnen to Wengen as this is also used to transport goods to traffic-free Wengen. The railway operates two workshops at Lauterbrunnen and Grindelwald Grund.
https://en.wikipedia.org/wiki/Wengernalp_Railway

After our decent from Jungfraujoch on the red Jungfraubahn train we boarded the bright yellow and green Wengernalpbhan (WAB) train for our further decent down the mountain to Wengen. I hope you enjoy these images of this most picturesque segment which were taken from the train with the exception of #1 and #2 which were taken at the Kleine Schidegg station. Despite the train's slow speed, the landscapes change very rapidly. Images 3-10 were taken within a 9 minute period (3 and 4 are reversed) with a Nikon D7200 and a Nikkor 18-300 lens using aperture priority. I have includes the settings for those images.
Mark

The Wengernalp Railway (German: Wengernalpbahn, WAB) is a 19.11 kilometres (11.87 mi) long rack railway line in Switzerland. It runs from Lauterbrunnen to Grindelwald via Wengen and Kleine Scheidegg, making it the world's longest continuous rack and pinion railway. The name refers to the alpine meadow of Wengernalp, above Wengen.

The line is normally operated in two sections, with trains from either direction terminating at Kleine Scheidegg. At the latter station, most passengers transfer to the Jungfrau Railway for the continuation of the journey to the highest railway station in Europe at Jungfraujoch. There are generally no roads to Wengen/Mürren, and the train is the main access.

The line is owned by the Wengernalpbahn AG, a subsidiary of the Jungfraubahn Holding AG, a holding company that also owns the Jungfraubahn and Bergbahn Lauterbrunnen–Mürren, Harderbahn, and Firstbahn. Through that holding company it is part of the Allianz - Jungfrau Top of Europe marketing alliance, which also includes the separately owned Berner Oberland-Bahn and Schynige Platte-Bahn.

In 1875, the first plans for a railway on the route later taken by the Wengernalp line were drawn up, but the high projected costs meant that the concession expired. Fifteen years later, in 1890, Leo Heer-Bétrix gained a new 80-year concession to build and operate the railway. The Wengernalpbahn was founded.

Construction work commenced in 1891, and the following year the first steam locomotive reached Wengen on 18 April and Kleine Scheidegg on 10 August. The full length of the line, from Lauterbrunnen to Grindelwald, opened on 20 June 1893 as a summer only service.

The electrification of the line between Lauterbrunnen and Kleine Scheidegg was completed on 3 June 1909 using 1500 V DC, with electric locomotives positioned, for safety reasons, at the lower end of the trains. The section between Grindelwald and Kleine Scheidegg followed on 24 June 1910. Steam operation ceased in 1912.

On 7 July 1910, a new route, longer but less steep, was opened between Lauterbrunnen to Wengen. The older route was retained for nearly a hundred more years, being finally decommissioned and dismantled in 2009 because of the steep gradient of 25% and concern over geological stability on parts of the route.

In 1913, winter operations commenced between Lauterbrunnen to Kleine Scheidegg, followed by year round operations over the same section in 1925. Winter operations between Grindelwald and Kleine Scheidegg started in 1934, followed by year round operations in 1960.

In 1942, the headquarters of the railway moved from Zurich to Interlaken. In 1947, the first motorcoaches were purchased. The following year the partly underground turning triangle at Kleine Scheidegg was constructed.

In 1990, an avalanche shelter was built on the Lauterbrunnen side of the operation, whilst in 1995 Wengen station was rebuilt to include a freight delivery terminal. In 2005, Wengernalp station platforms were extended from 127 m to 181 m usable length. In 2011, a new double track loop was opened between Wengen and Allmend, allowing the introduction of a clock-face timetable between Lauterbrunnen and Kleine Scheide

The line is built to 800 mm gauge (2 ft 7 1⁄2 in gauge), and uses the Riggenbach rack system, as modified by Arnold Pauli. Modern stock uses Strub rack system. Nowadays, most passenger trains are made up of railcars, the powered car still being positioned at the lower end of the train, and so train compositions do not usually cross Kleine Scheidegg to travel directly from Lauterbrunnen over to Grindelwald. However, a triangular junction specially built into the mountainside at Kleine Scheidegg allows the train to be turned if necessary so that it can also be used on the other side of the col. The newest of these trains reach 28 km/h on the steepest stretch.

At peak periods, additional trains can be put into operation at short intervals ahead of the scheduled train, allowing capacity to be optimised according to demand. This demands an extremely flexible organisation procedure and enormous care and attention with regard to dispatching trains. Since most of the line is single track, the extra trains display a green disk with a diagonal white line on the front to indicate to station staff and signal operators that there is a train following in the same direction The busiest stretch of railway runs from Lauterbrunnen to Wengen as this is also used to transport goods to traffic-free Wengen. The railway operates two workshops at Lauterbrunnen and Grindelwald Grund.
https://en.wikipedia.org/wiki/Wengernalp_Railway

After our decent from Jungfraujoch on the red Jungfraubahn train we boarded the bright yellow and green Wengernalpbhan (WAB) train for our further decent down the mountain to Wengen. I hope you enjoy these images of this most picturesque segment which were taken from the train with the exception of #1 and #2 which were taken at the Kleine Schidegg station. Despite the train's slow speed, the landscapes change very rapidly. Images 3-10 were taken within a 9 minute period (3 and 4 are reversed) with a Nikon D7200 and a Nikkor 18-300 lens using aperture priority. I have includes the settings for those images.
Mark