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The first paved road through the mountains
The NRLA follows on from a centuries-old tradition of transport routes through the Swiss Alps.
View eventJourney times become shorter and shorter
In the early modern era, it takes travellers at least ten days to cover the 310 kilometres from Basel to the Italian border; now that same trip can be done in less than four hours.
View eventAn iron road made of steel
The rail is not a standard design: it goes through multiple variants in the course of its development.
View eventThe long-standing committee
The legendary Gotthard mountain range also gives its name to a committee. Dedicated to promoting development of the Alpine axis, it was formed in 1853.
View eventTicino sets the pace
The peripheral region of Ticino boasts some magnificent historic stations. The locals are quicker off the mark than their counterparts in central Switzerland, building while money is still available.
View eventKeeping danger in check
Building a tunnel is a dangerous undertaking for those working on it. Various construction sites at the Gotthard attest to the fact that safety precautions are being progressively improved.
View eventInauguration of the Gotthard Tunnel
When it opens, the first tunnel through the Gotthard is the longest rail tunnel in the world. It is mostly financed by foreign capital.
View eventThe Gotthard railway in literature
Spitteler, Moeschlin and Schädelin are just some of the writers captivated by the Gotthard railway.
View eventThe second tunnel
After the Gotthard, the Simplon Tunnel becomes the second rail line through the Swiss Alps. Now, western Switzerland is connected to the south.
View eventNationalisation of the Gotthard Railway Company
The SBB is created following the nationalisation of Switzerland’s major private railways. The last to be integrated is the Gotthard, which proves to be the most profitable line.
View eventLink through the Lötschberg
The Lötschberg line and its tunnel connect Switzerland’s western plateau with Italy.
View eventThe battle with nature
Railways are a comparatively environmentally friendly means of transport. In the Alps, however, they come up against the forces of nature.
View eventThe first base tunnel
Long before the Gotthard and Lötschberg, the first base tunnel in Swiss rail history is driven through the hills at Hauenstein near Olten.
View eventWater replaces coal
Electrification of the Gotthard line is completed in 1924. Switzerland now gets the energy to power its trains from its own hydroelectric plants rather than coal from Prussia.
View eventThe Europe-Africa Express
An engineer has a vision: from Basel to Chiasso by rail in just two hours – time enough for a shower, a haircut and some telephone calls.
View eventRail tourism
Rail is a popular means of transport. Switzerland’s railway lines contribute to its success as a tourist destination.
View eventVisionaries
Spühler, Gnägi, Bonvin, Ritschard, Schlumpf: Federal Councillors and NRLA visionaries.
View eventThe Gotthard Base Tunnel
The Confederation moots the idea of a «Gotthard Base Rail Tunnel», and commissions Elektro-Watt to develop a project.
View eventRoad vs rail
After the Second World War, plans are made for a road tunnel through the Gotthard. In 1963 the SBB call for a base tunnel, but the Federal Council favours the road solution.
View eventCar vs rail
Rail has held onto its lead for a long time, but with the opening of the Gotthard road tunnel in 1980 road transport through the Alps mounts a strong challenge.
View eventCombined goods transport
Hupac is the largest provider of combined goods transport through the Alps. It succeeds despite opposition from the railways and the haulage industry.
View eventThe tunnel plan
Specialists arguing for a Gotthard Base Tunnel point to Switzerland’s important position as a European transit nation.
View eventThe abortive project begins
The plan for the first Gotthard Base Tunnel is thwarted by the economic crisis of the mid-1970s.
View eventTraffic forecasts
Forecasts often turn out to be incorrect, but in 1990 the Federal Council gets it spot on.
View eventEnvironmental policy turnaround
In the 1970s, people become increasingly aware of ecological concerns. Attention focuses on forest dieback and protecting the Alpine environment. The NRLA is one of the beneficiaries.
View eventThe overall transport strategy
The coordination of transport policy, with funding from the Confederation, forms an important basis for the NRLA.
View eventGotthard or Splügen?
A tunnel through the Gotthard would be more profitable, but the Splügen would bring more benefits to the regional economy, the experts conclude.
View eventCoordination of rail transport
For a long time, road and rail planning and construction are uncoordinated. While the road network is progressively modernised, the railways lag behind. In 1981 the federal government steps in.
View eventThe Gotthard myth
The Gotthard enjoys mythical status in Switzerland. It symbolises Switzerland’s defensive potential, but also its transit function.
View eventA dissertation revives a railway
Rarely has an academic dissertation caused such a political stir. Hans-Jörg Bertschi’s work lends new momentum to the NRLA.
View eventRail 2000
For all the talk of the NRLA, Rail 2000 is also a big part of the story. It encouraged the drive towards a denser rail network and an expanded infrastructure.
View eventMaking it happen
Ogi, Leuenberger, Leuthard: the Federal Councillors who implement the NRLA.
View eventFive options
Lötschberg-Simplon, Gotthard, Ypsilon or one of two Splügen options? The Federal Council decides to pursue the Gotthard and Lötschberg-Simplon options.
View event«Rail with road»
In an influential report, Infras recommends an internationally coordinated approach, and shifting road traffic onto the railways.
View eventOrder, build, operate
For the NRLA’s construction, the Confederation separates infrastructure from operations. The new project management system is a success.
View eventCross-border solutions
A European transport conference in Frankfurt in 1989 gives its backing to rail transport. Adolf Ogi is there representing Switzerland.
View eventNo link for Eastern Switzerland
A rail line through the eastern Alps is eastern Switzerland’s dream. While those hopes come to nought, the region is included in the network option.
View eventThe Federal Council reaches out to the people
The route to the NRLA is paved with briefing events intended to inform, convince, and then inform and convince all over again.
View eventWindow of opportunity
Some chances only come once. Even then, they sometimes go unnoticed. Ogi, however, is ready.
View eventThe problem with slots
Planning rail traffic is a complex business: trains travelling on the same tracks can only overtake at a small number of places. The principal planning unit is known as a slot.
View eventParliament backs the NRLA
Parliament’s backing for the construction of the NRLA is based on regional, environmental and European policy arguments.
View eventAgreement with Europe
Even before the Swiss people vote on the NRLA, politicians are discussing the project in their negotiations with the EEC.
View eventApproval from western Switzerland
The main beneficiaries of the base tunnels through the Gotthard and Lötschberg are Zurich, Bern, Valais and Ticino. But the French-speaking cantons of western Switzerland also gain from the NRLA.
View eventYes to the NRLA
Swiss voters approve the NRLA proposal by a clear majority, paving the way for construction of the new Gotthard, Ceneri and Lötschberg tunnels.
View eventNo to the EEA
Transport policy negotiations with Europe falter when Switzerland votes narrowly against joining the European Economic Area.
View eventTunnel vision
The NRLA is architecture. A minimalist formal language pervades its every construction, even down to the barely visible tunnels.
View eventThe NRLA and Europe
From the outset, business representatives and politicians view the NRLA as a project that will advance Switzerland’s integration into Europe.
View eventPressure from the environmental movement
The «construction project of the century» is the subject of heated debate, with politicians, administrators and environmental organisations grappling to find common solutions.
View eventWork begins
The NRLA is far more than just the Gotthard Base Tunnel, but the first exploratory boring for the NRLA project takes place at the Gotthard.
View eventSpatial planning
Transport routes change the landscape. The routing of the NRLA lines thus becomes a matter of spatial planning.
View eventYes to the Alps Initiative
The unexpected popular vote in favour of the Alps Initiative accelerates development of the NRLA.
View eventGreen light for the network option
The Federal Council confirms the network option for the NRLA, clearing the way for construction of the Gotthard-Ceneri and Lötschberg axes.
View eventTransport policy as financial policy
Federal Councillor Otto Stich is convinced that the NRLA will cost more than the estimated 14 billion Swiss francs.
View eventLinks to other countries
The success of the NRLA hinges on countries other than Switzerland. The amount of freight carried by rail will only increase if the Rotterdam-Genoa axis is modernised.
View eventRotterdam–Genoa
Expansion of the Rotterdam–Genoa freight axis makes slow progress. Italy lags behind on sea-port links.
View eventUri’s concerns
The canton of Uri is particularly affected by construction of the Gotthard axis. It wants the approach route to the rail tunnel to run underground. Negotiations with the Confederation run far from smoothly.
View eventYes to public transport funding
Funding for the NRLA is secured: over 30 billion francs are to be spent modernising Switzerland’s rail infrastructure.
View eventSupervision
Responsibility for ensuring that the large-scale project proceeds efficiently and in accordance with the law lies with parliament’s supervisory delegation.
View eventThe SBB becomes a limited company
Rail Reform 1 aims at a gradual liberalisation of rail transport.
View eventAdjustments go unnoticed
Almost unnoticed by the public at large, the Federal Council brings forward the previously postponed construction of the twin-track Zurich-Thalwil tunnel.
View eventConstruction begins
Although work actually began earlier, the first blasting at the Lötschberg is regarded as the official start of NRLA construction.
View eventThe big shift
With the expansion of the NRLA, goods traffic through the Alps is progressively transferred from road to rail, though more slowly than planned.
View eventThe end of the 28-tonne limit
For the first time, goods vehicles weighing forty tonnes are permitted to travel on Swiss roads. In return, the EU accepts the heavy vehicle fee.
View eventGeology and surveying
Tunnel construction depends on scientific knowledge. Geology helps to find ways through the rock.
View eventA fire brings big changes
The fire in the Gotthard road tunnel is a shock. As a consequence, safety precautions are made more stringent in rail tunnels too. The fire paves the way for the second road tube.
View eventYes to the Ceneri Base Tunnel
Funding for the Ceneri tunnel is controversial. Federal Councillor Moritz Leuenberger argues strongly in its favour.
View eventThe costs
Funding for the project is hotly debated. The main issue is rising costs.
View eventControl in the tunnel
A new control system transmits movement commands via a digital radio network to a screen in the driver’s cab.
View eventConstruction of the Ceneri tunnel
The Ceneri Base Tunnel is the third major project forming part of the NRLA. Although somewhat overshadowed by the Gotthard and Lötschberg tunnels, it will usher in a new era for regional transport in Ticino.
View eventBreakthrough in the Gotthard
The Gotthard Base Tunnel is the centrepiece of the NRLA. The first breakthrough by a boring machine takes place in the east bore.
View eventHistorians and the NRLA
To date, only one academic history of the NRLA has seen the light of day. It was written by the German historian Markus Höschen at the University of Paderborn.
View eventThe Lötschberg enters operation
With the opening of the Lötschberg Base Tunnel, a first section of the NRLA becomes operational.
View eventTraversing the Piora Basin
The Piora Basin, with its sugar-grain rock, threatens to endanger construction of the Gotthard Base Tunnel.
View eventThe 5.4-billion stage
How much will the NRLA cost? Initial estimates quote a figure of 12 billion francs. In 2009 Parliament approves an additional and decisive sum of 5.4 billion.
View eventFrom drawing to 3D model
Major construction projects require meticulous preparation. They are underpinned by a vast range of plans.
View eventUsing the tunnels to get away
The vast majority of passengers taking the train for their journey through the Alps are travelling not for business but for pleasure.
View eventNo to the Porta Alpina
It is a popular vision: the Porta Alpina to connect Sedrun and the Surselva via a lift to the Gotthard Base Tunnel.
View eventA million visitors
During construction of the Gotthard and Lötschberg Base Tunnels, the general public have an opportunity to view the inside of the mountain. Huge numbers do so.
View eventThe four-metre corridor
In order to transport the heavier loads, not only the tunnels but also other parts of the rail infrastructure need to be adapted.
View eventRock meets concrete
The Gotthard Base Tunnel is a high-tech product – and, like every tunnel, the result of much hard graft: by labourers, masons and concrete layers.
View eventTests on the Gotthard
There is a lot of technology in the new Gotthard line. Extensive tests are carried out to ensure it works properly.
View eventTunnels of the world
Whose tunnel is the longest? Tunnel construction is a never-ending competition for the world record.
View eventHigh-profile guests at the opening ceremony
No expense is spared at the Gotthard Base Tunnel inauguration ceremony in 2016. Merkel, Hollande and Renzi are in attendance, but not the heads of the EU.
View eventCosts and benefits
The NRLA has cost a lot of money. Time will tell how great the economic benefits are.
View event43,152 trains
In the opening months, traffic in the new Gotthard Base Tunnel occasionally grinds to a halt. The SBB lay on extra trains to cope.
View eventThe train feels the strain
The Lötschberg Base Tunnel becomes a victim of its own success. Planning for an expansion is already under way.
View eventMind the doors
The escape doors installed in the Gotthard tunnel are the best there is. They owe their construction to the NRLA. One major innovation led to multiple minor innovations.
View eventA vulnerable transport system
When the track subsides at Rastatt in summer 2017, traffic grinds to a halt. The collapse highlights the fragility of Europe’s rail system.
View eventA language in themselves
Every wagon, coach and locomotive bears an assortment of cryptic symbols, letters and numbers without which the railway could not operate.
View eventEscher forever?
The Gotthard line comes about thanks to Basel politics, new tunnel construction technology and an international consensus. Escher’s influence is overestimated.
View eventCeneri, the third base tunnel
The NRLA is more than its three tunnels, but they are convenient media labels for the project stages. Completion of the Ceneri Base Tunnel in 2020 marks the end of the NRLA.
View eventWhither the mountain routes?
Not everyone is a winner from the NRLA. The future of the world-famous Gotthard mountain route through the Urseren Valley and the Leventina is still undecided.
View event