the Rhätische Bahn, which since 1913 had been operating electric traffic at 11,000 volts AC on the Engadine Line, stressed the benefits of using lower voltage than the SBB voltage. Whereas light weight air cooled transformers could be used on the Engadine Line, a heavy oil cooling system would be necessary for 15,000 volt operations, and that would greatly have increased the weight of the VZ locomotives. Additionally, the use of a single phase current system would make problem free through traffic possible in the event of electrification of the Furka Oberalp Bahn. These advantages led to the decision to use a voltage of 11,000 volts also on the Visp-Zermatt-Bahn. For the electrification of the railway facilities and the procurement of electric locomotives, a budget of 1.7 million francs was established. Responsibility for the supply of energy was transferred to the SBB, which was contractually obliged to make alternating current available in Visp, at a voltage of 15,000 volts. This energy supply was then transformed down to the required voltage. For the haulage of trains, five electric locomotives of Type HGe 4/4 were procured from SLM, SIG and MFO. As from 1 October 1929, all scheduled VZ trains could finally be operated by electricity. Of the total of eight existing steam locos of Type HG 2/3, the five oldest examples could be withdrawn. The rest remained further in service as reserves, and for snow removal. Introduction of winter operations As early as 1907, there were calls from the valley population and Zermatt hoteliers for the Visp-Zermatt-Bahn to operate also in winter. The SBB and the VZ refused to conduct such operations, however, due to the high costs that would result, and the consequent lack of profitability. Also, the danger of accidents due to avalanches and flooding was regarded as an incalculable risk. In addition, for a long time there was, on the part of the VZ, a stance that in any event Zermatt was not suited to being a winter resort. The Valais Council of State, which viewed the prospect of winter traffic positively, therefore considered the possibility of extending the obligation to operate the VZ to the winter months, at least for the section from Visp to St. Niklaus. As the concession text was limited to stipulating running times, and as, in the absence of any precedent, an amendment to the concession against the wishes of the concession holder