Örebro – Norrköping railway line

Örebro – Norrköping
Örebro Södra (1897)
Route length:	130 km
Gauge :	891 mm ( Swedish 3-foot track )
Maximum slope :	16.67  ‰
Minimum radius :	270 m
Top speed:	50 km / h
Operating points and routes
Legend by Örebro C 0.0 Örebro Södra Railway Örebro C – Svartå to Svartå Örebro – Skebäck railway to Skebäck / Hjälmaren Railway line Mjölby – Storvik to Hallsberg 6.2 mark 8.9 Stortorp 12.6 Hidingsta Kvismare Canal 16.7 Kvismaren 20.6 Sköllersta 24.0 Tarsta Västra stambanan from Hallsberg 30.4 Pålsboda Västra stambanan to Katrineholm 36.5 Svennevad 42.5 Glottra Junction Glottrasjön 50.6 Hjordkvarn 55.0 0.0 Tornfors 2.0 Bjornhammar 57.4 Trolleflod 60.5 Ormon 63.8 Skönnarbo 66.4 0.0 Ljusfallshammar 4.0 Grytgöls Bruk (gauge 600 mm) 70.1 Prästköp 73.4 Borggård Stora Tron junction 74.9 Hallestad 78.3 Otherwise or 87.9 Finspång (formerly personal stop) Finspång – Lotorp railway to Yxviken New Kimstad – Finspång line 94.9 Doverstorp 102.6 Ljusfors Motala stream (50 m) 105.3 Skarblacka (formerly Bhf.) Krokhagen New line from Finspång Södra stambanan from Norrköping C 110.8 Kimstad 114.8 Norsholm (formerly station) Göta Canal Östra stambanan to Linköping C NVHJ after Hultsfred 116.3 Lillie 119.3 Klinga 124.5 Kneipp bathing (later Norrköping Västra) NSVJ from Valdemarsvik from Norrköping C 129.2 Norrköping Östra

The Örebro – Norrköping railway was originally a narrow-gauge railway in Sweden . It emerged over the years from several independent railway companies that merged to improve rail operations. From the approximately 130-kilometer route, only a 23-kilometer, on existing standard gauge vice spurt remnant.

history

At the beginning of 1895 there were considerations to merge the narrow-gauge railways in the province of Östergötland . After Pålsboda – Finspångs Järnväg (PFJ) went into operation, four new railway companies were formed in the region around Pålsboda and Hultsfred. These were Finspång – Norsholms Järnväg (FNJ), Norsholm – Ristens Kommunikationaktiebolag (including the Norsholm – Bersbo line) (NBJ), Västervik – Åtvidaberg – Bersbo Järnväg (VÅBJ) and Västervik – Hultsfreds Järnvag ( Hultsfreds Järnvag). PFJ and PNJ shared management, as did NBJ, VÅBJ and HWJ. The proposal was to investigate whether it was possible to merge the five separate railroads into one common administration. It turned out that the companies had too different views, so the proposal did not go ahead.

Independently of this, there was an extraordinary general meeting of the FNJ in the same year, at which Carl Edvard Ekman proposed to sell the railway to a consortium which the FNJ and the PFJ should operate as a joint company. The meeting approved this proposal under the conditions that the new company must assume the liabilities and commitments from the pension fund. Ekman made the same proposal to the general meeting of the PFJ, whereby he was supported by Ax. Ekman received support from Finspångs Styckebruk . This proposal was justified here with the weak position of the stock corporation and the poor future prospects. According to the resolution of the meeting, a sale would be approved if the new consortium guarantees greater future security.

The shareholders of the two companies then agreed at extraordinary general meetings in 1895 to sell them to the consortium. This resulted in the founding of Norra Östergötlands Järnvägar (NÖJ).

Norra Östergötlands Järnvägsaktiebolag

The Norra Östergötlands Järnvägsaktiebolag was founded on November 30, 1895. The purpose of the company was to acquire Pålsboda – Finspång Jernvägsaktiebolag and Finspång – Norsholms Järnvägsaktiebolag in order to jointly operate their routes between Pålsboda and Finspång and Finspång and Norsholm . The first board consisted of Lieutenant Colonel GK Falkengren, bank director B. Söderbaum and hut owner O. Lundqvist. Falkengren was elected as chairman of the board. The company's articles of association were approved on December 6, 1895. The seat of the company was Norrköping . One could take over the state loan of the FNJ as well as concessions of the two railway companies for their routes.

Behind this entire development was the patron Carl Edvard Ekman. He was the one who built Pålsboda – Finspångs Järnväg with strong support from local authorities and private individuals . He also built Finspång – Norsholms Järnväg , mainly with his own resources . It was his proposal to merge the two railways in the north to form Norra Östergötlands järnvägsaktiebolag (NÖJ).

While the ownership of the two companies had previously been kept strictly separate and even travelers in Finspång had to change to the trains of the other company, continuous trains ran between Pålsboda and Norsholm from the time the new company was founded. The NÖJ formally took over the operation of the PFJ and FNJ on January 1, 1896.

Örebro – Pålsboda railway line

After the two routes were merged, planning for an expansion began. Örebro was in the immediate vicinity, so a large volume of freight was expected. After various investigations, the company decided to build the line between Örebro and Pålsboda. The railroad was opened to public use on January 5, 1901.

→ Main article : Örebro – Pålsboda railway line

Kimstad – Norrköping railway line

Kimstad Railway Station (2008)

As early as 1899, an extension of the route to Norrköping was planned with Kimstad as the starting point .

Ultimately, there were three applications for the construction of narrow-gauge railways at the same time, all with the end point in Norrköping:

• Finspång – Butbro – Norrköping,
• Maspelösa – Ljusfors – Norrköping,
• Kimstad – Norrkoping.

The Royal Construction Office decided on July 3, 1903 for the Kimstad – Norrköping proposal. The line was opened in stages on June 6, 1906 and August 2, 1910.

→ Main article : Kimstad – Norrköping railway line

Total Örebro – Norrköping route

Norrköping Östra station

With the commissioning of Norrköping Östra in August 1910, the entire line between Örebro and Norrköping was completed. The narrow-gauge railways in Östergötland formed a 132.3 km long railway line. The port of Norrköping could now be reached by freight train. Apart from major expenses for Norrköpings Östra, the cost estimates were largely kept. With the Kimstadsbanan , the narrow-gauge railway was upgraded and became an important link between two large cities.

The length of the sidings was 25.518 km. In the main track, the maximum gradient was 16.67 ‰ and the minimum curve radius 200 meters. The rails of the main track were made of steel with a meter weight of 17.2 to 24.8 kilograms per meter. The maximum speed was 50 km / h.

The vehicle fleet consisted of 14 steam locomotives ( tank locomotives ), two diesel multiple units , 19 two-axle passenger cars , several bogie passenger cars , 472 baggage and freight cars , three combined two-axle mail cars , ten transfer cars and an ambulance. The number of employees was 151 permanent employees, 41 additional employees, 28 workshop workers and 16 track workers.

Technical improvements between 1924 and 1932

In the early 1920s there was only minor construction work. If the rails needed to be changed, the sleeper spacing was reduced from 760 to 640 mm. The bridge over the Motala stöm at Skrebslacka was strengthened, the bridge at Borggård was rebuilt and the bridge over the Svennevadsån got a new structure. By strengthening the superstructure, the top speed could be increased from 50 km / h to 60 km / h in 1928. Various level crossings were already equipped with automatic light and sound signaling systems at this time.

The SJ carried out major construction work on the stretch between Kimstad and Norsholm . The Royal Construction Office was of the opinion that, according to the agreement on the shared use of these stations, the NÖJ should contribute to the costs with an estimated amount of 115,139 crowns. The NÖJ denied this on the grounds that the work was a consequence of the double-track expansion of the Norrköping – Linköping railway line , which does not affect this agreement. Since no agreement could be reached, the construction office called an arbitration court. This decided on May 16, 1925 that the NÖJ had to pay 20,000 crowns to the SJ.

In 1927 a Lastplads (loading point) for the Glans Kalkbruk and in Trolleflod a loading point for the Domänverket were created near Lenbergsvik . In 1930 the workshop in Finspång was expanded for around 40,000 kroner, and in the same year a gravel pit was acquired at Otherwiseorp for 6,000 kroner.

Proposed extensions of the NÖJ

Already in 1906 a license was applied for to expand the NÖJ from Borggård via Tjällmo to Godegård on the state railway line Mjölby – Hallsberg and on via Zinkgruvan and Åmmeberg to Askersund and finally to Laxå on the Västra stambanan . This route would have offered the possibility of connecting the Belgian company Vieille Montagne in Åmmeberg to the rail network in order to then bring zinc ore from the Åmmeberg mine to the port in Norrköping. There it was to be brought by barge over the Vättern and later by rail to Gothenburg , where it could be shipped abroad. This could have saved freight costs.

Norrköping was very interested in the transports via the port there, but suggested a standard-gauge route from Norrköping north of the lake to Finspång, which could also have opened up the zinc mine from Åmmeberg to Laxå.

Both proposals met with rejection in the Royal Construction Office, but on April 15, 1911 it granted a concession for a narrow-gauge line to Askersund. Since there were difficulties in raising funds, the concession was divided in 1918 into two sections, Borggård – Godegård and Godegård – Askersund.

The concession was held and extended until the 1920s. As it was not possible to arouse sufficient economic interest for the shorter section Borggård – Godegård, the concession expired.

In 1925 a new planning of the station in Pålsboda was considered. When the line between Pålsboda and Finspong was built, it was brought into the station from the west. The same happened with the line coming from Örebro, so that a locomotive change was necessary for every passing train. Therefore, according to this proposal, the route should be changed so that Pålsboda could be left as a through station to the east. The planned construction costs of 95,000 kroner were offset by annual savings of 6,000 kroner. The company's board of directors was very interested in this variant. Due to the economic situation around 1930, however, the execution was postponed to an indefinite time. When the passenger traffic was later taken over by railcars, the conversion was no longer significant.

The largest freight customers were the industrial enterprises in Finspång and more in Skärblacka and Ljusfors that the Fiskeby Fabriks A / B belonged. These companies were looking for inexpensive ways to transport their raw materials and their finished product, pulp . They negotiated with the company about lower freight prices. The Fiskeby company was of the opinion that it would be advantageous to build a standard gauge connection and had calculations for the costs of a standard gauge industrial line from Okna to Skarblacka station on the Norrköping – Linköping line. At the same time, however, the NÖJ favored the construction of a three- rail track between Kimstad and Skärbläcka. None of these projects were carried out at the time.

In 1929, the company procured eight trolleys to be able to transport standard-gauge wagons over the narrow-gauge route. This now made a simpler option possible, as the machines, which were primarily manufactured in Finspång, could be loaded into standard-gauge wagons for dispatch.

In 1931 a proposed extension of the NÖJ to the north from Örebro via Kortfors via the Nora – Karlskoga Järnväg to Grythyttan an der Bergslagsbanan and to Hällefors Järnväg was discussed. Despite the interest of the residents, a profitability calculation showed a negative result.

Economic development

The rail company's economic performance remained largely positive in the 1920s. From 1930 onwards, it experienced a catastrophic decline. The main reason was the economic downturn in the late 1920s. Then there was the increasingly tough competition with motor vehicles. The number of automobiles in Sweden rose after the First World War from 61,820 in 1924 to 145,258 in 1930, the number of trucks from 15,246 in 1924 and 38,757 in 1930.

On the part of the railways there have been several requests to regulate the relationship between motor vehicles and railways. In 1927 the king had a conference called in Stockholm. Political representatives of the country, the Statens Järnvägar and the private railway companies were invited. The Danish, Finnish and Norwegian governments were also invited. However, the difficulties of the railways were not sufficiently taken into account at the meeting. The authorities did not decide to restrict general competition. So the railway companies had to adapt to the situation. Increasingly, bus routes began to be established to compete with existing private companies. The NÖJ also considered measures to strengthen the company to compete against the car. The board of directors decided to lower the price of the outward and return travel tickets and to adapt them to the prices of the state railways, which meant a reduction of 25 to 33%.

To achieve further savings, there was talk of merging narrow-gauge railways in Östergötland and Norra Småland long before. An investigation into this matter took place as early as 1910 under the chairmanship of Governor Swedelius. This study included the routes Fågelsta- Vadstena -Ödeshög, Linköping Fågelsta, Linköping- Ringstorp , Norsholm-Bersbo, Västervik- Åtvidaberg -Bersbo, Hultsfred - Västervik , Norrköping Finspong-Pålsboda-Örebro, Norrköping- Söderköping - Valdemarsvik and Norrköping Arkösund .

But it was not until 1930 that the NÖJ and the Mellersta Östergötlands Järnvägar (MÖJ) formed the Trafikförvaltningen Östergötlands smalspåriga järnvägar (TÖJ). The company was based in Norrköping, with Finspång as the main workshop for the vehicles.

→ Main article : Trafikförvaltningen Östergötlands smalspåriga järnvägar

Road traffic

From 1926, the company used trucks and buses for passenger and goods traffic on the Resta – Hidingsta, Ökna – Hidingsta and Sköllersta – Ekenäs routes. In the same year the Ljusfors – Boberg route followed, which was extended to Tolskepp the following year. In 1929 a bus connection between Örebro and Hidingsta was established, mainly for industrial workers in Örebro.

In 1934 the Regna – Grytgöl – Hällestad – Finspång bus line was bought. However, traffic on the Regna – Grytgöl route was so low that it was discontinued. In 1937 the bus service with the Grytgöl – Ljusfallshammar – Skönnarbo line was expanded and in 1939 it was extended further. From Skönnarbo the route then led via Ljusfallshammar, Grytgöl, Hällestad, Tallberga, Borggård, Skräddartorp and Tallberga to Finspång.

vehicles

In 1940 the NÖJ had 17 steam locomotives in operation. This was the greatest number in the Company's existence. The largest of them had a dead weight of 71 tons and were so long that some turntables were no longer sufficient. These locomotives were used in reverse from Pålsboda.

From 1874 to 1964, 24 different steam locomotives were used. The first of these was the Finspong (Nohab / 1873) and the last with its own number the NÖJ 22 (Motala / 1946). In addition, two locomotives from Nordmark-Klarälven-Järnväg were added in 1937 , but they were sold again in 1945. In 1919 two locomotives were sold to the coal mines on Svalbard . NÖJ 18 was given to the Östergötlands Järnvägsmuseum in Linköping in 1963 .

Before 1940, most of the passenger traffic had been transferred to rail buses . The steam locomotives were only used on days with a lot of passenger traffic. The railcar was traveling at a speed of 75 km / h. The travel time on the Pålsboda – Finspång route in 1950 was one hour and 15 minutes.

The traffic volume was 645,973 people and 325,795 tons of freight in 1943, compared to 293,228 people and 252,874 tons of freight in 1924.

nationalization

As part of the general nationalization of the railway , with effect from July 1, 1950, the Trafikförvaltningen Östergötlands smalspåriga järnvägar with 401 km became the property of Statens Järnvägar , who took over management.

The purchase of the TÖJ had already been planned in the mid-1940s, but was delayed by the Second World War. Since there were no problems for any of the routes due to financial difficulties, the process was delayed for a few years. After the war, it wasn't long before road competition increased. At the turn of 1949/50, negotiations about the sale to the state began. According to the signed preliminary contract for the sale of the narrow-gauge railways in Östergötland, the transfer to the state was set for March 2, 1950. Three companies were united in the TÖJ: NOJ: 132.3 km, MÖJ: 167.6 km and VB: 101.1 km. These formed the northern part of the eastern narrow-gauge network. MÖJ and VB had relatively little traffic. The transition did not take place until July 1, 1950, because the agreement was passed by parliament and the railway companies at two successive meetings. The administrative seat was Norrköping Ö, the largest station in the area of ​​the TÖJ.

For Norra Östergötlands Järnvägar (NÖJ) and Mellersta Östergötlands Järnvägar (MÖJ) the state paid 1,319,400 kroner including 26,000 kroner liquidation costs. The city of Norrköping received for its preferred shares was 945,000 crowns. This was the same amount the city had originally paid, plus a five percent dividend. For Norra Östergötlands common shares, which had a nominal width of 50 kroner, the shareholders received 55 kroner per share. For the Vikbolandsbanan (VB) the state paid 1,928,400 kroner and liquidation costs of 21,000 kroner, which meant 74 kroner per share. For the remaining 941 shares in Norra Tjusts trafik AB, which were held by the city of Norrköping and various municipalities in Östergötland, the state pays 380 kroner per share.

Immediately after the takeover, the SJ began with rationalization measures. Steam locomotives were used in freight transport until 1964, but transport was carried out with diesel locomotives whenever possible.

Modifications and shutdown

Kimstad – Finspång
Route number :	64
Route length:	22.4 km
Gauge :	1435 mm ( standard gauge )
Top speed:	40 km / h
Legend Södra stambanan from Linköping C 0.000 Kimstad 37 m ö.h. Södra stambanan to Norrköping C 5,600 Skarblacka 34 m ö.h. Finspång – Norsholm railway line (narrow gauge) 22,440 Finspång 23 m ö.h. Finspång – Lotorp railway line (narrow gauge)

Because of the large volume of goods, the Kimstad – Skarblacka line was supplemented with a third rail on standard gauge, as proposed in 1925, and traffic on the three-rail track with standard gauge wagons began in 1960. The last construction project was the conversion of the line between Skarblacka and Finspång to standard gauge in 1962 . With the start of operations on this standard-gauge line on July 22, 1962, the narrow-gauge operation between Kimstad and Finspång ended at the same time.

The last rail bus between Örebro and Finspång ran on Saturday, May 26, 1962. Before all traffic on the Örebro Södra – Hjortkvarn line was stopped the next day, May 27, 1962, a passenger train with a steam locomotive ran again with 288 passengers , the N4p 3159, which was used on the line earlier as NÖJ 17 (Motala / 1920). This ended the passenger traffic between Hjortkvarn and Finspång, the Örebro Södra – Hjortkvarn line was dismantled in the same year.

On September 1, 1962, passenger traffic between Norrköping Östra and Kimstad was discontinued. From June 1, 1963, regular freight traffic was no longer operated on the line; trains only ran here occasionally shortly after the official closure. In the second half of 1963 the line was dismantled.

All traffic between Kimstad and Norsholm ended on May 31, 1964, and the line was dismantled in the same year. On January 1, 1970, passenger traffic ended on the standard gauge section between Finspång and Kimstad.

From 1967 there was only one freight train per day between Finspång and Hjortkvarn . The type Z4p locomotives were sufficient for these trains . The traffic continued to decrease, later only two trains were run and at the end only one train per week. The track was in poor condition and the maximum speed was set at 15 km / h. Freight traffic on the last narrow-gauge line of the SJ between Hjortkvarn and Finspång officially ended on July 1, 1988, unofficially, the traffic was stopped on September 1, 1987. The tracks were dismantled in several stages between 1988 and 1991. Between Finspång and Borggård, a cycle path was built on the former railway embankment , which was opened in 1991.

From the former 132.3 kilometer long 891 mm narrow-gauge railway network of the NÖJ, only the 23 kilometer long standard gauge line between Kimstad and Finspång, on which only freight traffic takes place, remained.

Future prospects

Trafikverket is planning to electrify the Kimstad – Skarblacka section. Preparatory planning began in 2020.

Individual evidence

1. ^ Association of Central European Railway Administrations (ed.): Station directory of the European railways . (formerly Dr. Koch's station directory). Barthol & Co., Berlin-Wilmersdorf 1939.
2. ↑ Route in Ljusfallshammar near Stig Lundin
3. ↑ Routing in Kimstad to Stig Lundin
4. ^ Route in Norsholm to Stig Lundin
5. ↑ Routing in Norrköping Östra to Stig Lundin
6. ^ Locomotive statistics according to Pospichal
7. ^ Directory of the NÖJ steam locomotives at Stig Lundin
8. ↑ SJ N4p with Stig Lundin
9. ↑ Elektrifiering av järnvägen mellan Kimstad och Skrebslacka. In: trafikverket.se. Retrieved August 9, 2020 (Swedish). 
10. ↑ ELECTRIFIERING KIMSTAD – SKÄRBLACKA. BANDEL 563. In: trafikverket.se. Retrieved August 9, 2020 (Swedish, plan drawing). 

Web links

• History of the Norra Östergötland Järnvägar at historiskt.nu (swed.)
• Kimstad – Finspång. In: järnväg.net. Retrieved February 7, 2016 (Swedish). 
• Lars-Erik Thorsell: Järnvägen mellan Finspång och Pålsboda. Archived from the original on August 11, 2007 ; Retrieved February 7, 2016 (Swedish, source: Hällestad Marknadsallians årsalmanacka).