Eina – Fagernes railway line

Eina – Fagernes

In Eina the Valdresbane leads right over the bridge

Top speed:

at opening 40 km / h, 25 km / h

208.97	Fagernes (1906-1989)	360.0 moh.
206.84	Fagernestunnelen (80 m)
204.97	Leira (1906-1989)	372.0 moh.
196.20	Aurdal (1905–1989, from 1987 Hp)	457.4 moh.
	The stretch from Fagernes to here dismantled
190.96	Bjørgo (1905-1989)	510.0 moh.
	Industrial connection Tonsåsen
178.37	Tonsåsen (1903-1989)	682.0 moh.
172.92	Høgberget (1948-1956)
172.84	Høgbergettunnel (784 m)
165.85	Etna (1904–1989, from 1987 Hp)	479.7 moh.
160.17	Håkonstadt Tunnel (115 m)
154.81	Nordsinni (1904–1989, from 1971 Hp)	267.0 moh.
148.97	Dokka (60 m)
148.59	Dølveita (30 m)

147.91	Dokka (1902-1989)
143.40	Åvella (1937-1970)
140.20	Sawmill and planing mill Odnes (1902–1989, formerly station)	138.6 moh.
137.76	Kronborg (1937-1970)
133.93	Fluberg (1902–1989, from 1987 Hp)	154.8 moh.
131.44	Steinsvoll (1969-1970)
128.95	Bjørnerud (1905–1989, formerly station, from 1959 Hp)	175.2 moh.
127.79	Gabrielstugua (1939-1970)
126.29	Kluke (1937-1939)
124.16	Hov (1902-1989)	233.5 moh.
122.58	Klinkenberg (1937-1970)
120.73	Fall (1902–1989, from 1984 Hp)	299.2 moh.
	Fallselva (approx. 15 m)
119.09	Opperud (1937–1952)
115.81	Skrukli (1902–1989, from 1983 Hp)	393.0 moh.
111.67	Halmrastsæter (1937-1970)
109.14	Trevatn (1902-1989)	385.5 moh.
107.09	Vestli (1937–1952)
106.01	Røste (1937–1970)
	Connection Nammo AS (two loading tracks)
105.28
	Gjøvikbanen from Roa
102.02	Einavatnet (approx. 30 m)
100.89	Eina (1901)	401.8 moh.
	to Gjøvik

The railway line Eina - Fagernes (Norwegian Valdresbanen ) is a railway line between Eina and Fagernes in Fylke Innlandet in Norway . It branches off from the Gjøvikbanen . The section between Dokka and Fagernes was closed in 1989 following a decision by the Norwegian Parliament .

history

Already in 1875 there was talk of building a railway in Valdres . It was discussed whether the Bergensbane should lead through the valley. In 1894, however, it was decided that this should be built through the Hallingdal . This gave the impetus for the construction of a private railway. Three alternatives were suggested: a sideline from Nesbyen , another option was a sideline from Hen station on the Randsfjordbane . The third option was a sideline from Røykenvik or Eina on Gjøvikbane . In the end it was decided to branch off the railway line in Eina. The main reason for this was the great local interest of the rural communities.

The parliament decided to build the railway in 1899. The private railway builder Søren Sørensen was asked for an offer. The state would contribute two million kroner , in addition the communities and individuals 1.8 million kroner. In total, the line would cost an estimated 3.8 million crowns.

The line between Eina and Dokka was opened in 1902 under the name Landsbanen and expanded as Valdresbanen to Fagernes in 1906 . On November 28, 1902, the line from Eina to Dokka was opened and on November 1, 1903, Tonsåsen was reached . At that time all the money was gone. The municipalities covered the excess of 700,000 crowns. The section to Aurdal was opened on October 11, 1905 and finally Fagernes was reached on October 11, 1906.

The total cost was 4.5 million crowns, relatively inexpensive for the time. The route was very winding and so the maximum speed of the trains was originally only 40 km / h. The sleepers were made of simple, not impregnated wood. They quickly began to rot and had to be replaced after a few years. The rails were of relatively good quality and the line was built in standard gauge, although the narrow-gauge railway was the most common variant in Norway at the time. This meant that the line could be used with much heavier rolling stock than most of the other branch lines.

The route was well frequented and made a profit for many years. The excess was used to repair the route. In 1923 the Storting decided to extend the line to Vangsmjøsa , but this extension was never implemented. From 1935 a petrol railcar was used on the route, which reduced the travel time from Eina to Fagernes to 2.5 hours.

The railway line was operated privately until it was taken over by the Norges Statsbaner in 1937 after the concession expired .

Traffic collapsed dramatically in the 1980s, one of the reasons for this being a significant improvement in bus connections between Valdres and Oslo. Passenger traffic on the line was therefore stopped on January 1, 1989, while freight traffic on the Eina – Dokka section continued until 1999. The Fagernes – Leira and Leira – Bjørgo sections were dismantled in 1991 and 2003.

Current status

The part of the line that still exists today is owned by the state under the administration of Jernbaneverket . The route is not part of the state network and has no maintenance. A new business opening is only possible after a decision by the Storting . The route is also listed in the directory of Bane NOR in 2018 with the note “The route from Eina to Dokka is currently closed” .

After the closure, the Nye Valdresbanen and AS Valdesbanen took on the task of maintaining the route as a museum railway and transporting it to special tourist trains and making it possible to use draisines .

Individual evidence

↑ 4.5 million crowns in 1906 correspond to the equivalent of 264 million crowns in 2008
↑ Network Statement 2014. Jernbaneverket , archived from the original on February 3, 2014 ; Retrieved April 1, 2018 (Norwegian).
↑ Network Statement 2019 (Gyldighet period December 9, 2018 - December 14, 2019). 3.5.1 The Valdres Line. In: networkstatement.jbv.no. December 11, 2016, accessed April 1, 2018 .

Web links

Commons : Valdresbanen - Collection of images, videos and audio files

[1] 4.5 million crowns in 1906 correspond to the equivalent of 264 million crowns in 2008

[2] Network Statement 2014. Jernbaneverket , archived from the original on February 3, 2014 ; Retrieved April 1, 2018 (Norwegian).

[3] Network Statement 2019 (Gyldighet period December 9, 2018 - December 14, 2019). 3.5.1 The Valdres Line. In: networkstatement.jbv.no. December 11, 2016, accessed April 1, 2018 .