Malmö – Ystad railway line

		Södra stambanan from Lund

		to the harbour

	0.0	Malmo C
		Malmö gbg
		Indre Hamnen (freight trains only)
	0.0	Malmo Västra
		Kockums shipyard
		Malmö – Limhamn banan
		Kockum's Mech. Workshop
	3.5	Södervärn
		Malmö – Trelleborg banan to Trelleborg
	1.0	Östervärn (PV until 2010)
		Malmö – Simrishamns Järnvägar to Simrishamn
		Malmö – Genarp Järnvägar to Genarp
		Continental railway to Trelleborg
		to Ystad

Operating points and routes

Legend

		Southern trunk line from Lund
	0.0	Malmo Västra
		to the harbor and Limhamn
		City tunnel Malmö
	0.0	Malmö C (high or low)
		Malmö gbg
	1.0	Östervärn (PV until 2010)
		Malmö – Simrishamns Järnvägar to Simrishamn
		Malmö – Genarp Järnvägar to Genarp
	2.0	Triangles (since 2010)
	3.0	Persborg (PV until 2010)
	3.5	Södervärn
		City tunnel Malmö
	6.0	Hyllie
		Oresund Railway to Copenhagen
	6.2	Hindby
		Fosieby
	11.0	Svågertorp (since 2010)

	7.0	Lockarp
		Continental railway to Trelleborg
	10.7	Oxia
	11.0	Oxia
	16.2	Skabersjö
		former line from Trelleborg
	21.1	Svedala
		former route to Lund
	27.6	Börringe
		Railway line Börringe – Östratorp to Östratorp
	30th	Lemmeströ
	33.9	Näsbyholm
	38.7	Bizarre
	44.4	Rydsgård
		former route to Trelleborg
	49.1	Rynge (formerly PV)
	51.3	Marsvinsholm (formerly Bf)
	54.9	Charlottenlund
		former route to Skivarp
	56.0	Svarte
	63.0	Ystad
		Railway ferry from Świnoujście
		Route to Simrishamn

The Malmö – Ystad railway is a Swedish railway in Skåne . It was built by Malmö – Ystads Järnvägsaktiebolag (MYJ), a private railway company , between Malmö Västra and Ystad . Since the line was built with strong support from the lords of the time, who led it past their mansions, the line was called Grevebanan ( German Grafenbahn ).

Since the name reform of the Swedish railway lines by Banverket in 1990, the Lockarp – Simrishamn section has been referred to as Ystadbanan .

history

The Count of Börringekloster, Corfitz Beck-Friis, was particularly committed to establishing a railway line between Malmö and Ystad. As early as 1866 he had collected enough money that an investigation into the construction of a line between Ystad and Malmö with a branch to Trelleborg could be initiated. At a meeting on May 2, 1866 in Malmö, the captain of Väg- och vattenbyggnadskåren ( German road and water engineering office) , Frykholm, was entrusted with the examinations and the preparation of a cost estimate.

In September 1866, Frykholm finished his research. Another meeting took place on September 26th at which a committee of 14 people was appointed. Frykholm presented his proposals to this committee. In connection with a standard-gauge railway, he had worked out two variants:

Proposal 1 included a cost estimate of 4,150,000 crowns . A superstructure with rails weighing 29 kilograms per meter was to be built. This proposal did not contain any vehicles and provided that Statens Järnvägar should operate the route with their locomotives and wagons.

Proposal 2 included a cost estimate of 4,750,000 kroner. The superstructure was to be built in a lighter design with rails weighing 24.5 kilograms per meter. For this purpose, the procurement of its own vehicles was planned and, in agreement with SJ and Ystad – Eslövs Järnvägsaktiebolag (YEJ), the joint use of the stations in Malmö and Ystad.

Decision for the gauge

Another meeting followed on July 1, 1869. Frykholm was asked to do a calculation for an even simpler superstructure. This proposal amounted to 3,950,000 crowns and included the purchase of five steam locomotives. Cars were not included in the calculation because it was assumed that SJ would provide them. The SJ side was not interested in this variant, so the proposal was recalculated with the procurement of wagons. Now the forecast was 4,390,000 crowns.

Applications for a concession and a public loan have now been submitted. Since it was announced that state subsidies were not to be expected, interest in the construction of the route decreased. Only in the summer of 1872 further meetings were held in Anderslöv. There it was decided to investigate what the costs would be if the line were built as a narrow-gauge railway. JM Ekström, captain of Väg- och vattenbyggnadskåren , was commissioned to carry out this study. He came to the conclusion that a narrow-gauge railway with a track width of 891 mm and rails with a weight of 17 kg / m for the Malmö – Ystad route would cost DKK 2,269,033 and a branch between Skabersjö and Trelleborg would cost DKK 732,335.

Ekstromer's proposal met with approval until, in early 1872, E. Sandell, Lieutenant des Vägoch vattenbyggnadskåren , was commissioned to carry out another investigation and cost estimate for a narrow-gauge railway with its own station on the west side of the harbor in Malmö and its own station in Ystad. Sandell presented the proposal on November 2, 1872 in Malmö. It was a track with a gauge of 1067 mm and rails with a weight of 17.2 kg / m, which he estimated at 2.4 million crowns including the vehicles.

Malmö – Ystads Järnvägsaktiebolag

This proposal met with approval. Again a twelve-person committee was formed and met on December 3, 1872. It was found that by now shares had been subscribed to for almost a million crowns. The draft statutes were approved and it was decided to found Malmö – Ystads Järnvägsaktiebolag . Count Corfitz Beck-Friis was elected chairman of the board of directors, the committee also included Count Arvid Posse, Baron Julius Stjernblad, Count O. Thott, Rittmeister M. Hallenborg, Chamberlain G. von Geijer, Consul H. Friis, landowner P. Kockum and Kaufmann W. Luttropp.

The assembly decided to apply for a concession for the Malmö – Ystad route. It was also decided to apply for a concession for the Börringe – Anderslöv line and to build it if enough money was available.

The question of gauge has become a problem over the years. The general meeting authorized the board of directors to build the line in standard gauge with 1435 mm, provided that the money is raised for the additional costs of 400,000 kroner. The ongoing discussion was followed by the decision that the line would be built as a narrow-gauge railway. Stjernblad, who had argued in favor of standard gauge, then applied to resign from the board.

Track construction

On December 31, 1972, the concession for a narrow-gauge railway between Malmö and Ystad was applied for. In January 1873, Stjernblad announced 200,000 crowns as security if the board would reverse its decision and instead decide to build the line in standard gauge. The board of directors has now agreed and applies for a change in the license. This was approved on February 4, 1873 and it was thanks to Stjernblad's persistence that the line was built with a gauge of 1435 mm.

Construction work began in early April 1873 under the direction of E. Sandell. More than 1000 men were working on the construction site and by the end of the year the entire embankment had been laid. On September 19, 1874, the rails were laid along the entire route. Improvements were made during the construction phase. More stations and stops were built than planned from the beginning. No own train station was built in Ystad, but the existing Ystad – Eslövs Järnvägsaktiebolag was shared.

opening

In order to generate income as quickly as possible, the route should be opened as soon as possible, even if not all construction sites were completed. On December 16, 1874, the opening for general freight traffic took place. It was released for public transport on December 21, 1874. Final work on the route took a long time afterwards.

The final cost totaled 3,393,335 crowns. For this money, a railway line was built that was built in standard gauge, was equipped with iron rails with a weight of 22 kg / m and, in addition to the main line with 63 kilometers, had sidings of 8.5 kilometers. The minimum curve radius was 350 meters, the highest gradient 10 per thousand and the maximum speed 30 km / h. The vehicles were four tank locomotives, eleven two-axle passenger cars, four two-axle mail cars and 79 two-axle freight cars.

The vehicle fleet developed as follows during its time as a private railway:

Steam locomotives:
- Tender locomotive: 1874: 4, 1925: 8, 1940: 6
- Tender locomotives: 1874: 0, 1925: 4, 1940: 1
Railcar: 1874: 0, 1925: 0, 1940: 1
- Passenger cars: two-axle: 1874: 11, 1925: 23, 1940: 18
- Passenger cars: three-axle: 1874: 0, 1925: 7, 1940: 7
- Bogie car with four axles: 1874: 0, 1925: 4, 1940: 7
Baggage and freight cars, two-axle: 1874: 79, 1925: 329, 1940: 416
Mail wagons, whole or combined: 1874: 4, 1925: 1, 1940: 1

Grevebanan

No public subsidy was granted for the construction of the railway. Thanks to the participation of the local landlords in the construction, the route was called Grevebanan . The interests of the donors are reflected in the lines. Each estate had a train station or a stop near the property. As a result, the railway line did not always follow the shortest line. These so-called castle stations were Skabersjö, Börringe, Näsbyholm, Marsvinsholm and Charlottenlund.

business

After the Ystad – Eslöv railway line was opened in 1874 by Ystad – Eslövs Järnvägsaktiebolag (MYJ), a cooperation between the two companies was agreed. This cooperation consisted in the fact that the train traffic was regulated by a common traffic manager. In 1912, the cooperation was formally resolved through the formation of the Trafikförbundet Ystads Järnvägar consortium . Although the cooperation was very close, MYJ remained as an independent company. The first traffic manager was Carl Victor Waldenström, born in 1832, who held the office from 1866 to 1896.

The increasing number of vehicles placed increased demands on the maintenance of locomotives and wagons. The two oldest workshops were gradually becoming cramped and out of date. YEJ therefore decided together with MYJ to build a new, contemporary workshop in Ystad. This was built between 1912 and 1913 and was used for the maintenance of rail vehicles in the Trafikförbundet Ystads Järnvägar .

Route improvements

In the following years major investments were made in the improvement and expansion of both the route and buildings. This was mainly due to the economy in the construction phase on the route. Residential buildings, train stations and staff buildings were added and built, the freight facilities expanded and wooden bridges replaced with new ones made of steel. By 1890 the iron rails were replaced by steel rails with a weight of 22.5 kg / m.

In 1897 a new, spacious station building was built in Malmö. In 1894 Svedala got a new station building. The renewed conversion with steel rails with a weight of 32 kg / m made it possible to increase the permissible axle load from nine to 13 tonnes and the maximum speed to 70 km / h in 1905. In addition, the route was equipped with mechanical signal and switch locks, modern pre-signals and a large number of barrier systems on roads and paths that crossed the route.

In the early 1920s, the rails began to be exchanged again for heavier rails with a weight of 41 kg / m. After the work was completed, the maximum speed was increased to 90 km / h.

Nationalization and further development

Like many other private companies, the Malmö – Ystads Järnvägsaktiebolag had major economic problems before the Second World War . There was often a risk of bankruptcy and closure. Therefore, as part of the general nationalization of the railways on July 1, 1941, all railway companies that were part of the Trafikförbundet Ystads Järnvägar consortium were nationalized.

No significant changes were made after the takeover by Statens Järnvägar . Routine maintenance of the line was carried out along with some modernization of the safety equipment and in residential buildings.

Over the years, the rails on the line have been replaced by ones with a higher weight per meter. The security systems have been modernized, including the introduction of light signals and electrically powered barrier systems. The larger stations were partially equipped with electrically controlled switches.

Route changes

On June 10, 1955, the Malmö Västra – Södervärn line was closed. The line was given a new connection between Hindby and a provisional junction at Lönngatan. From this point on, the passenger trains left Malmö centralstation . Freight traffic remained on the section between Hindby and Södervärn until March 1, 1972.

In the early 1970s a new line was built between Fosieby and Oxie. From June 4, 1973, traffic on the newly laid route began. Thus, the Lönngatan – Hindby – Oxie line could be closed and the line dismantled.

modernization

In 1974 a rail ferry service for freight traffic between Ystad and Swinoujscie in Poland was opened. As a result, freight traffic was greatly expanded. The insignificant local freight trains have been replaced by the trains to and from the ferry in Ystad.

In 1991 the line was equipped with Automatic Train Control (ATC), which went into operation on June 3rd. In 1994 and 1995 the line was extensively renovated. It thus fulfills today's modern standard. The renovation included both electrification and remote control. Electrical operation began on June 8, 1996 and remote control on June 20, 1996. The route is fully used for freight and passenger traffic.

This resulted in new siding in Lemmeströ and Rynge . The stations in Oxie and Svarte have reopened. Marsvinsholm station was one of the so-called castle stations. The trains stopped there until 1972, since then there has been a stop for theatergoers at Marsvinsholm Castle.

After electrification, passenger traffic increased significantly, and in 2003 Rydsgård station was expanded to enable train crossings.

The last change in passenger traffic took place on August 15, 2011. Since then, passenger trains have been running through the newly built city tunnel. A new connecting track was also built from Lockarp to Svågertorp on the Öresundsbana .

business

The first diesel multiple units were used on the line from the mid-1950s. The last steam-powered passenger trains disappeared in 1962 and from the early 1980s, Y6 series railcars took over passenger transport. They were followed by vehicles of the type Y3 . When these railcars were taken out of service, type T44 locomotives were used in both passenger and freight traffic.

In 1990 Skåne County took over responsibility for passenger traffic on the route. From this point on, railcars of the SJ Y1 series were used. The line became part of the Pågatåg regional train network. The traffic is carried out by Skånetrafik . Type X61 railcars will operate in 2019 .

The previously used direct train from Danske Statsbaner (DSB) Copenhagen -Ystad with a connection to the ferry to Bornholm was discontinued in December 2017.

Green Cargo uses GC Rd2 / GC Rc4 (2019) locomotives for freight transport . There are only through trains from Malmö to Ystad. The local freight traffic to the subway stations has been discontinued.

photos

Malmo Railway Station C
Svedala train station
Skurup train station
Ystad train station

Web links

Rolf Sten: MYJ, Malmö – Ystads Järnväg. In: historiskt.nu. Retrieved August 1, 2019 (Swedish).
Stig Lundin: Linjen Malmö – Ystad. Retrieved August 1, 2019 (Swedish).
Gunnar Eveking: Järnvägsstationer i Malmö. Spårtrafik: Säkra – styra – köra. Retrieved August 1, 2019 (Swedish).
Översiktsplan. (PDF) Retrieved August 1, 2019 (Swedish).

Individual evidence

↑ JNB 2020 Bilaga 3 E STH per sträcka. (PDF) Utgåva 2019-06-26. trafikverket.se, June 26, 2019, pp. 152–153 , accessed on August 1, 2019 (Swedish).
↑ ^a ^b Dr. Koch: Directory of stations of the railways of Europe . Sweden II, private railways, 21. Malmö – Ystad. Barthol & Co., Berlin – Wilmersdorf 1939, p. 532 .
^ ^A ^b Railway Lockarp – Ystad (Ystadbanan). Grevebanan. In: jarnvag.net. Retrieved January 31, 2017 (Swedish).

[1] JNB 2020 Bilaga 3 E STH per sträcka. (PDF) Utgåva 2019-06-26. trafikverket.se, June 26, 2019, pp. 152–153 , accessed on August 1, 2019 (Swedish).

[BS-header1-2] Dr. Koch: Directory of stations of the railways of Europe . Sweden II, private railways, 21. Malmö – Ystad. Barthol & Co., Berlin – Wilmersdorf 1939, p. 532 .

[greve-3] A ^b Railway Lockarp – Ystad (Ystadbanan). Grevebanan. In: jarnvag.net. Retrieved January 31, 2017 (Swedish).