Storå – Stråssa railway line

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Storå – Stråssa
Course book range : SSJ
Route length: 8.4 km
Gauge : 1435 mm ( standard gauge )
Power system : 15 kV 16 2 / 3 Hz  ~
Operating points and routes
Legend
Route - straight ahead
 from Grängesberg
   
 0.0 Storå
   
 after Guldsmedshyttan
   
 after Vanneboda
   
 Håkansboda
   
 7.4 Stråssa
   
 8.4 Stråssa malmbangård

The Storå – Stråssa railway was a standard-gauge Swedish railway line . The line from Storå on the Frövi – Ludvika railway line to Stråssa gruva was built to bring mining material to the mine and remove the ore extracted.

history

The ore mining in the pit began around 1400/1500. Farmers and miners worked there. In the 1600s, the mine had 119 shareholders. The ore was delivered to up to 36 smelters in Bergslagen .

In 1874 the legal form changed with the establishment of Stråssa Grufvebolag (Stråssa mining company). This was converted into a stock corporation in 1906 and bought up by Metallurgiska AB in 1907 . In 1913 the company sold the mine to an Austrian company until it came to Grängesbergsbolaget in 1917 .

In 1914, the Austrian mining company applied for a concession for a seven-kilometer standard-gauge railway line between the pit and Storå. The concession was granted on April 18, 1914, the following year on July 31, the railway was opened. Operational management was carried out until 1925 with the vehicles of the Frövi – Ludvika line operated by the Swedish Central Railway Co. Ltd , later by the Trafikaktiebolaget Grängesberg – Oxelösunds järnväger (TGOJ).

In 1923, mining in the Stråssa mine ended. On January 1, 1932, traffic on the route was stopped. The railway was transferred on June 17, 1938 to the Stråssabanan , a subsidiary of the Trafikaktiebolaget Grängesberg – Oxelösunds Järnvägar (TGOJ). During the Second World War , traffic on the route was resumed in 1941.

After a decision of 1956, the mining operations were resumed and in this context the route was renovated. Among other things, it was electrified. The mine and railway were opened on October 29, 1959. Among other things, the V 802 diesel locomotive was used for shunting in the mine . Several freight trains operated daily by electric locomotives of the TGOJ type Bt . Type D electric locomotives were used for trains that ran outside the TGOJ network on the SJ routes. Up to three locomotives per train were used in order to have enough braking power for the gradient of the line.

A renewed cessation of mining operations took place on July 1, 1981. The railway line was kept operational until May 31, 1987, after which it was officially closed.

In May 1992 there was again traffic on the route. The Lovisa Mines AB took tentatively re-ore in the Lovisagruvan and transported from this train. A diesel locomotive of the Z64 series was sufficient for these short trains, which ran until May 1993 .

The line was dismantled in autumn 2004.

Operating points

  • Håkansboda: loading area with branch track to the loading facility of the pit. Was loaded cobalt ore and copper ore from the pit of Stora Kopparberg
  • Stråssa: first loading point at the old mine and at the briquette factory . Iron ore loading via a loading facility operated by the mine railways of the Blanka gruvor and Tykafallets gruvor. The loading area was closed when the new station was built on a higher subgrade. The station was not manned in terms of staff, although there was a house with a small office, small goods sheds and a small store of tools.
  • Stråssa malmbangård: the new station was one kilometer further north than the old one. From here a siding went to the new loading facility, the mechanical workshop and the locomotive shed . Shunting was carried out with its own motor locomotive and its own locomotive and shunting personnel. The ore trains were completely assembled at the loading facility and picked up there by the TGOJ staff stationed in Storå.

Individual evidence

  1. ↑ Storå-Stråssa. Bandel 261. In: banvakt.se. Retrieved October 12, 2013 (Swedish).

Web links