Uppsala – Enköping railway line

Uppsala – Enköping
Uppsala – Enköpings Järnväg 1966
Route length:	41.3 km
Gauge :	1435 mm ( standard gauge )
Maximum slope :	16.7  ‰
Minimum radius :	400 m
Top speed:	70 km / h
Legend Mora – Uppsala railway from Uppsala C 0.0 Uppsala N. Railway Mora – Uppsala to Sala 2.8 Ekebybruk -1979 Hågaån 5.4 Läbyvad 10.3 Skärfälten 13.9 Navestabro 15.9 Bragby (hpr) 18.5 Balingsta Sävaån 21.7 Lillsjön 1914 Örsundaån 25.0 Örsundsbro 1914-1979 27.9 Torslunda (hpr) 29.2 Biskopskulla 1914 31.6 Viggeby (hpr) 34.5 Härkeberga 1914 35.9 Malmavägen (hpr) 40.4 Åkerby grusgrop 42.3 Enköping Bahco Stockholm – Örebro railway from Stockholm 44.3 Enkoping to Enköpings hamn Enköping – Runhällen railway to Heby Railway line Stockholm – Örebro to Västerås Explanations: (hpr) = Hållplats för rälsbussar ( German  stop for rail buses ) Swell:

The Uppsala – Enköping ( Swedish Uppsala-Enköpings järnväg ), abbreviated UEJ , was a single-track, standard-gauge, 41.3-kilometer-long railway line in Sweden . Originally built and operated by Uppsala – Enköpings järnvägsaktiebolag , it connected the Mora – Uppsala railway with the Stockholm – Örebro line called Stockholm - Bålsta - Enköping - Västerås - Örebro .

history

Planning and construction

At the suggestion of the then head of government of the provincial government ( Swedish Landshövding ) of Uppsala, Adolf Ludvig Hamilton , plans for a railway connection between Uppsala and Enköping were discussed from the 1880s. Both cities already had rail connections at that time. In the following years, a wide variety of drafts were discussed without any concrete results.

Uppsala – Enköpings järnvägsaktiebolag

It was not until December 1907 that the plans were so concrete that the Uppsala – Enköpings järnvägsaktiebolag was founded and a concession was applied for to build a standard-gauge line.

Installation

On May 14, 1912, the line was opened to general traffic. An exception to this was the Uppsala Norra station, where the line branched off from the Mora – Uppsala railway line. This station was only opened on December 1, 1912. Numerous other work had not yet been completed, but this did not stand in the way of commissioning. The last work was completed in 1914. At this point in time, the originally budgeted budget was more than doubled. The top speed was initially 50 km / h and was increased to 60 km / h after the final inspection. After expansion work from 1928, the top speed could be increased to 70 km / h in 1930.

Economic decline and nationalization

The operation of the railway line only made a profit for a few years, and from 1920 the numbers were almost exclusively in the red. Despite all rationalization efforts, the operating company went bankrupt in February 1934. The bankruptcy administrator continued to run the business and was looking for a buyer. Negotiations with the Stockholm – Västerås – Bergslagens Järnvägar (SWB) and the state railway company Statens Järnvägar (SJ) were conducted until 1937 . In September 1937, SJ finally took over the route as part of a foreclosure auction.

From October 1, 1937, SJ took over operations on the line. All UEJ locomotives were sold or scrapped, SJ used its own machines instead. The UEJ engine shed near Uppsala norra was demolished.

Conversion to rail buses

From 1947, passenger train services were gradually converted from steam trains to type Yo1 rail buses. On June 9, 1955, a steam locomotive-hauled passenger train ran for the last time. The freight traffic was still carried out mainly with steam locomotives.

From 1958, new rail buses of the YBo6 series , later called Y6, were used. These served all passenger traffic until it was closed in 1979.

Decommissioning and dismantling

In the 1960s, freight traffic declined more and more and was discontinued in 1971. Passenger traffic was shut down on June 11, 1979. Between 1982 and 1984 the line was dismantled down to the two kilometer long Enköping – Enköping Bahco section, which was to remain as a siding for the Bahco tool factory . In the following years, the embankment was partially built over, and cycling and hiking trails were partially laid out on it. In 2008, the tracks were stolen on the now no longer used Enköping – Enköping Bahco section. The perpetrator was sentenced to four months' imprisonment two years later.

vehicles

Steam locomotives

When it was commissioned, the UEJ had two tank locomotives with a 1C wheel arrangement that were bought from NOHAB . In order to have a reserve for breakdowns and visits to the workshop, locomotive 3, a tank locomotive with a B1 wheel arrangement, also built by NOHAB in 1883, was acquired in 1913. Locomotives 4 and 5 were acquired in 1917 and 1918, two identical tank locomotives with a 1B2 wheel arrangement that were previously used by the Stockholm – Västerås Bergslagens Järnvägar (SWB) company. At the same time as the purchase of locomotive 5, locomotive 3 was sold.

Locomotive 5 was sold as scrap by the bankruptcy administrator in 1934. Various locomotives were initially rented to replace them. In 1935, a NOHAB locomotive built in 1910 with a 2B2 wheel arrangement was initially rented and finally purchased in autumn 1936. After the takeover by SJ, all of the company's own locomotives that had remained until then were either scrapped or sold.

Passenger cars

Initially, three two-axle wagons, a bogie wagon , a baggage car and a combined baggage and rail mail car were available for passenger transport . In addition, there was a heating car as the first three locomotives did not have steam heating equipment.

Possible reconstruction

Since the closure of the railway line, bus traffic between Uppsala and Enköping has increased significantly. Public buses operated by Upplands Lokaltrafik run every 15 minutes on weekdays and every half hour on weekends. Since 2013, these have been supplemented by double-decker express buses without stopping at peak times. Since around 2007, various variants of a possible reconstruction of the Uppsala – Enköping railway line have been discussed under the heading Aroslänken . In 2009, the Uppsala County regional association made six million crowns available for a preliminary examination. On December 5, 2013, the reconstruction of the line was included in the regional development plan.

In the event of a reconstruction, the route would have to be re-routed at least to the northwest of Uppsala and in Örsundsbro, as housing estates have now been built on the former route.

Individual evidence

1. ↑ Uppsala N – Enköping. Bandel 215, SJ district 31 bs. In: banvakt.se. Retrieved February 3, 2015 (Swedish). 
2. ↑ ^{a b c d} Rolf Sten: Snabbfakta om Uppsala - Enköpings Järnväg. Del 1. In: Historiskt om Svenska Järnvägar. January 21, 2008, accessed January 27, 2015 (Swedish). 
3. ↑ ^{a b c d e} Rolf Sten: Snabbfakta om Uppsala - Enköpings Järnväg. Del 2. In: Historiskt om Svenska Järnvägar. January 21, 2008, accessed January 27, 2015 (Swedish). 
4. ↑ Jacob Hilding: Fängelse för stöld av två kilometer Järnväg. In: Arbetarbladet. April 9, 2010, accessed January 27, 2015 (Swedish). 
5. ^ Lennart Lindström: Ny järnväg Uppsala-Enköping utreds. In: UNT.SE. November 4, 2009. Retrieved January 28, 2015 (Swedish). 
6. ↑ Ett steg närmare järnväg Uppsala-Enköping. (No longer available online.) SVT Uppland, December 5, 2013, archived from the original on December 12, 2013 ; Retrieved August 6, 2016 (Swedish).