Växjö – Åseda – Hultsfred railway line

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Växjö – Åseda – Hultsfred
Virserum train station
Virserum train station
Route length: 116 km
Gauge : 891 mm ( Swedish 3-foot track )
Maximum slope : 25 
Minimum radius : 150 m
Top speed: 25 km / h
Operating points and routes
Route - straight ahead
Östra Centralbanan from Linköping
   
Railway line Nässjö – Oskarshamn from Nässjö C
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Hultsfred – Västerviks Järnväg from VästervikMuseum railway
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66.203 Hultsfred
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Railway line Nässjö – Oskarshamn to Berga
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72.274 Oedhult
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Dam over the Hesjön
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78.916 Målilla sanatorium
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Sävsjö – Målilla railway from Målilla
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Arch bridge over Emån
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80.591 Gårdveda
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Sävsjö – Målilla railway to Sävsjö
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82.981 Sandlid (1942-1967)
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86.386 Flat
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92.136 Hultarp
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Virserumsån
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Virserumsån
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Virserumsån
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95.648 Virserum
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97.816 Hjortöström (1911–1972)
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100.685 Mosstorp
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106.916 Triabo
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113.481 Hultanas
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116.911 Sissehult (1911-1966)
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121.386 Badebodaån
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Skedaström (1902–)
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Sävsjöström – Nässjö Järnväg from Sävsjöström
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122.298 Åseda
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Sävsjöström – Nässjö Järnväg to Nässjö C
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127.590 Linneberg
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129.646 Flybo
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130.500 Highest point, 285 m above sea level
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135,596 Norrhult
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138.704 Klavreström
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142.646 Sandreda
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147.318 Kvarnagården (1907–)
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147.900 Sjösås
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149.386 Braås
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150.901 Connection gravel pit
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153.464 Braås industrial track
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Östra Värends Järnväg to Sävsjöström
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157.267 Brittatorp
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160.771 Rottne
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163.769 Rottne kvarn
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166.223 Norrgårda
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168.732 Hagtorpet
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173.119 Sandsbro
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174.384 Knutstorp
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175.020 Hagavik (1920-1965)
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175,370 connection gravel pit
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Tofta channel
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175.775 Evedal
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177,151 Lugnet (1914-)
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177.869 Hovshaga
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181.420 Storgatan
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Växjö – Alvesta Järnväg from Alvesta
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182.276 Växjö C
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Karlskrona – Växjö Järnväg to Karlskrona
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Växjö – Tingsryds Järnväg to Tingsryd
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(Nov. 28, 1897– March 1, 1971)

The Växjö – Åseda – Hultsfred railway was a 116-kilometer narrow-gauge railway with a gauge of 891 mm from Växjö in the Swedish province of Kronoberg to Hultsfred in the province of Kalmar .

history

Klavreströms Bruk, an ironworks founded by Lieutenant Lars Silversporre in 1736, like many other businesses, saw the urgent need to improve their transport options. With the expansion of the railway network, it was possible to transport more efficiently.

On July 3, 1865, Växjö received a rail link through the Växjö – Alvesta railway line built by Växjö – Alvesta Järnväg (WAJ) . On July 1, 1874, Växjö (then spelled Wexiö) also got a connection with the port of Karlskrona through the opening of the connecting line Växjö – Karlskrona (Carlskrona) built by Karlskrona – Växjö Järnväg (CVJ) . In the late 1880s, several ways to improve traffic between Klavreström and Växjö were presented. One of the proposals was a combination of rail and waterways. In addition, several options with different routes to Klavreström were developed.

Växjö – Klavreströms Järnvägsaktiebolag (WKJ)

In 1891 an application was made for a concession for a 600 mm narrow-gauge railway from Växjö via Sandsbro, Rottne and Braås to Klavreström. The application was signed by G. Sundberg, factory owner C. Schander, dealer J. G. Petersson, Freiherr A. Rappe , hut owner N. Svensson, J. Johansson and farmer PE Nilsson. The license was granted on April 8, 1892. Drawings and cost proposals were designed by A. Hummel. On April 18, 1892, the constituent meeting of Växjö – Klavreströms järnvägsaktiebolag ( Wexiö – Klavreströms Järnvägsaktiebolag - WKJ ) took place. The first chairman was Mayor KH Bergendahl, further board members were the dealer JG Petersson, Kronvogt CN Granqvist, Freiherr A. Rappe and farmer A. Lekander.

To finance the railway line, shares amounting to 386,700 kroner were issued, and a bond of 360,000 kroner was taken out. The largest shareholders were the city of Växjö and Växjö – Alvesta Järnväg .

It was quickly recognized that the chosen track width of 600 mm had no future. There were already plans to extend the line to Hultsfred in order to connect to the Hultsfred – Västervik line that had existed since 1879. This had a track width of 891 mm. Against this background, it was decided to apply for a change in the concession to a track width of 891 mm, which was approved on June 28, 1894. W. Lindegren was commissioned as the contractor for the railway construction. The planned construction cost was 527,000 crowns. It contained two steam locomotives.

Construction work began on June 2, 1894, before the gauge change was approved. Public transport on the 44 km long route was opened on December 1, 1895. In Växjö, a smaller station was built next to the existing standard gauge station. For the maintenance of the vehicles, a two-hour parallel locomotive shed was built in Växjö west of the station .

The total cost of the route, which was built with steel rails weighing 12 kg per meter , was 737,000 crowns. The length of the sidings was 2.2 km. In 1895 36 people worked for the company.

The vehicle fleet at the opening was two steam locomotives, three bogie passenger cars , a mail car and 43 two-axle freight cars .

Steam locomotives
number Surname Wheel alignment Manufacturer Fabr.-No./
year of construction
Special
1 KRONOBERG 1 C t Nydqvist och Holm , Trollhättan 413
1895
from 1900: VKÅJ 1, from 1910: WWJ 1, from 1922: VHÅJ 1, from 1936: VÅHJ 1, from 1941: SJ Lp 3006, retired in 1943
2 ST. SIGFRID 1 C t Nydqvist och Holm , Trollhättan 414
1895
from 1900: VKÅJ 2, from 1910: WWJ 2, from 1922: VHÅJ 2, from 1936: VÅHJ 2, retired in 1938

Växjö – Klavreström – Åseda Järnväg (VKÅJ)

After reaching Klavreström, plans were started for an extension of the route. The Malmö Snickeri factory ( “Snickeri” corresponds to a “carpentry” ), which had set up a factory in Åseda, was very interested . There were large forest areas as far as Klavreström and therefore the planned route should come as close as possible to this.

After the suitable route had been determined, a concession was applied for an extension to Åseda. Plan and profile drawings as well as cost estimates were created by engineer W. Lindegren. The cost of extending it by 16 kilometers was estimated at 397,000 crowns. The financing was secured by increasing the share capital to 520,000 crowns. The license was granted on December 30, 1899. Construction began in May 1900 and on June 26, 1902, the new section of the route was opened to public transport. The provisional freight traffic had been running since January 7, 1902.

With the extension of the route, more vehicles had to be procured:

Steam locomotives
number Surname Wheel alignment Manufacturer Fabr.-No./
year of construction
Special
3 DURING C t Motala Verkstad , Motala 198
1898
from 1910: WWJ 3, from 1922: VHÅJ 3, from 1936: VÅHJ 3, retired in 1937
4th ÅSEDA 1 C t Nydqvist och Holm , Trollhättan 663
1901
from 1910: WWJ 4, from 1922: VHÅJ 4, from 1936: VÅHJ 4, from 1941: SJ S10p 3007, retired in 1952
5 1 C t Hanomag , Hanover 5540
1909
from 1910: WWJ 5, from 1922: VHÅJ 5, from 1936: VÅHJ 5, from 1941: SJ S3p 3008, retired in 1954

A two-tier round shed with a six-meter turntable was built in Åseda in 1902 for locomotive operation and maintenance . A coal ban was built next to the turntable. The engine shed was demolished in 1979. The increasing traffic demanded more freight wagons. Another 47 cars were bought, so that there were now 90 pieces.

The new section was fitted with steel rails weighing 17.2 kg per meter. At the same time, the rails of the original route were equipped with these rails. Therefore, in 1905, the top speed could be increased to 40 km / h. With the extension to Åseda, the route was 60 kilometers long. At the same time, the company changed its name in 1902 to Växjö – Klavreström – Åseda Järnväg (VKÅJ).

Växjö – Virserums Järnväg (VVJ)

The industry in Virserum and the population wanted a further extension of the route and in 1908 asked the heads of government of the provincial governments ( Landshövding ) C. Cedercrantz and CE von Oelreich for concessions to build a narrow-gauge railway between Åseda, Virserum and Hultsfred with a siding to the Virserums snickerifabrik . The city of Växjö and Växjö – Alvesta Järnväg were also very interested in the expansion.

Nässjö – Oskarshamns Järnväg and Vetlanda – Målilla Järnväg lodged a written protest against the granting of the license. Nevertheless, the concession was granted on June 25, 1909, which was immediately handed over to the VKÅJ. Railway engineer P. Ericson had drawn up plans and cost calculations. The cost of the 56.4-kilometer section, excluding the rolling stock, was estimated at 2,181,800 crowns. Therefore, two construction lots with the Åseda – Virserum and Virserum – Hultsfred sections were applied for. Approval was given on April 8, 1910.

With engineer P. Ericson as site manager, construction work began on March 1, 1910 on the 27-kilometer route between Åseda and Virserum. Construction was completed in December 1911 and the line was opened to public traffic on December 23, 1911. Rails weighing 17.2 kg per meter were used.

Again new vehicles had to be procured due to the extension of the route:

Steam locomotives
number Surname Wheel alignment Manufacturer Fabr.-No./
year of construction
Special
6th VIRSERUM 1 D t Motala Verkstad , Motala 476
1912
from 1922: VHÅJ 6, from 1936: VÅHJ 6, from 1941: SJ Np 3030, retired in 1962
7th 1 D t Motala Verkstad, Motala 580
1916
from 1922: VHÅJ 7, from 1936: VÅHJ 7, from 1941: SJ Np 3031, retired in 1962

When the line opened, the company's name was changed to Växjö – Virserums Järnväg (VVJ) in 1911 .

Växjö – Åseda – Hultsfreds Järnväg (VÅHJ)

The further construction of the route to Hultsfred took a few years. This delay was related to the outbreak of World War I and significantly increased costs. Construction work began again in May 1917 with engineer P. Ericson as site manager. He died in early 1919 and was replaced by engineer Carl Jehander.

The 30-kilometer route was opened on December 5, 1922. Gårdveta was a crossing station and connecting station to the Sävsjö – Målilla railway line . In order not to have to build one's own bridge, it was agreed to cross the Emån over the bridge of the Hvetlanda – Målilla Järnväg . The cost of the entire Åseda – Virserum – Hultsfred route was 2,435,000 kroner. Again rails with a meter weight of 17.2 kg were used.

For the operation and maintenance of the locomotives, a stand-alone locomotive shed with a six-meter turntable and a coal barn was built in Virserum in 1911. In 1922 the company changed its name to Växjö – Åseda – Hultsfreds Järnväg (VÅHJ) .

The extension of the route meant that more vehicles were necessary. First used steam locomotives were purchased, and in 1927 a brand new locomotive was purchased:

Steam locomotives
number Surname Wheel alignment Manufacturer Fabr.-No./
year of construction
Special
8th 1 D t Motala Verkstad , Motala 731
1927
from 1941: SJ Np 3032, retired in 1962
10 1 C 1 Motala Verkstad, Motala 576
1916
1923 taken over by Nordmark-Klarälvens Järnvägar (NKlJ 14), from 1941: SJ L15p 3035, decommissioned in 1958
13 1 C t Nydqvist och Holm , Trollhättan 933
1909
Procured as NÄS " (NMJ 3) for Näs – Morshyttans Järnväg , handed over to Östra Värends Järnväg (ÖVJ 3) in 1922 , takeover of ÖVJ - new VÅHJ 13, from 1941: SJ S4p 3009, retired in 1955
14th 1 C t Nydqvist och Holm, Trollhättan 1049
1914
procured as HORNDAL " (NMJ 4) for Näs – Morshyttans Järnväg , handed over to Östra Värends Järnväg (ÖVJ 4) in 1922 , takeover of ÖVJ - new VÅHJ 14, from 1941: SJ S4p 3010, retired in 1956

In the mid-1920s, VÅHJ had four two-axle passenger cars, seven bogie passenger cars and a mail car, as well as 227 two-axle freight cars. The number of employees was 164 in 1925.

For the operation of the locomotives and wagons, a new maintenance facility was built in 1914, about 350 meters west of the old wooden locomotive shed. This consisted of a stone round shed with five stands. A twelve-meter turntable was installed in front of it. In addition, a locomotive and wagon workshop was built. In 1923 the workshop and the locomotive shed were expanded to include a further stand. The workshop was also used for the vehicles of Växjö – Tingsryds Järnväg . Since this line had a track width of 1067 mm, the tracks were equipped with a third rail. The old wooden locomotive shed from 1895 was demolished in 1914.

Operation of Östra Värends Järnväg (ÖVJ)

From July 1, 1933, VÅHJ took over Östra Värends Järnväg (ÖVJ). This was not incorporated, but continued as a subsidiary.

Trafikförvaltningen Växjö Järnvägar

With the establishment of Trafikförvaltningen Växjö Järnvägar in 1908, VKÅJ joined the new company. The formation of the joint administration was a possibility for the affiliated railway companies to combine common functions, for example in the areas of administration, purchasing and repair. This was one way to increase competitiveness. Head of administration was COW Bäckström.

Over the years, the companies Växjö – Alvesta Järnväg , Karlskrona – Växjö Järnväg , Växjö – Tingsryds Järnväg and, from 1922, Östra Värends järnväg became members of the joint administration. From 1913 to 1932, the Hönshylte – Kvarnamåla Järnväg was also a member of the joint administration. In 1932 the Trafikförvaltningen Växjö Järnvägar in turn joined the Trafikförvaltningen Göteborg – Småland – Karlskrona , which previously consisted of the Göteborg – Borås – Alvesta Järnvägar . The administration was dissolved with the nationalization of the companies.

nationalization

The financial situation for the company became increasingly difficult. The company was restructured in 1933 and 1934, but the problems remained. In September 1936 the economic situation was almost unsolvable, but operations continued for a few years. So the regulations of the general railway representation were applied and on July 1, 1941 VÅHJ was taken over by Statens Järnvägar (SJ) together with the subsidiary ÖVJ .

Suspension of freight traffic

With buses, trucks and passenger cars increasing competition arose, so SJ decided to stop freight traffic on the route. On September 28, 1963, the last SJ steam locomotive drove the Växjö – Sevedstorp – Oskarshamn freight train. After that there was only diesel operation on the SJ narrow-gauge railways.

  • On May 30, 1965, freight traffic on the Norrhult – Virserum line was stopped. Certain transports ran between Virserum and Mosstorp until December 1981.
  • On May 22, 1977, freight traffic on the Klavreström – Norrhult line was stopped.
  • On July 1, 1980, freight traffic between Kvarnagården and Klavreström was ended.
  • On September 1, 1981, freight traffic between Virserum and Hultsfred was stopped.
  • On February 2, 1986, the last line with freight trains was given up. It was the Växjö – Kvarnagården stretch that survived the longest.

Suspension of passenger traffic

On August 20, 1984, passenger traffic on the entire route between Jenny (near Västervik ) and Växjö was abandoned. After the last freight train in 1986 the demolition of the line was planned, but this did not happen.

Växjö – Hultsfred – Västerviks Järnvägsaktiebolaget (VHVJ)

Instead of being demolished, the Växjö – Åseda – Hultsfred line, together with the Hultsfred – Jenny– (Västervik) line belonging to Smalspårsjärnvägen Hultsfred – Västervik, was transferred to the newly established Växjö – Hultsfred – Hultsfred – Västerviks Järnvägsaktet (with the exception of the Sells routes in the urban area of ​​Växjö that the city acquired.

After the bankruptcy of Växjö – Hultsfred – Västerviks Järnväg in the early 1990s, the northern route Sandsbro – Hultsfred was bought by Smålandska Smalspår AB (SMAB), which also operated a museum railway on a section for four summers .

The Växjö – Sandsbro section of the route owned by the municipality of Växjö was closed in 1996 and in August 1997 the last train ran south of Hultsfred.

The Växjö – Hultsfred – Västervik line, which also had economic problems, was liquidated in 2000. The Sandsbro – Åseda line was later taken over by the Uppvidinge municipality and the Växjö – Åseda line was closed in 2001 by the two municipalities.

In December 2005, traffic on the southern Virserum – Åseda section was resumed. Since 2012, this route has been operated again in summer by the association Smalspåret Växjö – Västervik. The section Virserum – Hultsfred is occasionally still used by bicycle draisines and work trains.

Web links

Commons : Smalspårsjärnvägen Hultsfred-Virserum  - collection of images, videos and audio files

Individual evidence

  1. Driftplatsens namn. Bandel 542 Åseda – Hultsfred. In: historiskt.nu. Retrieved August 16, 2018 (Swedish). Route map. In: historiskt.nu. Retrieved August 16, 2018 (Swedish).
  2. ^ Jöran Johansson: Harbor on Lake Kållen, distance 2.6 km. In: http://banvakt.se . Retrieved August 13, 2018 (Swedish).
  3. Händelser år 1897. In: historiskt.nu. Retrieved August 16, 2018 (Swedish).
  4. Händelser år 1971. In: historiskt.nu. Retrieved August 16, 2018 (Swedish).
  5. Klafreströms Stålgjuteri AB. In: ksgab.com. Retrieved August 13, 2018 (Swedish).
  6. Handel år 1865. In: historiskt.nu. Retrieved August 16, 2018 (Swedish).
  7. Händelser år 1874. In: historiskt.nu. Retrieved August 16, 2018 (Swedish).
  8. Händelser år 1895. In: historiskt.nu. Retrieved August 16, 2018 (Swedish).
  9. a b c d Josef Pospichal: Växjö - Åseda - Hultsfreds Järnväg (VÅHJ). * 1895 Växjö - Klavreström (WKJ). In: pospichal.net. Retrieved August 13, 2018 .
  10. Händelser år 1932. In: historiskt.nu. Retrieved August 16, 2018 (Swedish).
  11. Handel's år 1977. In: historiskt.nu. Retrieved August 16, 2018 (Swedish).
  12. Händelser år 1980. In: historiskt.nu. Retrieved August 16, 2018 (Swedish).
  13. Händelser år 1981. In: historiskt.nu. Retrieved August 16, 2018 (Swedish).
  14. a b Händelser år 1986. In: historiskt.nu. Retrieved August 16, 2018 (Swedish).
  15. Händelser år 1984. In: historiskt.nu. Retrieved August 16, 2018 (Swedish).
  16. Rolf Sten: Växjö - Åseda - Hultsfreds Järnväg, VÅHJ, historia spänner över flera år. In: historiskt.nu. Retrieved August 13, 2018 (Swedish).