Ystad – Eslöv railway line

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Ystad – Eslöv
Locomotive No. 13, ALBO, was one of the three major locomotives that the YEJ received from Richmond, USA in 1900
Locomotive No. 13, ALBO , was one of the three major
locomotives that the YEJ received from
Richmond, USA in 1900
Route number : YEJ
Route length: 78 km
Gauge : 1435 mm ( standard gauge )
Maximum slope : 10 
Top speed: at opening: 40 km / h
Bandel 969
(Ystad) –Simrishamn: 140 km / h
Operating points and routes
   
Hörby – Eslöv railway line from Hörby
   
Södra stambanan from Hässleholm
   
Klippan – Eslöv railway from Klippan
   
Landskrona – Eslöv railway from Teckomatorp
Station, station
0.000 Eslöv C
   
Södra stambanan to Malmo
   
4,499 Skarhult (until 1901 Kristineberg)
   
6.224 Östra Strö
   
10.681 Hurva
   
15.688 Löberöd
   
21,439 Askerod
   
25,200 Brunslöv
   
28,454 Bjärsjölagård
   
after Dalby
   
30.792 Östra Kärrstorp
   
34.885 Vollsjöån
   
35.247 Vollsjö
   
39.280 Klasaröd
   
43.984 Lövestad
   
45,000 Lövestadby (1930s and 1940s)
   
49.252 Äsperöd
   
53.392 Tryde (formerly Lp Everöd , until 1960)
   
54.200 Trydeholm (until 1941 Tryde )
   
Malmö – Tomelilla railway line from Malmö
   
Tomelilla – Brösarp railway from Brösarp
   
56.494 Tomelilla
   
Tomelilla – Simrishamn to Simrishamn railway line
   
60,954 Örup
   
64.789 Svenstorp
   
66,100 Stora Köpinge (1933 to June 15, 2003)
   
Railway line Köpingebro – Gärsnäs from Gärsnäs
Bridge over watercourse (small)
Nybroån
Station, station
67.965 Köpingebro
   
74,300 Ystads Saltsjöbad
Station, station
77.820 Ystad
Route - straight ahead
Railway line Malmö – Ystad to Malmö

The Ystad – Eslöv railway was a standard-gauge Swedish railway line . It was built by Ystad – Eslövs Järnvägsaktiebolag (YEJ), a private railway company , between Ystad and Eslöv in Skåne . The Ystad – Bjärsjölagård section was opened on December 1, 1865, the extension to Eslöv on May 11, 1866.

history

In 1845, Count AE von Rosen commented on a proposal for the most important railway lines to be built in Sweden. He suggested a main route from Stockholm through the area around the lakes Tisnaren and Eksjö on to Ystad. This was an important element in the debate that took place.

In 1854 the Swedish Reichstag decided to set up a network of trunk railways ( Swedish stambanor ) to be paid for and built by the state . The then governor of Malmöhus län , SG von Troil, submitted an application for the construction of a railway line between Vättern ( Jönköping ) and Skåne. The route should come from the north and run through Skåne's center on Ringsjön . From there a number of rail lines were to be built to the main coastal towns of Skåne, including Ystad. The request was rejected.

It was decided that Södra stambanan should lead from Malmö via Eslöv and further north west past Ringsjön. A number of private interest groups gathered opinions to get an overview of the construction of a route between Ystad and a suitable point on Södra stambana .

The master of Väg- och vattenbyggnadskåren N. Frykholm was asked to draw up a cost estimate for such a route. A number of different proposals were rejected. Then he presented a proposal that would allow the implementation in standard gauge. The cost including the vehicles was estimated at 3.682 million crowns .

Ystad – Eslövs Järnvägsaktiebolag

On July 4, 1862, all those willing to subscribe for shares for a company that would build a railway between Eslöv and Ystad were invited to a meeting. The initiative came from Count Albert Ehrensvärd, Tosterup, Count A Dela Gardie, Löberöd, Mayor S. Trädgårdh and Consul Carl Gram, Ystad, Consul R. Lundgren, Stora Herrestad and Vice-President Ola Svensson, Heinge.

The meeting itself took place on August 6, 1862. At this meeting an interim board was appointed, consisting of the initiators and the mayor F. Kraak, Simrishamn , Freiherr J. Stjernblad, Marsvinsholm and Magister W. Widegren, Västerstad. This board of directors applied for a concession and shortly thereafter state subsidies for the construction.

On October 31, 1862, the rules of procedure were adopted and Ystads – Eslövs Järnvägsaktiebolag was founded at the constituent general meeting on June 29, 1863.

The concession was granted on October 2, 1863, and the requested state subsidies of 2,450,000 crowns were approved by the State Committee. The conditions were good because the first three years were interest-free. The requirements for the route to be built were that the rails should have a weight of at least 24.3 kg per meter, the track width should be 1435 mm and the maximum gradients should not be more than ten per thousand.

Construction of the route

For the construction was Claes Adolf Adelsköld as chief engineer and project manager as well as a personnel manager, Baron A. G: son appointed Leijonhuvud. On November 28, 1863, work began with the groundbreaking ceremony by Adelsköld.

Construction went very quickly, one of the reasons being that the loan was interest free for the first three years. Therefore, income from rail operations was quickly expected.

In the spring of 1864 a new cost estimate followed, as it became clear that some improvements in the standard of the line would be necessary. The additional costs were estimated at 418,000 crowns. The daily work of the railroad workers was rewarded with 75 to 83 ore in winter and with one crown and 25 ore in summer. Hardworking workers could count on a krone and 67 ore in the summer.

Before the line opened, the YEJ bought two locomotives for the construction trains. Among other things, further steam locomotives were procured later :

number Surname design type Wheel alignment Manufacturer Fabr.-No./
year of construction
Special
4th ALBERT EHRENSVÄRD Tender locomotive 1 B Beyer & Peacock , England 567/
1865
5 MAGNUS STENBOCK Tender locomotive 1 B Beyer & Peacock, England 568/
1865
6th CARL X Tender locomotive 1 B Beyer & Peacock, England 1526/
1875
8th Tender locomotive C. Beyer & Peacock, England 363/
1863
delivered as WSB 30 VAULUNDER (Westra Stambanan), 1864 to Statens Järnvägar, SJ 30; 1876 ​​included in the SJ F (I) series ; 1883 included in the SJ Fb series ; Shut down in 1910, sold to AB Albert Schroeder, Stockholm in 1911; 1912 to YEJ, scrapped in 1923

opening

On December 1, 1865, the Ystad – Bjärsjölagård section was opened to public transport. The Bjärsjölagård – Eslöv line followed on May 11, 1866. The official opening of the entire line between Ystad and Eslöv took place on April 30, 1866. The 78-kilometer-long standard-gauge railway could be driven on at a top speed of 40 km / h, the length of the sidings and sidings was 8.3 kilometers. Two tank locomotives and the two tender locomotives from Beyer & Peacock were available for operation. 16 two-axle passenger wagons were purchased for passenger transport and 91 two-axle freight wagons for freight and freight transport.

business

Ystad train station

After the Malmö – Ystad railway line was opened in 1874 by Malmö – Ystads Järnvägsaktiebolag (MYJ), a collaboration 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, YEJ remained as an independent company. The first traffic manager was Carl Victor Waldenström, born in 1832, who held the office from 1866 to 1896.

In 1894, Ystad – Gärsnäs järnvägsaktiebolag for its Köpingebro – Gärsnäs railway line agreed that the YEJ would provide vehicles and train personnel for this line. In addition, Börringe – Östratorps jernvägsaktiebolag agreed with the YEJ that it would provide vehicles and train personnel for the Börringe – Östratorp railway line, which opened in 1900/1901 . In addition, Järnvägsaktiebolaget Ystad – Skifarp agreed with the Charlottenlund – Skivarp railway line in 1901 to provide vehicles and personnel with the YEJ. This contract was terminated on December 31, 1904, when traffic on this route was taken over by Malmö – Ystads Järnvägsaktiebolag . Ultimately, in 1902, Ystad – Gärsnäs – S: t Olofs Järnväg concluded an identical agreement with the Gärsnäs – Sankt Olof railway line , which was taken over by the YGJ when the company was bought out.

Improvement of the route

Over the years the route and vehicles have been improved with increased demand for wagons with greater load capacity and the desire for shorter travel times. The iron rails were gradually replaced by steel rails weighing 34.5 kg per meter. In 1901 the top speed could be increased to 50 km / h.

Five new bridges were built in the late 1910s. The river crossing built over Nybroån in 1919 was very important. It was carried out on two tracks, one track each for the YEJ and the GStOJ. Previously, the two lines merged east of Nybroån and formed a line to Köpingebro, which meant a bottleneck for traffic. With the new bridge, both routes ran parallel across the river.

In 1923 the maximum speed on the route was increased to 60 km / h. In 1925 there were 31.9 km of side tracks. Over the years, the signal systems have been modernized and the shunting systems expanded. The train stations and residential buildings have been improved. When all stations were equipped with the appropriate safety equipment , the so-called fully automated säkerhetsanordning , the maximum speed was set at 90 km / h.

vehicles

Locomotives and wagons were also continuously modernized. New, larger steam locomotives and modern bogie passenger cars were used. The number of vehicles was large in relation to the length of the YEJ. This was due to the fact that YEJ operated the traffic on the routes of the YBJ and GStOJ and provided train staff, locomotives and wagons.

The number of vehicles available has changed over the years:

  • Steam locomotives:
    • Tank locomotives: 1886: 2, 1925: 8, 1940: 6
    • Tender locomotives: 1886: 2, 1925: 11, 1940: 9
  • Diesel locomotive: 1886: 0, 1925: 0, 1940: 1 ( YEJ Z 20 )
  • Railcars: 1886: 0, 1925: 0, 1940: 2
    • Passenger cars: two-axle: 1886: 16, 1925: 13, 1940: 11;
    • Bogie car, four-axle: 1886: 0 1925: 6 1940: 6
  • Post or post / passenger car with two axles: 1886: 3, 1925: 4, 1940: 4
  • Freight cars: 1886: 91, 1925: 349, 1940: 397

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 .

Nationalization and further development

As part of the general nationalization of the railway , 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.

In 1967, SJ requested the closure of the Eslöv – Tomelilla section, which was rejected. Freight traffic on the section was not stopped until June 1, 1975. On May 30, 1981, passenger trains between Tomelilla and Eslöv were discontinued. The formal recruitment date was April 1, 1983. By the end of 1984, with the exception of the last two kilometers at Eslöv, which is used as industrial track for Procordia Foods, the line was dismantled.

The section between Ystad and Tomelilla is still used by passenger and freight trains and has been integrated by Banverket into the new Österlenbanan railway line . Since July 1, 1988, the route got the status of a regional route ( Swedish länsjärnväg ). Österlenbana has been electrified since 2003 and is partly served by the regional system Pågatåg .

Web links

Individual evidence

  1. JNB 2018 Bilaga 3rd E STH och medelhastighet per sträcka. (PDF) Utgåva 2017–12–08. trafikverket.se, March 12, 2018, p. 139 , accessed April 3, 2018 (Swedish).
  2. to banvakt.se, Bandel 620. Accessed June 14, 2013 (Swedish). from banvakt.se, Bandel 621. Retrieved June 14, 2013 (Swedish).
  3. 1908 built as Alestatorp siding for the "Alestatorps bränneri", later renamed Alestad , then Alesta
  4. ^ Ystad – Eslöv Järnväg (YEJ), Ånglok. Retrieved June 18, 2013 (Swedish).
  5. a b Beyer Peacock Production List. (PDF; 59 kB) August 4, 2002, accessed on June 18, 2013 (English).
  6. a b Erik Sundström, Rolf Sten: Ånglok tillverkade av Beyer Peacock & Co. Accessed June 18, 2013 (Swedish).