Sävsjö – Målilla railway line

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Sävsjö – Malilla (until 1984)
Section of the Sävsjö – Målilla railway line
Sävsjö train station
Route length: Sävsjö – Vetlanda 29.7 km
Hvetlanda – Målilla 50.73 km
Gauge : 891 mm ( Swedish 3-foot track )
Maximum slope : Sävsjö – Vetlanda 20 ‰
Vetlanda – Målilla 30 
Minimum radius : Sävsjö – Vetlanda 200 m.
Vetlanda – Målilla 300 m
Top speed: Sävsjö – Vetlanda 30 km / h
Vetlanda – Målilla 40 km / h
Route - straight ahead
Södra stambanan from Malmo
Station, station
0 Sävsjö
   
Södra stambanan to Stockholm
   
1 Sävsjö Östra / Spången (not published in the timetable)
   
5 Gåvan
   
6th Vallsjöbaden (not published in the timetable (seasonal stop))
   
9 Hultagård
   
13 Lannaskedebrunn
   
16 Landsbro
   
20th Myresjö
   
24 Smålands Hallinge
   
26th Hultaby
   
Sävsjöström – Nässjö Järnväg from Nässjö
   
30th Vetlanda
   
Sävsjöström – Nässjö Järnväg to Sävsjöström
   
Emån
   
34 Flugeby
   
39 Holsbybrunn
   
43 Alsheda
   
45 Bruksgården
   
47 Ådelsfors
   
53 Tålång
   
58 Kvillsfors
   
67 Järnforsen
   
72 Arena
   
Växjö – Åseda – Hultsfred railway from Växjö
   
Emån
   
76 Gårdveda
   
Railway line Växjö – Åseda – Hultsfred to Hultsfred
   
79 Målilla By
   
Railway line Nässjö – Oskarshamn from Oskarshamn
Blockstelle, Awanst, Anst etc.
81 Målilla (former station)
Route - straight ahead
Railway line Nässjö – Oskarshamn to Hultsfred

The Sävsjö – Målilla railway line was a Swedish railway line in the province of Jönköpings län and the historic province of Småland , which was planned and built by two joint-stock companies with a gauge of 891 mm ( narrow gauge ). The old spelling of the city of Vetlanda went into the names of the companies with Hvetlanda .

Hvetlanda – Sävsjö Järnväg (HvSJ)

In the late 1880s, the old trading center with its own parish Vetlanda grew and acquired an urban character. In 1920 the place received city rights.

While the place was directly accessible by five country roads around 1870, the next train stations Eksjö and Sävsjö were about 30 kilometers away. Various people such as Fredrik Lothigius, A. T. Mellin, A. W. Petri and A. Th. Rudelius saw a rail connection as essential for the further development of the community. Together with the member of the Reichstag, S. Jonsson, they applied for a concession for a narrow-gauge railway between Sävsjö and Vetlanda. G. Hammarström produced the cost estimate and the drawings for the 29.7 kilometer route. He estimated the cost of the entire construction, including the rolling stock, to be around 631,000 crowns .

Foundation of the stock corporation

The constituent meeting of Hvetlanda – Sävsjö Järnvägsaktiebolag (HvSJ) took place on February 25, 1882 in Vetlanda. The board was formed from the group of people who had applied for the license. On July 28, 1882, the license was granted with the condition that general traffic had to be opened on the railway line by January 1, 1887. The state also approved a loan of 300,000 kroner.

Construction and inauguration

Construction work began immediately after the concession was granted. G. Hammarström drove this forward effectively so that the line could already be opened to general traffic on August 30, 1885. The provisional freight traffic was operated from December 5, 1884. In the final invoice costs of 664,121 crowns were shown. The side tracks had a total length of 2.9 kilometers. The route was built with steel rails weighing 15 kg / m per meter .

vehicles

Steam locomotives
number Surname design type Wheel alignment Manufacturer Fabr.-No./
year of construction
Special
1 HVETLANDA Tank locomotive C. Motala Verkstad 68/
1884
1905 to HvMJ
2 FREDRIK LOTHIGIUS Tank locomotive C. Motala Verkstad 71/
1884
3 STEN STURE Tank locomotive C. Motala Verkstad 107/
1890

at Hvetlanda Järnvägar from 1917 No. 3, 1945 to Spitzbergen

4th A. WILH. PETERI Tank locomotive C. Motala Verkstad 239/
1900
at Hvetlanda Järnvägar from 1917 No. 4, 1946 to SJ Kp 3048, today at Anten-Gräfsnes Museum Railway
5 WV SCHWERIN Tank locomotive C. Motala Verkstad 344/
1905
at Hvetlanda Järnvägar from 1917 No. 5, 1946 to SJ Kp 3049, retired in 1955
1' VITTALA Tank locomotive 1 'D Motala Verkstad 398/
1907
at Hvetlanda Järnvägar from 1917 No. 1, 1946 to SJ N3p 3046, retired in 1955
6th Tank locomotive 1 'D Motala Verkstad 450/
1910
at Hvetlanda Järnvägar from 1917 No. 6, 1946 to SJ N3p 3047, retired in 1960

For passenger transport, five two-axle passenger cars were bought, which were built in Hjo Mekaniska Verkstad , plus a number of freight cars and a baggage car . The freight car park has been expanded over the years. At the end of the 19th century, passenger traffic increased, so that two bogie passenger cars were also purchased; another followed in 1901.

Vehicle maintenance

First a locomotive shed was built in Sävsjö for the vehicles . It only had one track with a 10.5 m turntable in front of it .

A round house with three locomotive stands and a workshop was built in Vetlanda in 1885. A 10.5 m turntable was also added. This depot was closed when the shunting facilities were enlarged in 1906 and the HvMJ built a new workshop and a locomotive shed. This had five stands and also a turntable. When the Sävsjöström – Nässjö Järnväg reached Vetlanda in 1914, new renovations followed. The depot, which was only a few years old, was demolished and new locomotive handling systems and wagon workshops were built 500 meters north of the station. Five shed stalls, a workshop with two tracks, warehouses and a turntable were built there.

Hvetlanda – Målilla Järnväg (HvMJ)

With the railway connection to Sävsjö, it was recognized in Vetlanda that it would be useful to have another connection to an ice-free port . That is why Oskarshamn was proposed as the ideal port for shipping wood and other goods from the catchment area of ​​the railways.

Another narrow-gauge railway line from Vetlanda to Målilla was planned. There the goods could be reloaded onto Nässjö – Oskarshamns Järnväg (NOJ) and transported on to Oskarshamn. Following the agreement of the city and the NOJ, W. von Schwerin, Th. Linell, the traffic manager of the NOJ Emil Swensson, I. Andrée, the deputy JG Isacsso as well as Aug. Bäckman and CA Nilsson applied for a concession for the route between Vetlanda and Målilla in 1902 .

The cost estimate for the route by A. Blomberg brought planned expenses of 1,447,000 crowns. The concession for the 50.73 km long route was granted on October 24, 1902. To build the line, a loan of 600,000 kroner was taken out, for which the NOJ guaranteed. The company expected significant additional traffic after the route was completed.

The foundation of the Hvetlanda-Målilla Järnvägsaktiebolag (HvMJ) on February 28, 1904. The board consisted of persons who had applied for the concession, became chairman W. von Schwerin. Construction work began in August 1904 under the direction of engineer A. Alfred Schwanbom. Two used steam locomotives were bought from Lidköping – Skara – Stenstorps Järnväg (LSSJ) to build the line . On June 21, 1906, the line was opened for general traffic. An agreement has been made with the HvSJ that their vehicles will serve the HvMJ route. This made the entire route operationally one unit. In the final invoice, an amount of 1,196,000 crowns was shown for the production. In addition to the main track with 50.78 kilometers, 2.48 kilometers of side tracks were built. Steel rails with a weight per meter of 17.2 kg / m were used.

The first traffic manager was Erik Lindbom, who shortly thereafter also took on responsibility for Vetlanda – Sävsjö Järnväg . He was also a mechanical engineer and treasurer for both companies. In 1924, TG Betts was his successor.

vehicles

Steam locomotives
number Surname design type Wheel alignment Manufacturer Fabr.-No./
year of construction
Special
1 SKARA Tank locomotive C 2 ' Kristinehamns Mekaniska Verkstad , Kristinehamn 8/
1874
1905 from Lidköping – Skara – Stenstorps Järnväg (LSSJ No. 1), sold in 1906 to an unknown destination
15th MAGNUS GABRIEL DE LA GARDIE Tank locomotive C. Nydqvist & Holm , Trollhättan 80/
1877
1905 from Lidköping – Skara – Stenstorps Järnväg (LSSJ No. 5), 1910 sold to Ödegårdens Kalkbruk AB, where it was scrapped
16 HVETLANDA Tank locomotive C. Motala Verkstad , Motala 68/
1884
1905 by Hvetlanda – Sävsjö Järnvägsaktiebolag (HvSJ No. 1), sold in 1911 to Ödegårdens Kalkbruk AB

Numerous additional rolling stock was procured for the construction of the line, including a number of freight wagons from Hjo-Stentorps Järnväg , as well as the "HVETLANDA" locomotive from HvSJ. There were also some freight cars. In 1905, the NOJ bought a bogie passenger car for the HvMJ and in 1907 the HvJM procured a used bogie passenger car from the Bredsjö – Degerfors railway line with a gauge of 802 mm. This was converted to 891 mm on our own.

Vehicle maintenance

In 1906, a two-tier roundhouse was built in Målilla at the northern end of the station to maintain the vehicles, in front of which there was a turntable with a diameter of 10.5 m.

From 1909 joined the Växjö – Åseda – Hultsfreds Järnväg (VÅHJ) in Gårdveda station on the line. The two lines met in front of the bridge over Emån and used it together until the train station.

Aktiebolaget Hvetlanda Järnvägar

Since the two railway companies carried out the operation together, the idea came up to merge the two companies. This topic was dealt with in several sessions, but repeatedly rejected. The resistance came from the HvSJ, which had a very profitable operation. That's why their dividend was seven percent.

On December 12, 1914, the standard gauge Sävsjöström – Nässjö Järnväg (SäNJ) opened. This connected the HvSJ in Vetlanda with the standard gauge network to Nässjö and Kalmar. Numerous modifications were made there, all of which were paid for by the SäNJ. This created a strong competition to HvSJ and HvMJ, which declined transport services. To take action against the competition, a merger was essential. At the general meeting on December 8, 1915, the two companies decided to merge, and Aktiebolaget Hvetlanda Järnvägar was founded on the same day with a capital of 551,950 kroner. Bank director J. P. Zakrisson headed the first board.

On May 9, 1917, the new stock corporation took over the concessions of the HvSJ and HvMJ as well as responsibility for the state loan. There were few changes in the following years. The industrial companies, especially between Vetlanda and Målilla, provided a great deal of freight traffic. No major investments were made in the vehicles. In addition to competition from the standard-gauge railway, the number of trucks and buses affected operations.

nationalization

The nationalization of private railways in Sweden has been discussed since 1939. As part of the general nationalization of the railways in Sweden , Hvetlanda Järnvägar was converted into a state company with the same name on July 1, 1945 and taken over by the SJ on January 1, 1946 and integrated into its organization. The SJ streamlined operations and used rail buses instead of steam-powered passenger trains. The steam locomotives were later replaced by diesel locomotives .

attitude

Nevertheless, the traffic performance continued to decline, so that the first shutdowns occurred. On February 1, 1956, freight traffic on the 5-kilometer section between Gårdveda and Målilla was stopped. All passenger traffic on the 76-kilometer route followed on September 1, 1961.

After another ten years, freight traffic on the 16-kilometer section between Sävsjö and Landsbro was officially suspended on May 1, 1972. The last freight trains ran between Sävsjö and Hultagård in July 1962 and between Hultagård and Landsbro in February 1965. The last narrow-gauge freight train was also operated on the route between Vetlanda and Järnforsen on November 30, 1984.

The line was dismantled between Sävsjö and Landsbro in 1972 and 1973. In 1978 and 1979 the track between Landsbro and Vetlanda disappeared and in 1991 between Järnforsen and Gårdveda. The dismantling period for the Gårdveda – Målilla section is not documented.

Emådalsbanan

Vetlanda – Järnforsen / Pauliström (from 1987)
Route number : 82
Route length: Vetlanda – Järnforsen 37 km
Kvillsfors – Pauliström 7 km
Gauge : 1435 mm ( standard gauge )
Top speed: Bandel 872:
(Vetlanda) –Kvillsfors: 40 km / h
BSicon .svgBSicon STR.svgBSicon .svg
from Nässjö
BSicon .svgBSicon BHF.svgBSicon .svg
29.786 Vetlanda
BSicon .svgBSicon eABZgr.svgBSicon .svg
SNJ to Sävsjöström
BSicon .svgBSicon hKRZWae.svgBSicon .svg
Emån
BSicon .svgBSicon BST.svgBSicon .svg
31,527 Brunnsgård
BSicon .svgBSicon BST.svgBSicon .svg
37.214 Holsbybrunn
BSicon .svgBSicon DST.svgBSicon .svg
58.266
0
Kvillsfors
BSicon STR + l.svgBSicon ABZglr.svgBSicon STR + r.svg
BSicon STR.svgBSicon KBSTe.svgBSicon STR.svg
1 Nyboholm
BSicon STR.svgBSicon .svgBSicon hKRZWae.svg
Emån
BSicon STR.svgBSicon .svgBSicon KBSTe.svg
7th Paulistrom
BSicon KBSTe.svgBSicon .svgBSicon .svg
8th Järnforsen

For the large industrial companies along the former HvMJ route, a rail connection was essential. Statens Järnvägar therefore decided to rebuild the Vetlanda – Järnforsen line and the Kvillsfors – Nyboholm branch line in standard gauge . In addition, a seven-kilometer new line was added from Nyboholms bruk to Pauliström. The new railway line was called Emådalsbanan . The entire renovation and new construction work was carried out from 1985 to 1987. Standard gauge freight traffic on the Vetlanda – Kvillsfors – Nyboholm – Pauliström line began on January 7, 1987. Freight traffic between Kvillsfors and Järnforsen began on May 15, 1987. On July 1, 1988, the railway was given the status of a provincial railway for freight traffic. The lines from Kvillsfors to Järnforsen and Pauliström are operated as sidings.

The freight trains are transported by Green Cargo from Nässjö to Vetlanda and Pauliström with diesel locomotives of the T44 series . Since December 2009 TX Logistik has also been running a timber train to Järnforsen.

Web links

Individual evidence

  1. according to Pospichal locomotive statistics
  2. a b Construction list from Motala Verkstad
  3. Construction list from Kristinehamns Verkstad
  4. Construction list from Nydqvist & Holm
  5. JNB 2018 Bilaga 3rd E STH och medelhastighet per sträcka. (PDF) Utgåva 2017–12–08. trafikverket.se, March 12, 2018, p. 138 , accessed April 1, 2018 (Swedish).