Info Lappyttan 1. Ref. 1
Info Lappyttan 2. Ref. 1
The first steamer built i Sweden has a connection with
Norbergs Railway and Nora-Ervalla Railway. The steamer was
built already 1853 but the Norberg rail was not ready until
1856. while Nora rail was ready 1863. The locomotiv was
first delivered to Norberg and was ordered with 891
rail width. Ref. 1
KNJ bought there first two locos 1890. One of their locos
where built in Enlgand here on visit at KNJ in Kärrgrufvan.
This engine has a painted id KNJ for this opportunity. Such
a locomotive can be seen at Swedish Railway museum in Gävle.
A picture of a Peacock loco at Railway museum in Gävle. Note
the more simpel driver's cabin and wheel configuration. The
first one from Peacock which came to Sweden got the name
Prinz August. The double wheel drive had better traction
than the single drive. Ref. 1
A picture of the small station building. Photo from 2017.
Detail of the old station building which is moved to this
area. Ref. 1
Info about the station building from Kärrgrufvan. Only in
Swedish. Ref. 1
The station configuration of
Kärrgruvan. Ref. 1
The main station house at Kärrgrufvan from 1906. Ref. 1
The station house in Norberg. This is still in place
although rebuilt and inside a car wheel shop. Ref. 1
One KNJ railway cargo wagon is moved here. Standing on old
time rail. See photo below. Ref. 1
This cargo wagon was produced at Ekenberghs works 1875 in
Södetälje after it was bought by Wallenberg bank 1871. The production was
then moved to Stockolm and named
One of the Surahammr produced wheels heavy investitured. Ref. 1
Level drawing over Krylbo Norbergs railway. Ref. 1
Rail profile which was used on the first narrow railwail
building. Below a close up pic of the part which the KNJ
wagon is placed on. Ref. 1
May be used on the first NJ 1188 railway. Ref. 1
A share for Krylbo Norbergs Railway AB. Ref. 1
Drawing of the loco stable at Kärrgrufvan. Ref. 1
The rail configuration at Kärrgrufvan. Ref. 1
Kallmora train stop. Ref. 1
Stripåsen train stop. Ref. 1
Andersbennings train station. Ref. 1
|Links which are used
to get facts for writing. (only in Swedish)
Norbergs Gruvjarnvag, Om Forstlingen 1,
Om Forstlingen 2,
JVG Forum KNJ,
JVG Forum Krylbo Norberg,
Google Map Krylbo,
Västanfors station, The book about Munktell's museum
Forstlingen på Ekeby marknad 2008.
A story about railway buildings in Norberg.
One can divide the buildings of railways from Norberg to
Ängelsberg in several parts. It was decided to to use a
railway system between Kärrgruvan and Ängelsbergs ore
loading place. The Ängelsberg endstation was planned nearby the
bathplace of today in Ängelsberg on the other side of
the cove and today just opposite the current railwaystation.
I have visited the headland and search after remains but not
found anything. This place was
important to load ore over to lighters and used up to 1876,
when railway changed to 1435 and rail southwords was built. The headland is
The building of the railway from
Kärrgrufvan became as time went on to go over Trättsbo - Högfors -
It was the mine owner in Norberg
Norberg Järnvägs AB as the economical basis for this
project. They hired the entrepreneaur Fredrik Sundler
who was known having experience for such a work. He planned
to order a locomotive to be used for transports during the
progress of the builing. He ordered such a engine from
Munktells in Eskiltuna 1848. This was the first locomotive
for Munktells. They then build 31 different engines.
was the leader of the construction and Harald Asplund was
the engineer. This engine was named Förstlingen in later times.
The loco was ordered for a narrow width of 891 and was delivered
1853. The transport of it to Norberg took two months.
Norbergs Järnvägs AB
was the buyer, through Fredrik Sundler, consisted of some
leading persons in Norberg. But they did not ventured enough
with working money in this project. Sundler was forced to make some
changes which should make the building cheaper. The first
test rail line was Kärrgruvan - Trättsbo. Two simplyfings were
made.The first was to buy a cheaper rail. It was ordered
from England. The second, which became a disaster, was to
lay the ties along the rail. This made that the width could
not be kept and the loco went off the rail.
who came from Vårgårda accepted several comissions during
1850. This made of cours that other engineers had to handle
the builing of the railway in Norberg. This may caused the bad finance.
The payment of the loco was absent and may be also Sundler
did not get his money. One can assume that it was a
disagreements between Sundler and NJ. Before bankruptcy
there was a
local freeholder Henrik Dahlin in Norberg who took care of
the work planning. But there is no information what he did.
All this together made the company out of business and
Sundler disappeared. He instead started to
work for Nora Ervalla railway.
When Munktells was not
paid they instead rebuilt the lengine to 1435 and sold it to
Nora Ervalla and delivered it 1855. The second loco built
became the Fryckstad engine and it was delivered 1856 to
Värmland. This engine can be seen at Railway museum Gävle.
After the bankruptcy
it seems that Norberg Railway AB got new money and the
building went on properly. 1856 this railway was ready with
the new rail width 1188 and also a new loco was delivered.
This may be an engine of Fryckstad model. 1876 decision was
taken to change the line to 1435, This part was now conected
over KNJ and SWB.
One small investigation
about railways Kärrgruvan - Snyten - Ängelsberg -
Krylbo - Tillberga - Surahammar - Kolbäck.
Kärrguvan - Norberg - Ängelsberg was built in two parts,
started 1852. First part was a test building to Trättsbo and
got the rail width of 891 mm. Because of bad financing and
disagreements between NJ and Fredrik Sundler some incorrect
desicions were made. One was how ties were incorporated in
the rail line. The ties were laid along the rails. Förstlingen
dif work only less than a year.
|This made that NJ made
bankruptcy 1853. Munktells re-claimed the engine and instead
sold it to Nora Ervalla railway after a rebuilding of it to
1435 width. Behind this it is assumed that Fredrik Sundler
had initiated this. In Norberg a new company was established
with Norberg New Railway.
This company changed rail
width to 1188 and a heavier rail, according their new
concession. Now the first part was built upt to Trättsbo and
continued to Ängelsberg where the line ended at ore loading
place on the headland of Framnäs. The line was ready 1856.
Two new stations were conspired on the way as Snyten and
Högfors before Ängelsberg. Two engines came to NJ. One was a
copy of Fryckstad loco and got the name Norberg. The other
of a not know model got the name Åmänningen. Both had double
wheel drives. This line was kept tuntil 1876 when it was
reubilt to 1435 and partly a new location of the line.
Kärrguvan was a side line during late 1990 up to a quarry,
where also macadam was produced. This stone filling was used
for railway banks. If one follow this line it is striking
that a train can go there because the elevation. Certainly
without cargo. Here there is also a small air field.
need for a connection to
Klackberg mine and Spännarhyttan arose as side lines
between 1907 - 1919.
When tha main railways
in Swden were decided and one was laid south of Mälaren Lake
by Nils Ericsson. Because of this several needs arose of
railways connections north Mälaren Lake. One was the line
This rail line was planned to go over Snyten and there
change direction to north towards Stripåsen - Kallbäck -
Anders-Benning and Krylbo. This line was opened
1874. Here a conection with the Swedish North Main Line from
Stockholm was established. As KNJ didn't buy any engine until 1890-91, when
two locos were bought. They got the names Bjurfors and
Casimit Petr. The Bjurfors engine can be seen at Nora
veteran rail. Up to this year SWB was hired to handle the
tranports. 1958 the last offical train was presented in the
name of KNJ.
Snyten became an important connection station. Here
trians could change direction for Karbenning and Krylbo
or Fagersta. One rail connection from Ängelsbeg direct to
Västanfors was later built 1900. I call it the south
connection. Rail toward Västanfors Fagersta was not ready until 1910.
Snyten took also a connection for Norbeg. This was used by
KNJ. On the whole that KNJ ever started 1874 must have
depended on that NJ used the width 1888 and didn't get 1435
until 1876. Therefore KNJ got another building from
Kärrgruvan. The Swedeish North main Line had connection
startion Krylbo and had just 1435 width.
Now what was
left to build was connection south Ängelsberg to Ramnäs. This part
became ready 1876 with 1435 and connected to Tillberga with
SWB and Stockholm Västerås Bergslagen Railway. Now Virsbo
and Seglingsberg got train stop possibilities. Ready 1899. Left was now
connection from Ramnäs to Surahammar and Kolbäck where the
SWB line Västerås and Köping went. This part was ready 1910.
This little investigation was calculated to be rather short,
but as always everything don't end as planned.
collected pictures from the KNJ pcture museum.
Steam engineer Per F. Lindqvist. Ref. 1
Steam engineer Waldemar Landqvist. Ref. 1
The personal of Kärrgrufvan. Ref. 1
Traffic leader at KNJ. Ref. 1
Approch line to Krylbo station area. Ref. 1
connected tank engine in Krylbo. Ref. 1
Firewood for engine are taken along the line during war. Ref. 1
engine stable, Ref. 1
in Krylbo. Ref. 1
Rail building. Ref. 1
and engine stable in Krylbo. Ref. 1
Engine in Krylbo stable. Note the firewood. Ref. 1
conected tank engine way out from Krylbo. Ref. 1
Clearing the train at Kallmora train stop. Ref. 1
the train at Stripåsens train stop. Ref. 1
Typical ore wagon from Södertälje Works. Ref. 1
daughter Anna is clearing the train. Ref. 1
Stationfamily. Ref. 1
KNJ tank engine built ith front steam cylinder. Ref. 1
Six connected engine with front steam cylinder. Ref.
man working. There were difference between steam engineer and
fireman. Ref. 1
Coal is filled up in Krylbo. Ref. 1
Private wagon. Ref. 1
Six conected engine with steam cylinder inside. Ref. 1
conncted engine with front mounted steam cylinder. Ref. 1
Demounted private wagons in Kärrgruvan. Ref. 1
wagons stored at Kärrgrufvan. Ref. 1
Detail of personal wagons in Kärrgruvan. Ref. 1
Future decay. Ref. 1
Future decay. Ref. 1
Future decay. Ref. 1
train in Kallmora 1958. Ref. 1
train in Kallmora. Ref. 1