Kirnitzschtalbahn – a rural tram line

(Terje Melheim)

Tramways are usually associated with large towns, built up areas, big buildings and much traffic. Can you imagine a tram line through a fantastic rural landscape? An example of such a tram line is Kirnitzschtalbahn in Eastern Germany. That Kirnitzschtalbahn has survived till today is probably due to the fact that it was situated in former East Germany. East Germany had another economic structure than countries in Western Europe, and a tram line was more needed, and so it was allowed to remain.

The gate to the valley of Kirnitzsch is the small tourist town Bad Schandau on the river Elbe. From the town of Dresden you will reach Bad Schandau by local train (S-Bahn), but as the town itself lies on the opposite bank from the station, you have to cross the river by a ferry. Before 1963 you could reach the terminus of Kirnitzschtalbahn after a short walk. In two steps the line was shortened, and in 1969 the new terminus was established in the town park.  The position of a tram line was not too safe even in socialist German Democratic Republic. The reason for withdrawing the Kirnitzschtal from a central position in the town was that the street was needed for the motor traffic. Several times during the last century there were strong voices which wanted to replace the trams by buses. For shorter periods the tram line was closed to all traffic but it was finally decided that the the trams should remain, and necessary renewals of the track and the overhead wires were introduced. The Kirnitzschtalbahn is an essential factor for tourism in this special landscape called Saxonian Switzerland.

The standard Gotha tram of most East German towns were gradually replaced by more modern trams. The Kirnitzschtalbahn took over many Gotha trams from various towns with metre gauge tram lines and supplied  the Gotha trams with the characteristic dark yellow colour. Today the Gotha trams of the Kirnitzschtal give the tram line a nostalgic look. At both terminus trailers are strategically parked, so that by demand trailers can be coupled to the trams. Only occasionally an original tram from the Kirnitzschtalbahn is used.  I am so lucky that I have a photo of tram no. 5 (MAN) which was originally delivered to the Kirnitzschtalbahn in 1928. This photo was taken in the 1970ies when no. 5 was in regular use before the Gotha trams dominated the line.

At the terminus Stadtpark. Motor no. 4 was transferred from Lockwitztalbahn in 1977.

A tram is leaving Bad Schandau

Motor and trailer originally delivered to Kirnitzschtalbahn in 1928.

When I visited Kirnitzschtalbahn in 1992 I heard from a tram driver/conductor that the tram line would be extended through Bad Schandau to its original terminus. In 1992 disused tram tracks remained in the town. In 2001 when I again visited the tram line, no such extension had taken place. The tracks in the streets of Bad Schandau had been removed. A ribbon of black asphalt in the nostalgic cobble stoned streets showed where once the trams of the Kirnitzschtalbahn transported its passengers through the town.

At the terminus Town park (Stadtpark) an interesting plaque of iron has been put up, saying that at this site was the edge of the largest extension of the Scandinavian ice shelf. This fact explains the special landscape you find in this area. The melting water from the ice cap has effectively eroded this sand stone area. Deep valleys have been excavated in marked contrast to the rocks which have remained. The landscape is called Saxonian Switzerland. The metre gauge tram line follows the valley Kirnitzschtal, surrounded by steep rocks, which make the ride on this tram line particularly impressive. The tram line, which is single track throughout, runs along the right  hand side (from Bad Schandau) of the road through the Kirnitzschtal. The road is set with cobble stones and gives the right nostalgic look. Between the rails of the tram line the cobble stones have been replaced by plates of concrete.

On the single track a tram heading for Lichtenhainer Wasserfall is waiting for the tram towards Bad Schandau.

The tram track lies at the edge of the road in this fantastic landscape.

From the Kirnitzschtalbahn you have access to the Schrammstein area in the Saxonian Switzerland.

On its way up through the valley the tram passes the depot on the roof of which solar cells have been installed. This device delivers as much as one third of the current needed to operate the tram line. The various stops along the line are starting points for hiking tours into the Schrammstein area with its incredible rock formations. After 8 km the upper terminus is reached – Lichtenhainer Wasserfall. At this point there is a restaurant which has got tables in the open air on the other side of the tram track. In 1992 I observed a waiter carrying a tray full of drinks and food and was on his way to the guests on the other side of the track. A tram was approaching; and the driver slowed down and let the waiter pass. I found that such a nice gesture, and that is characteristic of the Kirnitzschtalbahn which leaves you with so many favourable impressions.


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How to continue with the rail line from Rovaniemi to Kirkenes?


As could be observed, the project of a railroad from Rovaniemi to Kirkenes has been put on hold, because of not being economically viable with the currently predicted amounts of freight volume. Passenger service, which would be expected to happen on this line, would be so little that it cannot contribute a large share, so the justification of the product has to come from freight traffic.

Just to address a common misunderstanding: It is not possible and not likely and not the idea of the project, to replace a large share of traffic going from China or other parts of China to European countries like Germany, France, Italy, that are far away from Kirkenes. A reasonable goal would be to cover a large part of trade between Finland, northern Norway, northern Sweden and a bit from the Baltic countries and Russian areas near the northern Finnish border. So the countries having the rail line would mostly profit from it, in the case of Finland of course including the more densly populated south. Slogans that predict that Kirkenes will become the „new Rotterdam of the north“ are exaggerated or have to be read like „Kirkenes will be for Northern Europe what Rotterdam is for the rest of Europe“.

Also there seems to be resistance from the Sámi people. I have a hard time accepting their style of arguing that this rail line would be a genocide, because this word may well be used for circumstances that destroy a culture and a people without physically killing it, but not for building a single rail line in an area that is already accessible by roads. The argument is, that the line would cut the grassing areas of reindeer and thus destroy the traditional culture of reindeer herding. Why should a rail line that is running near the Russian border have such an effect? The area already has a road network that cuts the area in parts or endangers the animals crossing them and the border between Norway or Finland and Russia, which is not very open. It is possible to build short tunnel sections in a railroad line to allow animals to cross, even without mountains that would require tunnels. Bridges would also be possible. This is something that is sometimes done for new roads and railroad in some countries, for example in Switzerland. It would of course be necessary to provide such crossings for this rail line as well. Why not for the roads? It is assumed that road vehicles can stop on sight when animals are on the road, which is not possible for trains, so a fence and safe crossings would be needed. I do not know if this was offered as part of the plan. Unfortunately the Sami representatives do not seem to show any willingness to compromises.

Freight traffic that could be performed by the railroad is still taking place, partially by trucks on the roads, partially on other railroad lines. An expanded port of Kirkenes could have a high percentage of its land transport done by rail, because rail transport is efficient for long distances with a single point like a port as destination. And the sea routes could be shorter as well when crossing the northern Atlantic or circumnavigating northern Siberia and the Bering Strait to East Asia and the North American Pacific coast.

Many factors are hard to predict or change with time. So it could prove that this project is a good choice for Finland and Norway.

The next best alternative would be to build a line to Murmansk, which also has a mostly iceless port with good potential connections across the Atlantic and to eastern Asia. This line would be much cheaper to build, because most of it exists or existed, requiring reconstruction of only 200 km vs. more than 450 km to Kirkenes. The advantage of Kirkenes is that currently Norway and Finland are closer neighbors with open borders, so it might be a bit better to use this variant if it can be paid. Even a connection from Rovaniemi to Kirkenes could be built via Russia using existing tracks and requiring only the construction of much less new tracks. Now Russia can be considered to be a reliable neighbor of Finland and Norway, when it comes to such trade routes, but a direct connection that goes only through Norway and Finland might be worth investing a bit more.

Of course Finland does have rail connections to the rest of Europe even today via Sweden and Russia and it does have useful ports in the Baltic Sea coast. They are just not as convenient for long distance trade, especially in winter.


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New Discussions about Rail Connection from Finland to Kirkenes


Some activity can be observed concerning the question of a railroad connection from northern Finland to Kirkenes in Norway.

Such a railroad would start in Rovanienmi or Kemijärvi and go to Ivalo in northern Finland. From there it would pass the Lake Inari (Inarijärvi) either like todays highway in the west or a bit shorter in the east and lead to Kirkenes at the Russian Norwegian border and the Barents Sea.

Kirkenes has a good port that usually remains ice-less throughout the winter because of the Gulf Stream. It is the eastern end point of the Hurtigruten and there is currently the only road crossing the border from Norway to Russia. Kirkenes can currently only be reached from the land side only by road or by the Kirkenes–Bjørnevatn Line, a railroad that connects the port a a mine just 8.5 kilometers south. It is used mainly for transport of iron ore, depending on the activity of the mine and the world market prices of iron ore.

It seems to be reasonable to expand the port of Kirkenes. The new capacities could be offered to Finland and Russia. Discussions of connecting to Nikel (Никель) in Russia have been slowed down by Russia in an effort to support the port of Murmansk (Мурманск). But the project of connecting to Finland, even though about ten times as far, is being seriously considered. This would allow Finland easier access to the world makets, especially for transatlantic trade. In addition the route will gain importance due to the global warming, which is already making the Northeast passage north of Sibiria a more reasonable route to eastern Asia. It is shorter and cheaper than going via the Suez Canal, but the effect of global warming is still not so strong that this has become the main route. If such a rail connection to Finland existed, it would be possible to use Kirkenes also as port for parts of Russian and Central Europe including the Baltic States both to Asia and the Americas, by just using railroad connections between Finland and Russia that already exist. Finland and Russia both use a broad gauge of 1524 mm or 1520 mm, respectively, that is similar enough to allow usage of both gauges by the same freight trains.

The short line near Kirkenes could be converted to broad gauge or to dual gauge or a new track could be built parallel to it. It would be necessary to build about 550 km of track. Probably road transport could profit also, if the shorter route east of Lake Inari were chosen, because it is likely that a highway parallel to the railroad would close the 20 km long gap between the Finnish and Norwegian highway networks east of Lake Inari.

The shorter connection to Skibotn that was discussed earlier, seems to be irrelevant now. Of course, Skibotn does not have a serious port, which would have to be built, possibly causing some resistance and for sure costing a lot of money. The railroad could also be extended to Tromsø, but that would make it longer anyway and I have not heard of easy expansion options of the port of Tromsø.

Sometimes in Finland it is suggested to build a Tunnel from Finland to Estonia as well to connect to Europe. But I do not see this as a requirement, since the potential of freight transport would anyway come mostly from Finland. Other parts of Europe are already today be connected by train via ferries from Estonia to Finland or without ferries via Russia or via Sweden. One break of gauge will be in the route anyway.

Currently a feasibility study concerning the railroad connection from Finland to Kirkenes is being performed. Sometimes the term „Arctic Ocean Line“ is used for this project. I would assume that we are talking about an electrified single track railroad with short double track sections. The decision is supposed to be made in 2019. This inspires discussions like this article. We will see were this will lead. I am in favor of the project.


Map of likely and possible routes (red):

Arctic Rail Routes

Arctic Rail Routes

Source Wikimedia Commons Creator RicHarc-59 (C) CC-BY-SA-3.0


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Using Trains in Denmark


The Danish railroads are a sad story for this country. After some experiences as frequent transit traveler on the way from Denmark to Norway or Sweden it is possible to say this without being to much biased by singular experiences that are not representative. The observations all refer to the long distance and international transit transport by rail. The local and commuter train system of the Copenhagen area on Sjaelland seems to be quite OK.

First of all the Danish railroad is an absolute low speed system. It is said that some stretches are prepared for speeds of 140 km/h or even 180 km/h, but real IC trains hardly exceed an average speed of 50 km/h on longer distances, at least when regarding the bird flight distance or at least the shortest highway distance. For a relatively flat country having no elevation that reaches 200 m above sea level and for a country that is not that densely populated this looks like a bad value. I am talking about the connection from Flensburg in Germany to Fredrikshavn and Hirtshals, where no ferries are given reason for longer travel times.

The tracks are very curvy, making them longer than the highway and because of the speed restrictions in curves also slow. Important connections are still not electrified, to be more precise, only the transit railroad from Flensburg to Malmö via Kolding, Odense and Copenhagen, some short sections to Sonderburg and Fredericia and some lines on the main island Seeland are electric. But even fully electrified railroad lines are often used by Diesel trains. On longer trips it is often necessary to change the trains a lot of times, but this changes with every new schedule. The connections are often not so good, forcing waiting times of half an hour. Or if they are good, then they are missed quite often, because connecting trains do not even wait for two minutes on delayed trains with connecting passengers.

It gets especially interesting when trying to take bicycles on the train. The spots need to be reserved. Here some experiences:

  • Reservation cannot be done via Internet or in the railroad station in Germany or Switzerland. The DSB hotline needs to be called.
  • Calling the hotline means listing to music via the phone for at least half an hour. Not expensive these days, but annoying anyway.
  • The hotline girl had created the tickets and wanted them to be picked up at some DSB railroad station of my choice, at least one day prior to my trip. So I would have needed to go to Denmark just to pick up the tickets. Very user friendly approach.
  • Finally I could get the permission to pick up the tickets on the day I intended to travel. The night train from Germany left enough time for that when changing. It was not even eaten up by delay. But nobody knew about my tickets, of course.
  • From counter 1 they sent me to counter 3, from there to counter 2 and from there back to counter 1. There were only three counters, so that was it…
  • In a group of six persons it is necessary to split into different trains, because trains may have enough space for six bicycles, but that is of course forbidden.
  • Taken tandems on the train is forbidden in Denmark. Sometimes it can be done anyway, but it is a matter of luck and friendliness if it is OK or if it leads to a disaster.
  • The hotline person asked for a number to call me back, but expected me to have a Danish phone number.
  • For going from Hamburg to Copenhagen by day train it is necessary to go a 160 km detour via Flensburg, because no train on the direct route transports bicycles.
  • The connection is going only every two hours, so a delay of 25 minutes lead to two hours delay already. The train two hours later did have spare space, but the conductor withdrew her initial offer to use the train without reservation because of the delay. It ended up being only four hours delay, because the German railroad station employee could speak Danish and do the negotiations. In Copenhagen the train was three minutes late and the connecting train would have gone five minutes after the scheduled arrival. Of course they did not wait. There was another train one hour later, but it would only go to Alvesta, not all the way to Kalmar. This train did also more stops, so it was much slower. Going to Alvesta was anyway the plan, so it was OK, but in the end it took 5 1/2 hours more than originally planned. That is 12 hours from Hamburg to Malmö, what would be 300 km bird flight distance. And the German sections are already quite fast from Hamburg to Flensburg or Puttgarden.
  • In the same time it would be possible to do that by bicycle, but transit travel by bicycle is strictly forbidden in Denmark, simply by imposing some short unavoidable bicycle prohibitions on the route.
  • The rides when the air conditioning fails are nice. Especially if there is no water in the washing rooms, so water from the drinking bottle needs to be used for washing the hands. They did provide a tiny bottle of water on the expense of DSB to every traveler on the train.
  • Because of track work there are often buses instead of trains, of course resulting in the loss of all connections. When traveling with a bicycle this even leads to loss of the reservation, see above…
  • The Danish trains are often in a poor state, not compatible with the safety requirements in Germany. So it is resolved by forcing another transfer on the passengers and using the only intact train set as a shuttle for the stretch over the border.

It is also interesting to see the contrast, because Denmark is providing a luxury motorway network providing each village an motorway exit within only a few dozen kilometers distance and this is being expanded at an incredible rate. On the other hand railroad tracks are curvy low speed lines from the budget saving program from the 19th century and the national highways that have no bicycle prohibition are in a poor state and cross every hill and every valley without the slightest attempt to level out the road elevation by dams or cuts. Tunnels or bridges are hardly needed. Is it the intention of Danish transport policy to entirely move all transit traffic from environment friendly means of transportation to cars and air planes? Or are they just lacking the know-how how to build and operate a modern long distance railroad system, but are too proud to get this know-how from countries that have it?

As summary it can be said:
Denmark has no real railroad network, just a few overland tram lines, with speeds typical to the steam power days, but trams usually operate more frequently. This is also what other travelers are telling me. Maybe this is a bit of America in the middle of Europe.

Unfortunately it is not easy to bypass Denmark on the way to Sweden and Norway, but I am constantly looking for such possibilities.

At least in the long term some movement in a better direction might come. They have now announced to improve speed, build some high speed lines and electrify the major long distance lines. We will see if that is just vapor or if it ever becomes reality.


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Why do railroads have no cloverleaf interchanges?


Do cloverleaf interchanges for railroad lines exist?


I must admit that I do not know all railroad lines in the world, but I consider it highly unlikely that anywhere two railroad lines are connected by a cloverleaf. They do exist in games that need not be realistic in every aspect, but this page is not focussed on games or model railroads, so we will ignore this from now on. You might ask the railroad companies why, but at least it is highly plausible. First of all most connections between railroad lines happen in stations. This makes sense for allowing for passengers to change trains and for rearranging freight trains. But there are cases where two rail lines intersect without a major station. Examples that come to my mind are the lines from Darmstadt via Weinheim to Schwetzingen and the line from Mannheim to Heidelberg in Germany that intersect near Mannheim Friedrichsfeld. Or near Zürich were the lines from Wallisellen to Dübendorf and from Stettbach to Dietlikon intersect. The two main lines intersect using a bridge and then some of the connections are made possible using parially level crossings and partially bridges.

The first question is if bridges instead of level crossings are as important for rail as they are for roads. Because the signalling system provides exclusive use of a track to one train, even highspeed tracks may have grade crossings, as long as the switches are built in a way to allow high speed. This does not even slow down the high speed trains during normal operation. The highspeed train gets the track and all other trains have to wait. Schedules are usually made in a way that minimizes such waiting times, so they usually only occur to greater extent if some train is delayed. But if you look how railroad infrastructure has been built it will be obvious that bridges between different tracks are quite common, at least in busy sections of the network. Other than for road transport this is less an issue of speed and security and more an issue of capacity. The bridges allow for more simultaneous train moves and there are less situation in which one train blocks many tracks at the same time mostly near a station. This has been known in the 19th century and a typical construction for a station connecting two rail lines included a bridge for crossing over between the two lines coming from one end. Assuming lines coming from north, east, south and west and a station that is oriented from north west to south east, the lines from the north and the west enter on one side and those from the south and the east from the other side. With this bridge between the lines coming from north and from east the typical setup of trains going from north to south and from east to west allows all four directions to pass simultaneously if the lines are double track.

Typically level crossings are only avoided for combinations that are used frequently. Blocking some tracks by rare operations which might even happen during night times is not a priority.

But returning to the cloverleafs: They are not really grade separated and they would use tremendous amounts of space because of the minimal curve radius of railroad tracks.

Here is such a cloverleaf which has in a way level crossings („weaving“) in the red areas:
With low traffic densities and traffic consisting of small individual vehicles like bicycles, cars or trucks this works just fine. And a highway that seems to be filled with cars does not really have a very high traffic density because cars are so wasteful with space. As long as the traffic of two neighboring leaves combined is less than the capacity of one lane this can work. Otherwise even for highways other constructions that are really grade free and less space consuming, but more expensive to build seem to be more adequate. Some of them could actually work for railroads as well, because they widely avoid unnecessary curves.

Very elegant because it can be built with two levels and is anyway fully grade free. But not good for railroad tracks because of the 270°-bows. This does not work very well either for more than one roadway per direction.

This works for any number of tracks, road ways, bicycle ways, tram tracks, bus lanes and whatever combined by just adding more curves. But it needs four levels instead of two. The same principle works for combining n throroughfares meeting in one point using n levels for
n=3, 4, 5, 6,.... At some point these interchanges grow so high and the ramps for the height differences so long that it would no longer be possible to build this, even with a lot of money. It is very unusual to see such constructions for n>4.

Here are some more setups:





There are much more possibilities. Hopefully we won’t end up with something like this:

It is absolutely possible to connect any number of throughfares with any number of tracks, roadways bicycle lanes, bus lanes etc. avoiding 270°-bows and using just two levels in a fully grade free way. The idea is very simple and I just describe it for tracks for the sake of simplicity: All tracks have only one direction. The lower level carries tracks running from north to south and vice versa in the vicinity of the interchange, possibly turning wherever they really go. The upper level has tracks running from east to west and vice versa. Each incoming track splits into two tracks. On of them continues to the other side and only takes incoming connections. This is a collector. The other one only branches into curves connecting to the other tracks, called distributor. All tracks cross the field, using some space between different tracks. Whenever a collector and a distributor cross, the appropriate connection is present. After having crossed the whole field, for example from south to north, a distributor splits into two distributors going east and west until the last collector has been met. This allows for all possible connections in a fully grade free way and with no capacity constraints other than those imposed by the tracks leading and from the interchange. It needs very much space. And it is a theoretical construction, because in practice it seems to be sufficient to offer the most important connection in a grade free way. Real railroad interchanges are relatively compact, but the station or the yard that happens to be located at the interchange can be huge.

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Rail Projects in Northern Scandinavia


The European region north of the arctic circle in Finland, Norway and Sweden is often called „Cap of the North“ („Nordkalotten“ in Danish, Norwegian and Swedish, or „Pohjoiskalotti“ in Finnish). That area is thinly populated, but there are some towns with a few 10’000 inhabitants and a more densely populated area in their vicinity, like Tromsø, Narvik, Alta, Harstad and Kiruna. I don’t want to take the arctic circle as a hard boundary, but rather write about rail projects in the north of these three countries, at least those I have heard of. Railroad construction in this area is mainly motivated by freight traffic. The Iron Ore Line from Narvik to Kiruna has been built to access the huge iron ore deposits in northern Sweden, mostly Kiruna. Now northern Sweden contains further iron ore deposits and also in northern Finland a lot of mining, mostly for iron ore, could be possible. Finland has already been called the „new Australia“ because of that. Even northern Norway contains some smaller share of iron ore deposits, mostly in the area of Kirkenes near the Russian border. This mine is the reason for the northernmost railroad in Norway connecting the sea port of Kirkenes with the mine, being just a few kilometers long. Because of declining profitability mine and railroad had already been closed down, but because of increasing demand and increasing prices for iron ore, they have been reopened.

The railroad to Narvik does not have any connection to the remaining Norwegian railroad network via Norway. The Nordland Line is running from Trondheim to Bodø. Bodø is situated pretty much half way through the whole country, between the Swedish border in the south in Svinesund and Grense Jakobselv at the Russian border in the northeast. Since the 1920es plans have existed to build this railroad line, but not only to Bodø, but also the Polar Line to Kirkenes and Vadsø in the northeast. During the second world war the construction of these lines was accelerated, which resulted in parts of the line from Trondheim to Bodø being built, even though the whole line was opened in 1962. North of Fauske and Bodø to Narvik some tunnels, bridges and railroad dams have been built, some which have been incorporated into the highway E6. Today a railroad to Kirkenes and Vadsø can no longer be considered reasonable, because the train would no longer be the only means of transport, since the area has been well equipped with highways, ports and airports. The number of inhabitants is too low to justify daily passenger trains in a situation where other means of transport exist. Even freight traffic is covered well by ships and trucks in this relation. The part of northern Norway north of Tromsø has so little population, that its contribution to air pollution created by Norway is not very significant.

Another question is the extension of the Nordland Line from Fauske to Narvik, Harstad and Tromsø. In this case a railroad from Trondheim to Tromsø with branches to Bodø, Narvik and Harstad could be imagined. This is a project that is discussed in Norway every couple of years, but it does not seem to have priority. Connecting towns and cities with somewhat more significant population this could provide potential for running freight and passenger trains several times per day with an acceptable number of passenger and acceptable amount of freight. A problem is the Tysfjord, which cannot easily be crossed or bypassed. In spite of almost unlimited resources for highway construction it has not been possible to build a ferry free section of the highway E6 between Fauske and Narvik. For a railroad three scenarios could be considered:

  • Ferry Line: The railroad leads to the fjord, probably to Drag, and is trajected by a railroad ferry, going to Narvik and Lødingen. This would allow for integration of Harstad, but the ferry would probably make the rail connection too unattractive to compete with highway, ship and air transport. So this variant will probably no longer be considered, if the line is ever built.
  • Fjord Line: The railroad follows the eastern shore of Tysfjord, with many tunnels.
  • Mountain Line: The railroad runs near the Swedish border across the mountain range, intersecting with the Iron Ore Line from Kiruna to Narvik near Bjørnfjell, this allowing for a branch to Narvik by just providing a connection.

More concrete than this are connections from the coast inland. Finland has lost its ice free port in Petsamo in the Arctic Sea during the second world war. It is no longer such a big deal because ice breakers have become more of an option, allowing even otherwise frozen ports in the Baltic Sea to stay open during the winter. The relationship between Norway and Finland is now good and Norwegian ports can be used by Finish companies. But trucks are not very useful for transporting huge quantities of iron ore. Such plans do exist for accessing a new mine near Pajala in northern Sweden using 90 ton trucks between the mine and the next railroad connection in Svappavara. It has even been authorized. But there are downsides. The highway and the bridges will be used up in as little as five years and the houses near the highway will need triple glass in an area where there were just a few cars per hour. There will be a 90 ton truck every two minutes, day and night. In the long run a railroad might be a better solution. In principle several options exist for connecting the new iron ore mining areas in northern Finland and Sweden with the sea ports that have been discussed recently:

  • Connections to the south via the existing railroad network to the south to Swedish and Finish ports (Kemi, Oulu, Luleå,…)
  • Connections going south or east via the Finish railroad network to Russia.k
  • Construction of a new railroad line from Pajala and northern Finalnd to Skibotn in Norway.
  • Construction of a new railroad line from Pajala and northern Finalnd to Kirkenes in Norway.
  • Construction of a new railroad line from Pajala and northern Finalnd to Svappavara.

It needs to be considered that Finland and Russia are using broad gauge (1520 mm in Russia, 1524 mm in Finland), while Sweden and Norway are using standard auge (1435 mm). While the difference between Russia and Finland is within the tolerance, having to change the track gauge is a hardly acceptable obstacle for freight traffic. The Iron Ore Line from Kiruna to Narvik is already quite congested, so there is not really much spare capacity for providing connections to other mines. But its capacity is extended to some extent by providing more and longer two track sections for allowing trains to meet and by improving the track bed for allowing higher axle loads of 30 tons.

Skibotn is a village with 700 inhabitants having just a small boat harbor. A port for huge sea ships could be built there, but it would be completely new. Also the slope from there to Finland is quite steep making it quite expensive, but still possible to build a railroad. Being in Skibotn in 2012 I have been told that this connection is no longer seriously considered.

Kirkenes already has the rail line for the first few kilometers, but in 1435 mm, which would have to be converted to 1524 mm. If the line is built, it will have to pass Lake Inari in the east or in the west. Kirkenes already has a sea port with options for extending its capacity. Other than Skibotn, Kirkenes might have some potential for passenger traffic, maybe for one or two daily trains, one during the day and one during the night. Because it is the northeastern end of the Hurtigruten it is a relevant tourist destination. Considerations exist also to connect Kirkenes to the Russian railroad network, but they are much less concrete than connecting to Finland, even though the route is much shorter.

Already south of the arctic circle it is worth mentioning that a new railroad line from Boden to Happaranda has been opened in 2012 running parallel to the shore of the Baltic Sea and shortening the trackage significantly. A huge drawback of the Swedish railroad network north of Sundsvall is that the trunk railroad lines have been built far away from the coast for military strategic reasons, leaving the connection of the major towns and cities which are near the coast to branch lines. This is no longer very competitive in these days. This has been fixed to some extent by the Bothnia Line running from Sundsvall to Umeå somewhat near the coast. This is a mostly single track high speed railroad line opened in 2010. An extension from Umeå to Luleå (near Boden) is considered as North Bothnia Line.


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A Track is not enough

(translation of Ein Gleis alleine genügt nicht)

Building and maintenance of transportation routes is often considered to be a responsibility of the state.  It is assumed that everybody can then use this routes.

For transportation of persons this is only partly true.  A highway can be used by individually owned means of transportation, like bicycles or cars or motorcycles.

For using a railroad line as passenger, a scheduled operation is needed, because passengers do not have their own trains.
This operation works best, if the whole system is planned or at least coordinated centrally, with connection in major stations, maybe even with operation in consistent intervals and better usage of the track capacity.  Such systems have been established in some countries, for example it has been done very well in Switzerland.
Now such a system works best, if the portion of the travelers using it is as large as possible, if only it can be assumed that railroad network capacities are expanded when congestion is getting too high.  In many parts of the world the demand for expanding congested highways with tax money is considered self evident, even though planning, financing and building may take its time.  So if railroad lines are subject to such expansion where high numbers of travelers cause congestion, then the system can work better with more travelers for the following reasons:
  1. Longer trains and bilevel trains can transport more people with only one railroad engineer (motor man) and one trains path.  Less energy per passenger is used in this case.
  2. If trains operate more frequently, the system gets more attractive for travelers.
  3. If many trains are operated, more connections can be offered without transfer.
  4. If many trains are operated, some of them can skip part of the stops and still leave a high level of service for all stops. This can be used for shortening travel times and saving energy that would be needed for acceleration.  An example are the New York subway lines 1, 2, 3 and 9.  Lines 1 and 9 combined serve all stops, with about 1/3 of the stops only being served by line 1, 1/3 only by line 9 and the remaining 1/3 by both.  Lines 2 and 3 are express lines that skip about 3/4 of the stops.  All 4 lines are bundles throughout most of Manhattan.
  5. If many trains are operated, it is possible to provide stops closer to the real source and destination of the trip, this shortening the „last mile“ of the door-to-door connection.

To make full use of these advantages, the railroad operator must be well run, like for example in Japan or Switzerland.

I makes some sense to have a government controlled organization that does not only build and maintain railroad lines (or has them built and maintained by some companies), but that also provides a scheduled operation.  This could be a well run federal railroad operator, like in Switzerland, but it could also be an organization that plans the whole system with all schedules and lets companies operate the trains as subcontractors.

It can be seen that this system works quite well in Switzerland, while the attempt to leave passenger traffic to private companies has generally failed in the United States.


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