Krøderen Railway

The Krøderen Railway (Krøderbanen) is a 26 km long standard-gauge railway, and is the longest preserved railway in Norway.

It runs from Vikersund along the valley of the Snarum River to Krøderen. At Krøderen there were transfer facilities to steamboats which operated on Lake Krøderen to the township of Gulsvik, a 2-1/2 hour trip. The steamboat service ended in 1925.

There are no major bridges, and no tunnels, but there are sharp curves (188 metres or 9 chains radius). The steepest grade is 1 in 45 (2.22%), but in the direction of most traffic, (Krøderen to Vikersund) the steepest grade is 1 in 71 (1.4%).

Like many Norwegian railways the railway was originally built to 3 ft 6 in gauge, and most of the traffic was timber. It was opened in 1872, and during its 3 ft 6 in gauge days motive power was provided by Beyer Peacock 2-4-0T locomotives.

Perhaps the railway's greatest claim to fame happened in an eighteen-month period in 1908 to 1909 when it formed part of the main route between Oslo (then known as Kristiania) and Bergen. Passengers travelled by 3 ft 6 in gauge train from Kristiania to Krøderen, then by steam boat to Gulsvik, from where they joined a standard gauge train on the new railway to Bergen. This interesting operation ceased late in 1909 when the standard-gauge Bergen railway via Roa was completed, and the Krøderen railway reverted to being a quiet branchline.

Late in 1909 the railway was converted to standard gauge. This was not necessitated by the level of traffic, but because other railways in the area were being converted.

Due to falling timber traffic the railway closed in 1985. However before this plans were made to preserve the line, and veteran trains began running in 1977. Today the line is operated by the Norwegian Railway Club (Norsk Jernbaneklubb - NJK).

The management of the Krøderen railway is very heritage conscious. This extends to restoration of the telephone and telegraph line and equipment, the restoration of goods rolling stock, and the presentation of the station — both inside and outside — at Krøderen.

On my trip the train consisted of five wooden bodied teak coaches hauled by a 2-8-0 loco. The pace was slow — the track is light — and the scenery attractive — stoney creeks, wide river, general views of valleys with houses and farms, and lots of trees and forests.

I saw three intermediate stations, all restored to original condition.

Whilst at Krøderen station there was some sort of ceremony, with a number of speeches, but I have no idea the purpose of the ceremony as it was all in Norwegian of course.

Unlike in all the other places I visited, English did not seem to be widely spoken as a second language here.

Frank Stamford

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The train at Krøderen station. The loco is a light-weight 2-8-0 of the NSB 24b class (NSB = Norges Statsbaner — Norwegian State Railways). The rails are only 25 kg/m (50 lb/yd) and the maximum axle load of the locomotive is only 11 tons. This compares to 13-1/2 tons for a Victorian Railways K class, and 15-1/2 tons for an NSWGR 50 class - so it is a quite small 2-8-0.

Like many small Norwegian stations, the architecture of Krøderen station is interesting. The building dates from 3 ft 6 in gauge days. On the far left of the picture, above the red and white umbrella, the distinctive loco water tank can be seen. It is a substantial brick structure to prevent the water from freezing in winter.

A museum has been set up in the goods shed at Krøderen, and while a little cramped it has some interesting exhibits including this Manning Wardle 0-4-0ST loco of 1892. The loco is an ex-NSB shunting loco, and still operates occasionally on the Krøderen railway.