The tranquil waters of Stora Le, Sweden’s 18th largest lake, stretch across the horizon, a slender body of water extending into Norway. A rusted, decaying crane winch stands on the shore, a relic of a bygone era. This crane, erected in 1948, once hoisted timber from Swedish forests, destined for sawmills in Halden, Norway. Until 1956, this lumber journeyed along the Norwegian lake system, marking a shift from the century-old practice of transporting logs through the Otteid Canal, a waterway now overgrown and largely forgotten.
The idea of resurrecting the Otteid Canal was briefly reignited three years ago, envisioning a widened and modernized waterway complete with locks and a tourist center. However, the projected cost of several hundred million kronor quickly dampened enthusiasm, leaving the canal to its slumber. Despite the setback, the dream of seamless water travel between Sweden and Norway persists, particularly for recreational boaters and canoeists. The allure of a continuous journey, from Gothenburg through the Göta Älv River, Lake Vänern, and the 250-kilometer Dalsland Canal with its 16 locks, all the way to the Norwegian side of Stora Le, remains a powerful motivator.
While the Otteid Canal’s revival remains stalled, an alternative solution has emerged: the Gusbybanen, a 1,500-meter mini-railway that operated until 1926, competing with the canal for timber transport. Inspired by boat trains like those on the Elbląg Canal in Poland and the Big Chute Marine Railway in Ontario, the concept proposes transporting boats on an electrically powered carriage across the narrow strip of land separating Swedish and Norwegian waters. This “boat train” would offer a 23-minute journey, operated by a trained professional, while passengers relax and enjoy the scenery. Canoeists could opt for a self-driven handcar, offering a unique and engaging experience.
This innovative solution estimates a significantly lower investment of 30 million kronor, a stark contrast to the canal’s exorbitant price tag. The proposal has been presented to railway authorities and landowners, with positive initial responses. Proponents argue this approach is more feasible than resurrecting the canal, preserving a piece of local history while creating a novel tourist attraction. The envisioned carriage could accommodate boats up to 4.05 meters wide, 10.7 meters long, with a draft of 1.8 meters and a clearance of 5.5 meters, catering to a wide range of vessels.
The potential economic impact of the Gusbybanen excites local stakeholders. While the profitability based solely on ticket sales is uncertain, the benefits for the entire region are considered substantial. Increased tourism, boosting local accommodations, restaurants, and potentially a comprehensive canal ticket covering the entire Gothenburg-Halden route, are all anticipated positive outcomes. Supporters envision a ”recreated Norwegian-Swedish regional union, but on water,” fostering cross-border collaboration and economic growth. Swedish boating organizations welcome the idea, noting its potential to distribute tourists across a wider area, including Norway, and attracting more visitors. However, concerns about the safe handling of boats during the train journey remain.
The project’s success hinges largely on securing funding and intergovernmental cooperation. While Swedish communities have expressed interest contingent on Norwegian financial commitment, Norwegian officials view the project as a potential catalyst for strengthening cross-border relations, strained during the pandemic. The proposal mirrors the successful Kjölen Sportcenter, a cross-border ski trail jointly managed by Sweden and Norway, potentially offering a model for the railway’s ownership and operation. Norwegian authorities highlight the project’s uniqueness and its potential as a spectacular tourist attraction, hoping to gather national and regional authorities from both countries in 2025 to solidify the concept. The future of the ”boat train” rests on transforming a promising vision into a tangible reality.
