Oslo Sentralstasjon
From Wikipedia, the free encyclopedia
| Oslo Central Station | |
 |
|
|---|---|
| A bronze sculpture of a tiger stands outside Oslo's Central Station | |
| Location | |
| Place | Jernbanetorget |
| Municipality | Oslo |
| Coordinates | |
| Line(s) | Drammenbanen Gardermobanen Gjøvikbanen Hovedbanen Østfoldbanen |
| Distance | 0.0 km |
| Service | |
| Opened | 1987 |
| Architect | John Engh |
| Owner | Jernbaneverket |
| Line operator(s) | Norges Statsbaner NSB Anbud Flytoget SJ |
| Connections | |
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      |
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All |
| Bus | Jernbanetorget Oslo Bus Terminal |
Oslo Sentralstasjon (Oslo Central Station), frequently abbreviated Oslo S, is the main railway station in Oslo and the largest railway station on the entire Norwegian railway system. It is the terminus of Drammenbanen, Gardermobanen, Gjøvikbanen, Hovedbanen and Østfoldbanen and serves express-, regional- and local train services by four companies. The train station is owned and operated by Jernbaneverket and was opened in 1980.
Oslo S has 19 tracks, 13 of which are connected to Oslotunnelen. The station has two buildings, the original Oslo Ø and the newer main building for Oslo S. Each building houses a large shopping centre. The square in front of the station is called Jernbanetorget.
Contents |
[edit] History
[edit] Two stations
When the first railway line, Hovedbanen, was built between Oslo and Eidsvoll in 1854, the terminus in Oslo had been constructed as an ad-hoc solution located at Gamlebyen. Suggestions included Youngstorget, Grünerløkka and Vaterlands bru. In 1852 an architectural competition was announced, and won by a suggestion based on Crown Street Station in London. This station was located east of the Aker River and it was clear that this could not serve as a permanent solution, as it was not close to neither the city centre or the port. In 1959 the freight section of the station was expanded with the pruchase of land between Loelva and the port, and part of Bjørvika. The station experienced increased traffic from day one, but especially after the opening of Kongsvingerbanen in 1965 and the expansion of Hovedbanen to Hamar in 1862.
In 1872 Oslo got its sectond terminal station, located at Pipervika near Aker Brygge and the city hall. Oslo Vestbanestasjon (Oslo West Line Station or Oslo V) was built to allow Drammenbanen between Drammen and Oslo to terminate in downtown Oslo. The two stations were located about 2 km appart and were not connected by rail until 1907 when Havnebanen was built. There had been disussions about building a central station to connect Drammenbanen with the eastern station, but this idea involved building it via Majorstuen and Grefsen. Oslo V always remained a secondary train station in Oslo, since it mostly served local traffic to Buskerud, Telemark and Vestfold in addition to Sørlandsbanen.
[edit] A new East Line Station
The year after the western station opened, in 1873, the Norwegian legislature, Storting, decided to build a new railway from Kornsjø in Sweden through Østfold to Oslo, Smaalenenebanen (now Østfoldbanen). One expected the traffic at the train station to explode du to this railway and it was decided that a new station had to be built. The engineers in NSB wanted to locate this new railway station west of the river, between Jernbanetorget and Bjørvika. But a conflict arose between Carl Abraham Phil, who was director of NSB, and the City of Oslo. While Phil wanted a separate station for Smaalenebanen, the city wanted to concentrate the stations to one place in Oslo. The engineers on their hand urged to move the station closer to the city. In the end the architect G. A. Bull made four suggestions for a new station with nine tracks over Aker River. In the end the legislature decided in 1878 to build the smallest suggested station with only seven tracks over the river. The argument was that the station was overdimentioned. Oslo Østbanestasjon (Oslo Ø) opened in 1882.
[edit] Committee after committee
But it soon turned out that the station was too small. The population of Oslo had doubled to 150,000 between 1875 and 1890 and between the opening of the station and 1890 the traffic had increased from 400,000 passengers anualy to more than a million, and the station was already underdimentioned. The most critical part was the freight section, where the trains had to partially use the main railway for switching. One of the proposed suggestions to solve the problem was to build the line from Østfold on a viaduct into the station and elevate it on a level above the other tracks. Another problem arose in 1893 considering where Gjøvikbanen was terminate. Some suggestions implied a station at Grefsen with one to Oslo Ø and one via Majorstuen to Oslo V. Storting decided in 1895 that the Gjøvik Line was to be built to Oslo Ø.
To start the process of expandin the station, Storting announced a competition in 1896, that was won by Sam Eyde. The principle was that the freight section was to be moved away from the passenger sections, to Lodalen. The suggestion was voted about in Storting in 1899, and with 70 against 39 votes the new station was delayed, based on the high costs of the project. Instead they appointed another committee to look at possible solutions. They had a split decision, but both fractions concluded with that a new railway had to be built between the two stations, and proposed a line past the city hall and in a tunnel underneath Akershus Fortress. But again the suggestion was watered out by Storting and the only construction to take place was a new expedition for the Smaalenene Line and Gjøvik Line plus some minor changes to the freight section. The new railway line Havnebanen that connected the two stations opened in 1907.
The next major committee was created in 1938 that started work on plans for what would become a central station. This was the first project to propose a tunnel under the entire city that would branch out from Drammenbanen before Oslo V. The committee proposed two suggestions, one where all traffic was directed to the new central station and one where the suburban traffic went to Oslo V. But it also opened for construction of a line north of the city via Grefsen to Oslo Ø, but this was not recommended. The proposed tunnel below the city was proposed to be 1,660 m long. The plans also included a twelve story tall building for NSB's administration at the station, that at the time was spread around at 14 different places in the city. The committee delivered its proposal on December 7, 1939 to the Norwegian Ministry of Labour.
[edit] Wartime and change of plans
In 1940 after the German invasion of Norway in World War II the German puppet government took over control of transport planning in Norway and changed the plans in 1942 with the Tøyen Project. The idea involved dismounting both Oslo V and Oslo Ø and building a new central station at Tøyen. The idea was to concentrate all suburban transport to diesel buses while the train was to be responisble for long distance transport. Tram- and commuter train services were to be abandoned and the area freed was to be converted to freeways, and it would become less important to have the main train stations centrally located in the city. Both the committee and NSB rejected the project. During the war the German forces exploited the railway network and stock, and by the end of the war the entire railway system was worn out.
After the war, in 1946, the Planning Office for the Central Station was created, lead by Egil Sundt. This committee announced an architecture contest for a new central station, and the suggestion Green Light by John Engh won. The planning office started work on planning the station based on the 1938 committees work, and in addition decided to expand Alnabru Railway Yard parallel with the railway station. The office presented plans that would take 15 years to complete. One of the greatest problems was the placement of the tunnel under the city. NSB wanted a straight line for quick transport while there on the other hand were extremely complex geological conditions in Oslo, including large areas of clay. The plans had orginally included at station at Oslo City Hall, but a more northerly line was chosen that would be 1,802 meters long.
But passing the plans through Storting proved difficult, even though the plans were presented in 1952. In 1959 the plans were revised and in 1960 a new committee was created. They suggested building a third rail between Grefsen and Bestun for freight trains to connect between the eastern and western lines. It also felt that the tunnel should be expanded westwards and terminate somewhere between Skarpsno and Skøyen and at the same time close Havnebanen. The new plans were approved by Storting in 1962.
[edit] One station
The new central station was to have the same basic plans as the suggestion that won the contest in 1946, though slightly modified, among other things keeping the old Oslo Ø building. The station was to have 19 tracks, of which 12 were to connect to the Oslo Tunnel. Construction of the new station started in 1979 and in 1980 the Oslo Tunnel could be taken into use. The tunnel got one of the planned stations, Nationaltheatret, while Elisenberg was never built due to lack of funds. Oslo S was taken into use on November 27, 1986 and officially opened by King Olav V on February 12, 1987. At the same time Oslo V was closed, and is now the seat for the Norwegian Nobel Institute.
[edit] Services
Four railway companies offer a combination of express-, regional- and commuter train services in addition to the Airport Express Train service.
- Express trains are offered to Bergen, Kristiansand, Stavanger and Trondheim in addition to Stockholm in Sweden. Services are provided domestically by NSB using BM73 units and to Sweden by SJ using X2 units. Day trains are operated three times a day domestically and once to Stockholm. Night trains are also operated to all four cities.
- Regional trains are operated to Skien, Lillehammer, Gjøvik, Halden and Gothenburg. Services are provided by NSB with BM70 units (Skien - Lillehammer), BM73b units (Halden - Gothenburg) and by NSB Anbud with BM69g units to Gjøvik.
- Airport Express Train operates a ten-minute frequency to Oslo Airport, Gardermoen using BM71 units. This is the only high speed train service in Norway and is operated by Flytoget.
- Local trains are operated by NSB and NSB Anbud using BM69 units.
[edit] Connections
Oslo S with the connection Jernbanetorget is by far Norway's largest transportation hub, servicing buses, trams and subway.
- Connection to all six subway lines can be done through Jernbanetorget subway station
- Trams and some buses stop outside the station at Jernbanetorget
- Buses are located 200 meters away at Oslo Bus Terminal
| Preceding station | Line | Following station | ||
|---|---|---|---|---|
| Nationaltheateret | Drammenbanen | terminus | ||
| terminus | Gardermobanen | Lillestrøm | ||
| Gjøvikbanen | Tøyen | |||
| Hovedbanen | Bryn | |||
| Østfoldbanen | Nordstrand | |||
| Preceding station | Express trains | Following station | ||
| terminus | Oslo S - Trondheim S | Lillestrøm | ||
| Oslo S - Stockholm C | ||||
| Asker | Bergen - Oslo S | terminus | ||
| Kristiansand - Oslo S | ||||
| Preceding station | Regional trains | Following station | ||
| Nationaltheatret or terminus |
Airport Express | Lillestrøm or Oslo Airport |
||
| terminus | Oslo S - Halden | Ski | ||
| Nationaltheatret | Skien - Oslo S - Lillehammer | Lillestrøm | ||
| terminus | Oslo S - Gjøvik | Grefsen | ||
| Preceding station | Local trains | Following station | ||
| Nationaltheatret or terminus |
300 | Skøyen - Oslo S - Jaren | Tøyen | |
| 400 | Asker - Oslo S - Lillestrøm | Bryn | ||
| 440 | Drammen - Oslo S - Dal | Lillestrøm | ||
| 450 | Kongsberg - Oslo S - Eidsvoll | |||
| 460 | Skøyen - Oslo S - Kongsvinger | |||
| 500 | Skøyen - Oslo S - Ski | Nordstrand | ||
| 550 | Spikkestad - Oslo S - Moss | Kolbotn | ||
| 560 | Skøyen - Oslo S - Mysen | Holmlia | ||
[edit] External link
- Jerbaneverket's entry on Oslo S (Norwegian)
