Bergensbanen

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Bergensbanen
The Bergensbanen on the Hardangervidda near Finse. The track shown here is an abandoned section of the line, which now runs through a tunnel
Info
Type	Railway
System	Norwegian railway
Terminals	Hønefoss [1] Bergen [1]
No. of stations	39 [2][3]
Operation
Opened	November 27, 1909[4]
Owner	Jernbaneverket
Operator(s)	Norges Statsbaner CargoNet
Character	Express trains Freight trains
Rolling stock	BM 73, El 18
Technical
Line length	372 kilometres (231 mi) [1]
No. of tracks	Single [1]
Gauge	1,435 mm (4 ft 8½ in) [5]
Electrification	15 kV 16⅔ Hz AC
Highest elevation	1,237 metres (4,060 ft) [6]

Bergensbanen is a 372 kilometres (231 mi) railway line between Bergen and Hønefoss, Norway.^[1] The name is often applied for the entire route from Bergen to Oslo, a distance of 460 kilometres (290 mi)^[7]. It is the highest mainline railway line in Northern Europe,^[8] crossing the Hardangervidda plateau at 1,237 metres (4,060 ft) above sea level.^[9]

The railway opened in 1909^[10] and electrified in 1954-64.^[11] The entire line is single track^[1] and served with passenger trains by Norges Statsbaner (NSB) and freight trains by CargoNet. Bergensbanen is owned and maintained by the Norwegian National Rail Administration (Jernbaneverket). Flåmsbana remains as the only branch line.^[1]

[edit] History

[edit] First step to Voss

Map of the Bergensbanen and principal stations

Main article: Vossebanen

The first documented idea of building a railway between Norway's two largest cities was launched by Hans Gløersen on August 24, 1871 in Bergensposten. The forest supervisor in Voss suggested building the railway via Voss and Hallingdal to connect with Krøderbanen. Back in 1866 the same person had launched the idea of Jærbanen. Within days of the launch of Bergensbanen the city council had assimilated support for the suggestion. In 1872 the railway director Carl Abraham Phil and two engineers went on a survey tour to look at the suggested line.^[12] At the time it was common that proposals for railways came from local initiative, and that local municipalities and private investors would then pay about 20% of the investments, the state covering the rest, mostly through foreign debt.^[13]

[edit] Political processes

On October 20, 1871 two engineers traversed the two possible routes from Bergen to Voss; the one via Fana, Os and Hardangerfjord, the other via Dale and Sørfjord. Though covering a less populated area, the latter would be cheaper to build, and have less elevation. A railway committee was created on January 25, 1872 with a limited mandate, which was increased again December 20. At the same time there was a dispute between the ministry and Phil about whether to prioritize Bergensbanen, but in July 1872 surveys where performed in person by Phil and two engineers, and their report was positive. At the same time he launched the idea of a branch line up Valdres to Lærdal.^[14]

By 1873 agreement had been reached as to the right-of-way to Voss, but not onwards towards Oslo. On January 13, 1874 the city council started issuing stock for Vossebanen, to begin with 400,000 spd (NOK 1.6 million) was issued. In the 1873 parliamentary election the railway supporter Peter Jebsen was elected, spending the next few years furiously defending the railway. Parliament chose to not issue now railway projects in the 1874 session, and instead make a complete plan for all railway construction in the country, to be proposed by a committee. When the report was launched on March 20, 1875 Vossebanen was not included since it could not show a higher profitability than 1%. During the 1875 session there was not a majority for Vossebanen, partially due to the lack of capital available for local investors. This was based on a claim from Johan Jørgen Schwartz, the chairman of the committee, that the investment costs were underestimated. This was countered by Nils Henrik Bruun, a constructor from Bergen, who was willing to construct all tunnels on the railway for less than the budgeted sum. When Jebsen in addition was willing to act as personal guarantee for Bruun in case of his death, the majority in the parliament shifted. On June 9, 1875 parliament voted with 61 against 42 to build Vossebanen.^[15]

[edit] Construction

The ceremony at the completion of the track at Ustaoset in 1907.

Vossebanen was built with narrow gauge, 1,067 mm (3 ft 6 in). The first parts of the construction started in December 1875, while the largest part started in March 1876. During the winter the engineers had done the last finesses on the plans. At any given time at least 800 men worked on the construction^[16], and at the most 1,800 men where in employment.^[17] They had 12 hours working day and were paid NOK 2.55 per day, the highest wage for navvy in the country.^[18] To a large extent the labour came from Sweden, who had just finished Vänerenbanan and had excess of skilled labour for construction. This import of labour had the effect of pumping money into the local economy, and several taverns were built along the line. There were some accidents, and several deaths among the workers.^[19][20]

The construction work was finished in 1882 and some test services began, though not scheduled until the spring of 1883. Official opening commenced on July 11, 1883. Many of the navvys settled on Vossebanen after construction, and started working for NSB as part of the operation.^[21]

[edit] Across the mountain

By the time Vossebanen was completed Norway had plunged into recession. Parliament was not willing go give more money to railways, and the country had to make due with a transport plan launched in 1886 that did not follow up with any funding. On March 1, 1894 parliament after five days of debate chose, with 60 against 53 votes, to build Bergensbanen.^[22] Several different routes had been proposed, including over Krøderen, or down Numedal (which later would get the railway Numedalsbanen). In the end Hallingdal was chosen, connecting to Hønefoss and via Sandvika. To save costs a preliminary line would connect Hønefoss to Roa with the branch line Roa-Hønefossbanen. The final stage would be along Gjøvikbanen to Oslo. The line would also connect to the system via Randsfjordbanen at Hønefoss.

Local financing was ready within a year, yet it took six years to survey the line properly, and construction start had to weight until 1901.^[23] Construction started with the building of roads to get in supplied to the construction sites, completed in 1902. The construction was exceptionally challenging, at high altitudes in in a region without roads and with a climate that saw many meters of snow in the winter and temperatures far below freezing.^[24] All in all 113 tunnels, totaling 28 kilometres (17 mi) had to be built; the longest being the 5,311 metres (17,420 ft) Gravehalsen Tunnel, alone costing NOK 3 million and the longest tunnel north of the Alps. It took six years to build, and had to be excavated manually through solid gneiss.^[25] Laying of track was started in 1906, and in 1907 the two groups, both having started at their own end, met at Ustadoset. A small celebration was made at the spot (see image).

It had been decided that Bergensbanen, unlike Vossebanen, was to be built with standard gauge. So the newly laid line from Bergen to Voss had to be converted in time for the opening of Bergensbanen. This was especially challenging because of the continuous traffic on the line, with 36 departures per day to Nesttun, six to Garnes and four to Voss. In preparation a few curves had to be straightened, the tunnels widened and the bridges strengthened. On the night of 10/11 August, 1904 all the track was changed and in the morning the trains could operate on standard gauge to Voss.^[26]

The first services started on July 1, 1907 from Voss to Myrdal. An official opening train attempted to cross part of the line to Gulsvik on December 9, 1907, but got stuck in heavy snow and had to return. It turned out that the railway had to close and it took one and a half month to clear it for snow. It was even the rotary snowplow at 750 kW was not powerful enough to get rid of it. A new attempt to open the line in 1908 succeeded, and a train went from Gulsvik to Bergen. The line from Roa to Gulsvik was still under construction, so passage was along Drammenbanen via Krøderbanen with ship over Krøderen to Gulsvik. The first scheduled train from Oslo Vestbanestasjon en route to Bergen departed June 10, 1908.^[27]

On November 25, 1909 a train en route from Bergen rolled into Oslo Østbanestasjon, and two days later the railway was officially opened at Voss.^[28] King Haakon VII stated upon the opening that the line was the Norwegian engineering masterpiece of his generation.^{[citation needed]}

[edit] Steaming up

The rotary snowplow fighting its way across Hardangervidda in 1908

World War II was a demanding time for the railway line, as the track was in heavy use for both civilian and military transportation, and much of the equipment and maintenance was lacking. On February 28, 1944 a descending eastbound freight train loaded with oil and petrol lost its braking power and became a runaway train, finally ploughing into a westbound passenger train at Breifoss, just east of Geilo. The crash and subsequent fire killed 25 civilians and an unknown number of German soldiers. Poor lubrication oil combined with the cold weather is believed to have caused the accident.

[edit] White coal across white plains

An NSB El 18 hauled express train just leaving the Finse Tunnel

An NSB type 73 express train at Oslo S waiting for departure to Bergen

Norway is a country with abundance of hydroelectricity and NSB saw huge amounts of money burning up with the imported coal. Plans for electrification of Bergensbanen is as old as the railway itself, and in 1912 the line from Nesttun to Bergen was proposed electrified and rebuilt to double track,^[29] having seen Thamshavnbanen open with electric traction in in 1908.^[10] During the planning of Hardangerbanen and Flåmsbana during the 30s the suggestion again arose, and both the branch lines were built with electric traction, but not the main line. Countersuggestions were raised proposing a conversion to the locomotives running on oil or coal dust. In 1939 a plan for national electrification was launched, and Vossebanen was top priority. But the breakout of World War II set the plans back, and not until the 50s was it again possible to afford such investments.^[30] Vossebanen took electric traction into use on July 2, 1954.^[10]

In 1952 a new plan was launched by parliament to electrify 1,153 kilometres (716 mi) of railway, with the line from Voss to Hønefoss prioritised fourth. In 1955 NSB launched the "away with the steam"-campaign, replacing all steam locomotives with electric or diesel traction. Since electrification was not imminent, NSB introduced diesel traction on Bergensbanen in 1958, predominantly using Di 3 stock. Travel time between the two termini was reduced by about one hour. During summer the type 66 diesel multiple units were put into service, but they where not heavy enough to cope with winter and thus only served during the summer months.^[31] The line was electrified in four stages, from Roa to Hønefoss on February 1, 1961, from Hønefoss to Ål on December 1, 1962, from Ål to Ustadoset on December 15, 1963 and finally from Ustadoset to Voss on December 7, 1964.^[10] As the point of electrification moved across the mountain, so did the point NSB changed locomotive on the train. The new locomotive El 13 was put into service on the electric parts. The electrification cost NOK 143 million.^[32]

The express trains have as one of the main lines always been allocated the newest locomotives by NSB. When the El 14 was delivered in 1968,^[33] it was put into service on Bergensbanen, as was the El 16 in 1977^[34], the El 17 in 1981^[35] and finally the El 18 in 1996.^[36] The older locomotives have been relegated to freight service. In 2000 electric multiple units were put into service with the type 73 tilting trains, branded as Signatur and capable of 210 kilometres per hour (130 mph). However, they cannot be used at those speed on any part of Bergensbanen, and only some parts of Askerbanen and around Finse can they operate quicker than the locomotive hauled trains.^[37]

[edit] Through the first mountain

Main article: Ulriken Tunnel

The first 32 kilometres (20 mi) form Bergen to Takvam represented a very roundabout way, and it was clear that it would be possible to reduce the line by 21 kilometres (13 mi) with the construction of three tunnels, Ulriken Tunnel (7,660 metres (25,100 ft)), Arnanipa Tunnel (2,177 metres (7,140 ft)) and Tunestveit Tunnel (40 metres (130 ft)).^[38] The idea was approved by parliament in 1956, based on private financing from the businessperson Fritz Rieber. Construction started in 1959 with the tunnels being finished in 1963 while the tracks were finished laid on May 29, 1964 when the first train entered the tunnel.^[39]

Riber has suggested a package for the politicians, where he would create a company that would borrow money to build both the Ulriken Tunnel, a shortening of the line from Hønefoss to Sandvika (Ringeriksbanen) and electrify the railway. Since NSB based their fares on the route length traveled, financing would be covered by a surcharge equal to the distance saved; ticket price would remain the same and within twenty years the debt would be covered. The government opposed the suggestion, Trygve Bratteli commenting that even though the financing was private, it would still have to use the same funding as government debt, and would jeopardize other projects, like Nordlandsbanen. ^[40]

In 1980 the Oslo Tunnel was opened, allowing trains along Drammenbanen to go to the new Oslo Central Station, an upgrade of the former Oslo Ø. As a consequence of this, passenger trains were since the late 1980s rerouted via Drammen instead of via Roa, following Drammenbanen and Randsfjordbanen to Hønefoss. This allows the trains to pass through more densely populated areas and on trackage with more capacity. However, the change of route actually increased the length between the two termini with 23 kilometres (14 mi). But the better track standard via Drammen results in about the same travel time. Freight trains still go via Roa.^[41]

[edit] Lowering the peak

Haugastøl-Hallingskeid
Legend 275,50 km Haugastøl (1908) 988.0 m amsl new line via Gråskallentunnelen 288.70 km Tunga Station new line 302.10 km Finse (1908) 1222.2 m amsl new line via Finse Tunnel (1993) 312.28 km Kvinå (1959) 313.00 km Taugevatn 1300 m amsl (ca. 300 m) (ca. 850 m) 318.57 km Høgheller junction new line (1993) 322.80 km Hallingskeid (1908) 1110.1& m amsl

Freight train about to enter the Finse tunnel

Main article: Finse Tunnel

During winter NSB had large costs keeping the line snow-free. Large diesel-electric snowploughs were stationed at Finse, and tens of kilometers of snow sheds were built on the most vulnerable parts. Especially the 22 kilometres (14 mi) part between Finse Station and Hallingskeid was a tear on resources, and heavy snowfall and drifts regularly closed the entire line. A solution was proposed by NSB's director Robert Nordén in 1984, involving construction of a 10.5 kilometres (6.5 mi) tunnel between the two stations.^[42]

In 1989 the Norwegian Parliament approved the plans, including the upgrade of part of the line east of Finse. In total NOK 750 million was invested in rebuilding 32 kilometres (20 mi) of line, shortening it by 4.5 kilometres (2.8 mi). At the same time the permitted speed could be increased from 70 kilometres per hour (43 mph) to 170 kilometres per hour (110 mph). The tunnel opened on June 16, 1992 while the rest of the upgrades opened in five steps in the period 1995-98. The highest point of the line was reduced from 1,301 metres (4,270 ft) to 1,237 metres (4,060 ft). This point incurs inside the tunnel.^[43] After the opening the base for snow removal was closed at Finse.^[44]

[edit] Operation

Bergensbanen as a through line is used for up to five express trains operated by Norges Statsbaner, as well as freight trains by CargoNet. From Myrdal to bergen there are commuter rail services operated by NSB.

[edit] Line

The total distance from Oslo to Bergen via Drammen is 493 kilometres (306 mi), while Bergensbanen proper is 372 kilometres (231 mi).^[1] The line has 182 tunnels,^[1] totaling ca. 73 kilometres (45 mi),^{[citation needed]} of which ten are over 2.0 kilometres (1.2 mi).^[45] Finse Station remains the highest elevated station at 1,222.2 metres (4,010 ft), while the highest point is in the Finse Tunnel at 1,237 metres (4,060 ft).^[46] The steepest gradient is on the Voss-Myrdal stretch, at 1:46:5.^{[citation needed]}

[edit] Commuter rail

An NSB type 69 passing Trengereid Station

Main article: Bergen Commuter Rail

NSB operates a commuter rail service from Bergen with two hourly departures to Arna, plus fourteen daily departures to Voss, of which up to six continue to Myrdal. Rolling stock is the type 69 multiple units.^[47] The first part to Arna represents an important part of the public transport in Bergen, since the rail direct line through the mountain Ulriken is considerably faster than driving around.

[edit] Express service

Express trains operated by NSB have always been the primary passenger service on Bergensbanen. Passenger trains follow Drammenbanen and Askerbanen to Drammen, before heading north to Hønefoss on Randsfjordbanen. The express trains offer both transport from villages along the line to either Bergen or Oslo, as well travel between Norway's two largest cities. Up to two day trains are provided with type 73 multiple units, while the remaining services are with locomotive hauled trains. Six nights a week there is a night train service. Several parts of the line service places without road access, such as Finse and Myrdal.^[48] Operating deficits are covered by the Norwegian Ministry of Transport and Communications.^[49]

[edit] Freight

Freight trains are operated by CargoNet, hauled by El 14 and El 16 locomotives. Most transport is from the terminal at Alnabru in Oslo to the terminal at Bergen Station. Freight trains use Roa-Hønefossbanen instead of going via Drammen since it is shorter; distance is more important than speed for freight trains. CargoNet operates up to four daily trains from Oslo, plus one from Drammen.^[50] Rail freight on Bergensbanen increased by 80% from 2001-05, but further growth is not possible without better infrastructure; CargoNet has indicated they want five more passing loops, as well as extending them to increase train length from 400 to 600 m, claiming they could double freight traffic with adequate infrastructure.^[51][52]

[edit] Heritage

Parts of the closed sections of Vossebanen, from Midttun to Garnes has been converted to a heritage railway, Gamle Vossebanen that is operated with steam trains by Norsk Jernbaneklubb during the summer.^[53] At Finse there is a navvy museum, and the old navvy road has become a cycle track.^[54]

The branch line Flåmsbana has been converted to a tourist route. The railway has spectacular scenery and a vertical decent of 864 metres (2,830 ft) or 5.5% along the 20 kilometres (12 mi) route from Myrdal to Flåm. Operation is still performed by NSB, but marketing is performed by Flåm Utvikling.^[55] The stock used on the railway are El 17 hauling B3 wagons, all painted green.^[56]

[edit] Future propositions

Map of the proposed Ringeriksbanen that would shorten Bergensbanen with 60 km

[edit] Upgrades

Ulriken Tunnel represents the largest bottleneck on Bergensbanen, due to the commuter trains to Arna. Building double track on the westernmost part of Bergensbanen would free up capacity not only of that part of the line, but the whole line across the mountains.^[57]

The original plans for Bergensbanen from 1894 included the construction of a new line from Hønefoss to Sandvika just west of Oslo. This line would reduce the distance on Bergensbanen with 60 kilometres (37 mi) and 50 minutes travel time. There has been a continual decision to built this railway line, but it has never received any funding.^[58] Combined with other improvements totaling investments of NOK 7 billion, travel time could be reduced to four and a half hours.^[59]

[edit] Closing

In 2002 the Norwegian National Rail Administration warned that lack of funding might lead to a closure of all long-distance passenger trains in Norway, including Bergensbanen. Torild Skogsholm, Minister of Transport and Communications assured that it was not the government's policy to close railway lines.^[60] In 2004 the Progress Party suggested closing down the railway line and replacing it with a highway between Bergen and Oslo, arguing that the railway was unprofitable, and that bus transport was cheaper while easier truck transport would aid business. Other political parties rejected the proposal pointing out the better environmental performance of the railway and that the railway transports large volumes of freight. ^[61]

[edit] High-speed rail

Main article: High-speed rail in Norway

Several suggestions for high-speed rail from Oslo to Bergen have been launched. Preliminary studied performed for Jernbaneverket who positive cost-benefit ratios on building high-speed rail from Oslo to Bergen. The most suitable route would approximately follow the existing route (but a new tunnel Oslo-Hønefoss). Oslo-Trondheim and Oslo-Halden are assumed to be built earlier because of lower cost.^[62] Two lobbyist suggestions to the route have also been launched. The one involvs a "high-speed ring" from Oslo, via Numedal to Geilo, then following Bergensbanen to Bergen and continuing south to Stavanger and back to Oslo via Kristiansand.^[63] Norsk Bane has launched the idea of building a common line from Oslo to Haukeli and then from branching off to Bergen and Stavanger.^[64]

[edit] Centenary activities in 2009

Bergensbanen will have been serving passengers for 100 years in 2009. In connection with the Norwegian Year of Cultural Heritage 2009, memory institutions will be working with railway enthusiasts and the Norwegian Railway Museum to provide opportunities for towns and villages along the line to investigate how the railway affected their communities.^{[citation needed]}

[edit] Stations

Upward gradient diagram of Bergensbanen

	Station	Elevation (m)[2]	Distance from Oslo (km)	Distance from Bergen (km)
	Oslo S	2	0	493
	Asker	104	24	469
	Drammen	2	41	452
	Hokksund	8	58	435
	Vikersund	67	84	409
	Hønefoss	96	112	381
	Flå	155	174	319
	Nesbyen	168	208	285
	Gol	207	225	268
	Ål	436	250	243
	Geilo	794	275	218
	Ustaoset	990	286	207
	Haugastøl	988	297	196
	Finse	1222	324	169
	Hallingskeid	1110	345	148
	Myrdal	867	358	135
	Upsete	850	364	129
	Mjølfjell	627	376	117
	Voss	57	407	86
	Dale	43	447	46
	Arna	8	483	10
	Bergen	2	493	0

[edit] Notes

[edit] References

• Aspenberg, Nils Carl (2001). Elektrolok i Norge (in Norwegian). Oslo: Baneforlaget. ISBN 82-91448-42-6. 
• Gubberud, Ivar J. (1983). Vossebanen 1883-1983 (in Norwegian). Oslo: Norsk Jernbaneklubb. ISBN 82-90286-05-8. 
• Holøs, Bjørn (1984). Bergensbanen 75 (in Norwegian). Oslo: Gyldendal. ISBN 82-05-19349-5. 
• Jernbaneverket (2007). Jernbanestatistikk 2006. Oslo: Jernbaneverket. 
• Norsk Jernbaneklubb (1994). Banedate '94. Oslo: Norsk Jernbaneklubb. ISBN 82-90286-15-5. 
• Rødland, Kjartan (1999). Bergensbanen: livsnerven over høyfjellet (in Norwegian). Bergen: Alma Mater. ISBN 82-419-0253-0. 

[edit] External links

• The Wikimedia Commons has media related to Bergensbanen.
• Jernbaneverket entry
• Norsk Jernbaneklubb entry