Oslo T-bane
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| Oslo T-bane | |
 |
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| Locale | Oslo |
|---|---|
| Transit type | Rapid transit |
| Began operation | 1898 (as a tramway) 1966 (as rapid transit) |
| System length | 84.2 km (52.3 miles) |
| Number of lines | 6 |
| Number of stations | 104 |
| Daily ridership | about 174,000 (2005) |
| Track gauge | 1,435 mm (4 ft 8½ in) |
| Operator(s) | Oslo T-banedrift |
The Oslo T-bane is the rapid transit system of Oslo, Norway. It is operated by Oslo T-banedrift, on contract with the transit authority Ruter. As of 2008 the network consists of six lines which all run through the city centre. It has a daily ridership of 175,000[1] and 89 stations of which 16 or underground or indoors.[2][3][4][5] In addition to serving all fifteen boroughs of Oslo, two lines run to Bærum.
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[edit] Line network
The original T-bane, connecting the eastern suburbs of Oslo to the centre of the city, was built in 1966. It consisted of four main lines, Grorudbanen, Furusetbanen, Østensjøbanen and Lambertseterbanen. Later, the easterly lines were connected to the in-part much older western lines: Holmenkollbanen (originated as a tram line between Majorstuen and Besserud in 1898), Kolsåsbanen, Røabanen and Sognsvannsbanen, forming a city-wide metro system. With the exception of the new northern circle line T-baneringen, the western lines are mostly not really subway, they have an absence of tunnels west of the city centre. Two of the western lines, Røabanen and Kolsåsbanen, reach deep into the neighboring municipality of Bærum.[6]
[edit] Operating lines
| Line # | Termini | Lines | Stations |
|---|---|---|---|
| 1 | Frogneseteren ↔ Helsfyr (↔ Bergkrystallen) | Holmenkollbanen, Lambertseterbanen | 35 |
| 2 | Østerås ↔ Ellingsrudåsen | Røabanen, Furusetbanen | 26 |
| 3 | Sognsvann ↔ Mortensrud | Sognsvannsbanen, Østensjøbanen | 27 |
| 4 | Bergkrystallen ↔ Ring | T-baneringen, Lambertseterbanen | 22 |
| 5 | Storo ↔ Vestli | T-baneringen, Grorudbanen | 26 |
| 6 | Ring ↔ Husebybakken | T-baneringen, Kolsåsbanen | 12 |
[edit] Western lines
- Holmenkollbanen was opened in 1898 as a tram service between Majorstuen and Besserud. Wide suburban wagons were taken into use from 1909. In 1916 the line was expanded to Frognerseteren, and in 1928 a tunnel was opened between Majorstuen and Nationaltheatret. Between 1916 and 1940 there was a track from Frogneseteren to Øvresetertjern, which has become a hiking trail.
- Røabanen, originally called Smestadbanen, was opened in 1912.
- Sognsvannsbanen was opened in 1935. It was converted to third rail operation in 1993.
- Kolsåsbanen, originally called Lilleakerbanen, opened as a tram line to Lilleaker in 1919, to Haslum in 1924 and to Kolsås in 1930. A connection between Jar on Kolsåsbanen and Sørbyhaugen opened in 1942.[6] The new line Nationaltheatret - Kolsås was given the name Kolsåsbanen and operated with wide suburban wagons. At the same time the trams turned around at Jar. The line has since 2006 been closed for renovation.
[edit] Eastern lines
- Østensjøbanen was opened as a tram line from Vålerenga to Oppsal in 1926. It was converted to metro standard in 1967, and has since then been expanded and reached Mortensrud in 1998.
- Lambertseterbanen opened as a tram line from Brynseng (on Østensjøbanen) to Bergkrystallen in 1957. It was converted to T-bane in 1966 and connected to the new Subway line from Jernbanetorget to Helsfyr. This was Norway's first Subway and rapid transit line.
- Grorudbanen opened from Tøyen to Grorud in 1966. Extended to Vestli in 1975.
- Furusetbanen was opened from Hellerud (on Østensjøbanen) to Haugerud in 1970. Since then it has gradually been expanded and reached Ellingsrudåsen in 1981.[6]
[edit] Connection and metro standard
The T-bane is integrated into the public transport system of Oslo and Akershus through the agency Ruter. This allows tickets to also be valid on the Oslo Tramway, the Oslo Commuter Rail and the buses. A new, wireless ticketing system, Flexus, is being implemented.
Though some of the western tramways have been converted to T-bane, most of the smaller lines close to the centre of town have not. Instead these fill to supplement the T-bane by operating close to the centre with closer stations, but lower average speeds. There are major transfer points to the tramway at Jar, Majorstuen, Jernbanetorget and Forskningsparken. The commuter train serves suburbs further away from Oslo, though some of the commuter rail services remind of a rapid transit service, in particular line 400 and line 500, to Lillestrøm, Asker and Ski. Transfer to railway services is available at Jernbanetorget (to Oslo S) and Nationaltheatret, the latter with a considerably shorter walk. Bus services are provided to numerous stations. Most bus services provide feeding to the T-bane system where possible, and then do not continue in to town. However, since the T-bane operates solely into town, instead of across it, many buses operate between stations on different lines, or provide alternative routes across town.
[edit] Line 1 (light blue)
| Line 1: Frognerseteren – Stortinget – Helsfyr (– Bergkrystallen) | |
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Frognerseteren • Voksenåsen • Lillevann • Skogen • Voksenlia • Holmenkollen • Besserud • Midtstuen • Skådalen • Vettakollen • Gulleråsen • Gråkammen • Slemdal • Ris • Gaustad • Vinderen • Steinerud • Frøen • Majorstuen • Nationaltheatret • Stortinget • Jernbanetorget • Grønland • Tøyen • Ensjø • Helsfyr • (Brynseng • Høyenhall • Manglerud • Ryen • Brattlikollen • Karlsrud • Lambertseter • Munkelia • Bergkrystallen) |
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[edit] Line 2 (red)
| Line 2: Østerås – Smestad – Stortinget – Ellingsrudåsen | |
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Østerås • Lijordet • Eiksmarka • Ekraveien • Røa • Hovseter • Holmen • Makrellbakken • Smestad • Borge • Majorstuen • Nationaltheatret • Stortinget • Jernbanetorget • Grønland • Tøyen • Ensjø • Helsfyr • (Brynseng • Hellerud • Tveita • Haugerud • Trosterud • Lindeberg • Furuset • Ellingsrudåsen) |
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[edit] Line 3 (green)
| Line 3: Sognsvann – Ullevål – Stortinget – Mortensrud | |
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Songsvann • Kringsjå • Holstein • Østhorn • Tåsen • Berg • Ullevål stadion • Forskningsparken • Blindern • Majorstuen • Nationaltheatret • Stortinget • Jernbanetorget • Grønland • Tøyen • Ensjø • Helsfyr • Brynseng • Hellerud • Godlia • Skøyenåsen • Oppsal • Ulsrud • Bøler • Bogerud • Skullerud • Mortensrud |
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[edit] Lines 4 and 6 (dark blue)
These lines both serve the circle line (T-baneringen), continuing in a loop once they leave the central area.
Note: As of August 2006, the line to Kolsås is closed for maintenance. The temporary western terminus for line 4 is the temporary station of Husebybakken, just east of Montebello.
| Line 4: Bergkrystallen - Stortinget - Ullevål stadion - (becomes Line 6) | |
| Line 6: Nydalen - Carl Berners plass - Stortinget - Smestad - Kolsås | |
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As line 6: Kolsås • Hauger • Gjettum • Valler • Avløs • Haslum • Gjønnes • Bekkestua • Egne hjem • Ringstabekk • Tjernsrud • Jar • Lysakerelven • Bjørnsletta • Åsjordet • Ullernåsen • Montebello • Husebybakken • Smestad • Borge •Majorstuen • Nationaltheatret • Stortinget • Jernbanetorget • Grønland • Tøyen • Carl Berners plass • Sinsen • Storo • Nydalen • Becomes line 4 • Ullevål stadion • Forskningsparken • Blindern • Majorstuen • Nationaltheatret • Stortinget • Jernbanetorget • Grønland • Tøyen • Ensjø • Helsfyr • Brynseng • Høyenhall • Manglerud • Ryen • Brattlikollen • Karlsrud • Lambertseter • Munkelia • Bergkrystallen |
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[edit] Line 5 (pink)
| Line 5: Storo – Ullevål – Stortinget – Grorud – Vestli | |
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Storo • Nydalen • Ullevål stadion • Forskningsparken • Blindern • Majorstuen • Nationaltheatret • Stortinget • Jernbanetorget • Grønland • Tøyen • Hasle • Økern • Risløkka • Vollebekk • Linderud • Veitvet • Rødtvet • Kalbakken • Ammerud • Grorud • Romsås • Rommen • Stovner • Vestli |
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[edit] History
Rail transport in Oslo started in 1854 with the opening of Hovedbanen to Eidsvoll, going through Groruddalen. In 1872 Drammenbanen, going through Oslo West, and in 1879 Østfoldbanen going through Nordstrand opened, offering a limited rail service to those parts of the city.[7] The first urban rail transport started in 1898 with the opening of Holmenkolbanen as a tramway from Majorstuen to Holmenkollen in northwestern Oslo. In 1912 a brach line was opened from Homenkollbanen to Smestad; later receiving the name Røabanen. Holmenkollbanen was extended to the present terminus at Frognerseteren in 1916.[6] Streetcar trams were used until 1909, when the 3.1 metre wide railway-like cars were introduced.[citation needed]
Southwestern Oslo got its first tram line in 1924 when Lilleakerbanen opened from Lilleaker to Avløs. Though Lilleakerbanen has remain as a tramway, the part form Jar to Avløs is now part of Kolsåsbanen. This line was extended to Kolsås in 1930, and a new line from Røabanen to Jar was opened in 1942. The line used streetcar trams until 1942.[6]
The first line on the east side of town was Østensjøbanen, from Vålerenga to Oppsal, was opened in 1926. In 1928 the western lines are expanded from Majorstuen to Nationaltheatret, in the first subway tunnel built in Norway, with Nationaltheatret being the first subway station in the Nordic Countries. During the construction the tunnel collapsed at Valkyrie plass, and a station was constructed there (though closed in 1985). In 1934 Sognsvannsbanen opened, branching off from Holmenkollbanen.[6]
In 1957 Lambertseterbanen opened from Brynseng to Bergkrystallen, at first as a tramway. However, in 1966 the eastern system of tramways were converted to a rapid transit system, and renamed the T-bane. An subterranean line from Jernbanetorget (beside Oslo Eastern Main Station) to Helsfyr was built, and Lambertseterbanen was converted to rapid transit from Helsfyr. At the same time Grorudbanen was built from Tøyen to Grorud. Furusetbanen, from Hellerud to Haugerud was opened in 1970 as part of the eastern T-bane and Grorudbanen was extended to Vestli in 1975, followed by Furusetbanen to Ellingsrudåsen in 1981.[6]
In 1977 the eastern tunnel was extended from Jernbanetorget to Sentrum, but forced to close due to water leakages in 1983.[citation needed] In 1987 it reopened as Stortinget, this time with a connection to Nationaltheatret. For the first time the eastern and western systems were connected. Due to different electrical systems—third rail on the eastern system and overhead wire on the western—passengers must change trains at Stortinget. In 1993 Sognsvannsbanen was converted to T-bane (also called metro standard) with higher platforms and third rail; the first trains can operate directly from east to west. Røabanen was converted two years later. At the same time dual system cars are introduced, allowing all western and eastern lines to be combined. Line 1 switches at Frøen, line 4 at Montebello.[8]
In 2003 T-baneringen (or the Circle Line) openeed from Ullevål station to Storo.[6] In 2004 construction caused a tunnel to collapse on Grorudbanen, the system's largest line, forcing a shutdown of this line until December and creating a havoc of overfilled replacement buses.[9] The circle was completed in 2006 onnwards to Carl Berners plass.[6] At the same time Kjelsåsbanen was closed for upgrade to metro standard, that includes third-rail power supply and extension to platforms capable of six-car units.[6] On December 2, 2006 the system started taking delivery of the new MX3000 units that will replace the old stock.
In July 2003 the westernmost portion of Kolsåsbanen was closed because of budget disagreements between the public transport company, Oslo and the municipality of Bærum which the line runs in on the stretch between Jar and Kolsås. After more than a year of a massively unpopular replacement bus, the line was fully reopened in November 2004. The line was closed again in the summer of 2006 for renewal of the infrastructure. The line will be fitted with an automatic train protection system, some curves will be straightened out and the current collection system will be changed from overhead wire to third rail. All level crossings will be replaced with bridges or underpasses. Because of disagreements between Oslo and Bærum municipalities, the upgrade will be done separately on the two sides of the municipal boundary, with the Oslo side opening first.[10]
[edit] Operations
After the conversion to T-bane a number of versions of the T1000 stock have been delivered. This includes 146 cars of the types T1-T4, that have third-rail only operation, and thus don't run on Holmenkollbanen and Kolsåsbanen. These run in units of two, four or six cars on lines 2, 3 and 5. The types T5-T8, 49 in total, were delivered with both third-rail and overhead wire systems, normally run on line 1 (two cars) and 4/6 (three cars).
The newer T2000 was delivered in 1993, and capable of dual-system running. They have not been particularly successful and only 12 units were delivered. They operate in twins on line 1.[11]
The latest delivery is the MX3000, that is set to replace the oldest T1-T4 stock. Delivery started in 2006, and unlike older stock the MX3000 units are painted while instead of red. 63 three-car units have been ordered.[12]
For the most part, the trains run from about 5 in the morning (6 in the morning during weekends) to 1 at night. Usually, the trains on a fifteen minute headway, although during low traffic the trains run only every half hour.[13]
[edit] Future expansion
- Between 2007 and 2010 63 three-car units type MX3000 are beling delivered by Siemens.[14]
- Between 2006 and 2010 Kolsåsbanen is being upgraded to metro-standard.
- As part of the political compromise Oslopakke 3 a number of changes have been proposed for the T-bane[15].
- Expansion of Furusetbanen to Lørenskog with stations at Skårer, Lørenskog Centre and a new terminus at Akershus University Hospital, with total travel time to Jernbanetorget at 27 minutes.
- The frequency on the eastern lines will increase. Grorudbanen, Lambertseterbanen and Furusetbanen will get eight departures per hour, but with half of the departures (B-routs) terminating at Majorstuen for Lambertseterbanen and Furusetbanen. However, this will reduce the capacity in the Common Tunnel.
- Because of this it has been suggested that Holmenkollbanen be converted to a tramway, since it already uses overhead wires. Wile this was part of Oslopakke 3, the City Council has since initialized retaining it as a t-bane line, but converting it to third-rail operation. This would allow the use of the new MX-stock in time for the FIS Nordic World Ski Championships 2011[16].
- The construction of Haslesvingen (red circle), that will connect the Circle Line with Grorudbanen, allowing trains to connect from Grorudbanen directly to the Circle. In addition a new station at Løren. This will not increase the load on the Common Tunnel since it merely is an expansion of the current line that terminates at Storo. This will give all stations except Hasle and Løren eight departures per hour.
- A new station, Homansbyen on the Common Tunnel.
[edit] See also
[edit] Notes
- ^ Oslo T-banedrift (2006). Årsrapport 2005 (Norwegian).
- ^ Oslo T-banedrift (2008). Linjekart.
- ^ Oslo Sporveier. T-banestasjonene i Øst (Norwegian). Retrieved on 2008-06-09.
- ^ Oslo Sporveier. T-banestasjonene i Vest (Norwegian). Retrieved on 2008-06-09.
- ^ Oslo Sporveier. Holmenkollbanens stasjoner (Norwegian). Retrieved on 2008-06-09.
- ^ a b c d e f g h i j Oslo T-banedrift. Kort historikk (Norwegian). Retrieved on 2008-06-09.
- ^ Norsk Jernbaneklubb, 1994
- ^ Oslo Sporveier. Milepæler 1875–2005. Retrieved on 2008-06-09.
- ^ Akers Avis Groruddalen (2004-07-28). Full stopp for Grorudbanen.
- ^ Oslo T-banedrift. Kolsåsbanen i mai (Norwegian). Retrieved on 2008-06-09.
- ^ Oslo T-banedrift. T-2000 (Norwegian). Retrieved on 2008-06-09.
- ^ Oslo T-banedrift (2006). Nye T-banevoger i prøvedrift (Norwegian).
- ^ Ruter (2008). Rutetider (Norwegian). Retrieved on 2008-06-09.
- ^ Oslo Sporveier (2006-04-26). Nye T-banevogner (Norwegian).
- ^ Akershus county municipality (2006-05-29). Oslopakke 3 (Norwegian).
- ^ Ullern Avis Akersposten (2008-04-29). Holmenkollbanen får full T-banestandard (Norwegian).
[edit] References
- Norsk Jernbaneklubb (1994). Banedate '94. Oslo: Norsk Jernbaneklubb. ISBN 82-90286-15-5.
[edit] External links
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