Oslo T-bane
| Basic data | |
| Country | Norway |
|---|---|
| city | Oslo |
| Transport network | Udder |
| opening | 06/28/1928 (as Undergrunnsbane) 10/16/1966 (as T-bane) |
| Lines | 5 |
| Route length | 86 km |
| Stations | 101 |
| Tunnel stations | 17th |
| use | |
| Shortest cycle | 7.5 min |
| Passengers | 122 million (2018) |
| Employee | 624 (2018) |
| vehicles | MX-3000 |
| operator | Oslo T-banedrift AS |
| Gauge | 1435 mm ( standard gauge ) |
| Power system | 750 V = busbar |
The Oslo T-bane is the subway system in the Norwegian capital, Oslo . It emerged from several suburban railway and tram routes and was gradually converted into a full-fledged metro network with six lines from 1966. T-bane is an abbreviation for Tunnelbane .
Line network
The T-bane network is 86 kilometers long (2012) and has 101 stations (2016), of which only 17 are in the tunnel. All lines run through the Fellestunnelen in the city center between Majorstuen and Tøyen, four lines run on a continuous diameter route . The Jernbanetorget stop in the Fellestunnelen links the underground with Oslo Sentralstasjon .
| line | route | stretch |
|---|---|---|
| 1 | Frognerseteren - Helsfyr (- Bergkrystallen) | Holmenkollbahn, Østensjøbahn |
| 2 | Østerås - Ellingsrudåsen | Røabahn, Furusetbahn |
| 3 | Kolsås - Mortensrud | Kolsåsbahn, Østensjøbahn |
| 4th | Vestli - mountain crystals | Grorudbahn, Ringbahn, Lambertseterbahn |
| 5 | Sognsvann - Vestli | Sognsvannbahn, Ringbahn, Grorudbahn |
business
The T-bane is operated by Oslo T-banedrift AS , on behalf and coordinated by Ruter AS . Oslo T-banedrift is a subsidiary of Sporveien , in addition to the Oslo AS T-banedrift the Oslo Sporvognsdrift AS heard the tram Oslo operates. In 2012, around 47% of the expenditure of 1,361 million kroner was financed with fare income. The space occupancy was 12% in the same year; three years earlier it was 16%.
In 2018, the T-bane carried 122 million passengers. This makes the T-bane the second most frequently used means of transport in Oslo after the omnibus (passengers 2015: 140 million). In 2004, the number of passengers fell by 6 million after an average of 66 million passengers in the years 2000–2003, which is mainly due to the discontinuation of parts of the Kolsås Railway.
history
Suburban and trams in western Oslo
The first suburban railway, which later became a T-bane line, was the Holmenkollbanen . A provisional double-track operation was started on March 16, 1898 between Majorstuen and Slemdal . On May 31, 1898, a single-track line followed up to Holmenkollen Sanatorium (now Besserud ). It was not until 1905 that the last section was double-tracked. The Holmenkollbanen led to the mountain of the same name , where the oldest ski jump in the world is located. Initially, the line was primarily intended for excursion traffic; residents only settled there later. In 1916 the city of Kristiania, as Oslo was still called at the time, extended the route to Frognerseteren station , which is located at an altitude of 469 meters. Until 1939, the train drove 800 meters to Tryvannshøyden , but not in scheduled traffic.
From 1911 to 1912 the municipality of Aker built a single-track line from the western city center, more precisely Majorstuen station , to Smestad . The line went into operation on November 7, 1912 and remained a single track until 1935, after which the municipality also had a second track laid.
In the same year, the first construction work began on an underground route from the Majorstuen junction to the city center. Due to subsidence on the surrounding buildings, the city administration put the construction work on hold, and it was not started again until 14 years later. Two train stations were to be built on the two-kilometer-long tunnel. During the work, the tunnel ceiling partially collapsed at one point, which is why Valkyre plass station was built there, which was closed in 1985. The Majorstuen - Nationaltheatret route was inaugurated on June 28, 1928 . The city, known as Oslo since 1925, thus had the first underground tram tunnel in all of Northern Europe.
From January 1, 1930, a new line from Lilleaker via Jar to Avløs was built, which was named Lilleakerbahn . In 1930 the trains continued to Kolsås in the west , with only trams running until 1942. After that, the western part was separated from the eastern and closed to the former Smestadbahn to now Kolsåsbahn , so that a connection between Kolsås and the city center was. While the part to Kolsås is used by T-bane trains, trams on the Jar – Lilleaker route have their own track structure.
From 1933 to 1934 the municipality of Aker built its second railway line, which was named Sognsvannbahn . This time it led from the Majorstuen station , which was increasingly becoming the hub of all western lines, to the north to Sognsvann (then still Sognsvatn ). Up to the former stop at Korsvoll (today Østhorn ), the line had been expanded to two tracks. Only one track had been laid as far as Sognsvann station, which changed in 1939. The line went into operation on October 10, 1934.
A year later, on January 24, 1935, the municipality of Aker extended the Smestad Railway, which had existed since 1930, to Røa, so that the connection was named Røabahn . Fifteen stations were built on the route. This line branch was used by the tram until the T-bane changeover. On December 22, 1948, in the meantime Aker had been incorporated, the Røabahn was extended over the river Lysakerelven to Grini , a station that no longer exists today. On December 3, 1951, an extension to Lijordet followed .
Suburban and trams in eastern Oslo
In contrast to the western half of Oslo, the construction of suburban railways in the east did not proceed as quickly. The first line went into operation here on December 18, 1923 between Helsfyr and Brynseng, three years later the trams continued south to Oppsal. The 11.4 km long route led to the former municipality Østensjø, which is now an Oslo district, and was named Østensjøbahn . On July 20, 1958, a 1.4 km extension to Bøler followed. That was the only route in eastern Oslo in the 1920s.
The next line was only built from Brynseng, where the railway to Oppsal already existed, to Bergkrystallen between 1956 and 1957. This route was designed from the beginning for a possible underground service, until then there was an express tram here. The purpose of the new route was to develop the first new development area since the Second World War with the name Lambertseter . Until 2004 this was a district of Oslo, since then it has been part of the Nordstrand district. This is where the name Lambertseterbahn can be traced back to. It was opened on April 28, 1957. The route is 10.51 km long.
Preparations for subway operations
In 1949 the city of Oslo founded its own subway department to develop plans for its construction. In 1954, this department presented a subway plan for East Oslo, which envisaged converting a total of four of the then five tram lines into subway lines. The fifth route to Ljabru was to remain in the local tram network. The city council then made the final decision to provide the eastern part of the city, which was only accessible by trams, with underground lines. Some stations on the existing tram routes had to be closed in order to increase the travel speed. The crossings had eliminated, and the overhead lines against lateral swept from below busbars to be replaced. It was then that the name “T-bane”, or “Tunnelbane”, was born, because a large part of the new routes, similar to Stockholm, should run in tunnels if possible.
The first construction work for the connecting piece of the east lines to the city center, which should run in the tunnel, began in 1957. By May 1966, the approximately five kilometer long tunnel between Oslo Østbanestasjonen , Jernbanetorget , and Brynseng was built. The most difficult part was the piece between Jernbanetorget and Tøyen, as the ground in Oslo, similar to Stockholm , generally consists of hard rock with many clay-filled spaces. A shelter for over 3,000 people was created at Grønland station . To the east of the tunnel, the track system for the new underground lines was completely redesigned. The tracks were laid so that the lines could be threaded in and out without crossing. In addition, four tracks were laid at Brynseng station. Now the various work already described for converting the suburban railway lines were carried out.
New and rebuilt T-bane routes
The first T-bane line was the line from Jernbanetorget to Bergkrystallen with 14 new stations as a Lambertseterbahn on about ten kilometers. On October 16, 1966, the 15 km long Grorudbahn between Jernbanetorget and Grorud went into operation, it branched off from the main line behind Tøyen station. The Grorudbahn connects Oslo with the suburbs at the stations Grorud , Romsås and Stovner . On December 21, 1975 an extension to Vestli went into operation.
The Østensjøbahn , which has existed since 1923, was also to be converted into an underground line. After a few months, the railway, now equipped with a lateral conductor rail, was able to travel to Jernbanetorget. During the renovation, the route was simultaneously extended by 2.1 km to Skullerud . T-bane trains have been running here since November 26, 1967.
Later, the Furusetbahn was added to the three existing T-bane lines in East Oslo . It was completely rebuilt so that there are five tunnel stations on this route. The first section between Hellerud and Haugerud went into operation on November 18, 1970, further extensions to Trosterud (December 15, 1974), Furuset (February 19, 1978) to the terminus Ellingsrudåsen (November 8, 1981) followed.
Further penetration into the center and connection of the east and west lines
For decades there were plans to merge the lines in West and East Oslo, with the biggest problem up to that point being the power supply. While there were side busbars on the current subway lines , the western suburban railway lines were supplied with electricity via overhead lines.
From 1977 the trains from Trosterud, Skullerud, Bergkrystallen and Vestli ran one station in the city center to Sentrum . A direct transition to the West Lines was now possible there through a short pedestrian tunnel. The tracks of the east lines ran in a large loop under the west tracks and back again to the east. Today (2010) this loop is used by the intermediate courses of the eastern lines 2 and 5. However, the Sentrum station had to be closed on February 22, 1983, water problems made further operation impossible. It was not until four years later that trains could run through a closed Sentrum station to Nationaltheatret station.
For the connection, it was decided to extend the power rail system of the eastern network to the western suburban railway lines. On January 10, 1993, the first continuous T-bane line was completed, which led from Bergkrystallen (east network) to Sognsvann ( west network) without changing or leaving . The Sognsvannsbahn was completely rebuilt for this. In addition to the abolition of crossings, the dismantling of the overhead line systems and the conductor rail installation, two stations were closed here ( Frøen and Nordberg ) in order to increase the travel speed and to extend the platforms for operation with four-car trains. In the inner city tunnel there were both overhead lines and power rails between the previous end point of the western suburban railway lines at the National Theater and Majorstuen station until May 26, 1997. Majorstuen station was also equipped with power rails.
The next route was the Røabahn, which was connected to the Furusetbahn in the east. From February 5, 1995 to November 18 of the same year, operations on this line were suspended due to the renovation work. At the same time, the stations Grini , Huseby skole , Sørbyhaugen , Heggeli and Volvat were given up. It was not until November 19, 1995 that operations from Østerås to Ellingsrudåsen could begin , until then a replacement rail service with buses had been set up on the route . The lines to Frognerseteren and Kolsås retained catenary sections for several years, the latter due to the mixed operation with the Lilleakerbahn , which is served by trams .
This clearly shows the system difference between the “real” T-bane routes, which exist mainly in East Oslo, and the former suburban railway lines in West Oslo.
A ring around the city center
After the connection from east to west had been completed, the Oslo public transport company could turn to its next destination: the subway ring (T-baneringen) . The southern part of the ring consists of the trunk line, which was completed in 1997 by closing the gap between east and west. The new Ring line runs between the Ullevål Stadion junction of the Sognsvannsbahn and the Carl Berners Plass junction of the Grorudbahn. The ring is primarily intended to open up future office and residential areas or those in the development stage. The first construction work for the 3.3 km long Ullevål Stadion - Storo route began on June 5, 2000. After three years of construction, the route was officially opened on August 17, 2003. This brought the 102nd station, the Nydalen underground station , and the 103rd station, the temporary, above-ground terminus, Storo , to the Oslo T-bane network. After another three years of construction work, another 1.7 km long section of the Ringbahn was completed on August 20, 2006. Behind the Storo train station, the ring train swings south, stops at Sinsen train station, and rejoins the Grorudbahn. Since the opening, lines 4, 5 and 6 have been using the northern ring, the southern part, more or less the main line of the Oslo T-bane, is still used by all lines. The construction costs of the new ring amounted to 1,348 million Norwegian kroner, the equivalent of around 174 million euros.
Small and big changes
In 1998, a 2.5 km extension of line 3 from Skullerud to Mortensrud was opened. Almost the entire route is in a rock tunnel, which is only interrupted by two bridges. After a year later the new tram line to Rikshospitalet was built, which opened on May 30, 1999, the Vestgrensa stop of today's lines 3, 4, 5 and 6 was moved about 400 meters. There, the Forskningsparken station was opened with a direct connection to the new tram route, although the Oslo tram will continue to be closed despite the European tram renaissance.
In 2003 there was a big dispute between the city of Oslo and the neighboring former province of Akershus over the financing of the Kolsås Railway. Since the two could not come to an agreement, the Oslo transport company AS Oslo Sporveier temporarily suspended operations from July 1, 2003 until August 17, then until further notice between Kolsås and Bekkestua , which is right on the city limits. As a substitute, buses ran on this route, which were later extended to the city center because of the poor connection in Bekkestua. The suspension of the T-bane route led to protests, especially among railway enthusiasts and residents of the neighboring community. After just 16 months, the provincial head Hildur Horn Øyen of the former Akershus province was able to reopen the line to Kolsås on November 22, 2004 , where the Kolsås Railway was initially "saved". In 2006 the route to Kolsås was discontinued for T-Bane operation. The route from Jar to Bekkestua was initially served by tram line 13. A provisional stop has been set up at Husebybakken (just before Montebello ). The tracks between Husebybakken and Lysakerelven (shortly before Jar ) were then dismantled. All level crossings have been removed and the redesign of the stops has begun. After some delays, the line was up to in August 2008 Åsjordet reopened in August 2010 to Bjørn Letta . The line to Jar was reopened in December 2010. The line to Bekkestua went into operation in August 2011. The mixed operation with the trams of the Lilleakerbahn was set up again up to this station, now with double equipment of conductor rails and single contact line as well as switches with movable double frog tips and separate platforms for the tram and underground carriages. From 2012 Gjønnes was served again, 2013 Avløs and 2014 finally Kolsås . The depot in Avløs was rebuilt and opened in August 2015.
The Holmenkollenbahn has been converted to power rails for the 2011 Nordic World Ski Championships since June 2009. The level crossings have not been canceled compared to the other routes. The Holmenkollen station was the only one to be converted to a 6-car length. During the renovation, the route was served by buses, between August 2009 and March 2010 trains still ran to Besserud. Since the whole renovation was planned and carried out very quickly, there were a few problems during commissioning: the Gulleråsen station in the direction of the city center cannot be served because it is located in a narrow left-hand curve and there is one between the platform and some doors of the MX cars There is a gap of half a meter. There are large gaps in many other stations. Since no platform extensions were made during the renovation, most of the platforms on this line are only designed for two-car trains, so the doors in the rear car are locked between Frøen and Frognerseteren for safety reasons. The extension of the platforms will be made up for later.
On April 3, 2016, the Lørenbahn, a connecting tunnel between the Økern of the Grorudbahn and Sinsen of the Nordring, opened, together with a new underground station called Løren . Commuters from the satellite towns in Groruddal can now drive directly to workplaces on the Nordring without having to travel through the city center. Construction of the Lørenbahn began in June 2013. At the same time as the Lørenbahn opened, the lines were rearranged and reduced from six to five.
Expansion and planning
A second tunnel is planned north of the existing inner city tunnel, which will run from Majorstuen via Stortinget to Tøyen. One part of the planned tunnel between Majorstuen and Stortinget would run under the St. Hanshaugen district. New subway stations on this section would be Bislett and Hammersborg. The other part between Stortinget and Tøyen would run under the Grünerløkka district. Here Hammersborg and Olaf Ryes would be new subway stations. The Stortinget station would connect the old with the new tunnel.
In addition, there are plans to build a new Majorstuen station, a line to Fornebu, a cross connection between the Grorud and Furuset Railway, an extension of the Furuset Railway to Ahus, an extension of the Østerås Railway to Hosle, and an extension of the Østensjø Railway to the south (new terminus: Gjersrud / Stensrud).
Depots
The main depot is in Ryen . In Majorstuen there was a smaller depot that previously only housed the overhead line vehicles.
The various working machines at T-Bane Oslo (e.g. superstructure wagons, snow plows, locomotives ) are located in the Etterstad depot - which is located between the Helsfyr and Brynseng stations - and in Majorstuen . The Avløs depot has been completely rebuilt and houses the wagons that were previously in Majorstuen. Due to a lack of space, individual trains stay overnight at the terminal stations Vestli, Ellingsrudåsen and Mortensrud.
vehicles
MX3000 series
| MX3000 (2005-2010) | |
| Höchstgschwdk. | 70 km / h |
| Dimensions | 98 tons |
| Sitting / standing room | 138/493 |
| Power supply | Busbar |
Since the trains, which were over 40 years old, could not be replaced by the T 2000 series, a new series was developed under the name MX3000. In 2003 the Osloer Verkehrsbetriebe AS Oslo Sporveier signed a contract worth a total of 190 million euros with the “Transportation Systems” (TS) division of Siemens for the construction of 63 sets, that is 189 individual wagons, all of which will be built in Vienna . They are similar to the new Vienna subway trains of the V series , which will be delivered in the coming months and years. The three carriages of a unit are connected by bellows and can be walked on throughout. The first two sets, consisting largely of aluminum are made, were in July 2005 at the test center Wegberg tested -Wildenrath and delivered in October 2005 for large-scale testing to Oslo. Series delivery began in February 2007 with an interval of two sets per month.
Oslo metro vehicles are exposed to a harsh climate. They have to withstand temperatures of down to −25 degrees Celsius and are extensively tested in the climatic wind tunnel in Vienna-Floridsdorf.
The first two train sets have been in regular passenger service on route 4/6 Bergkrystallen – Ring – Åsjordet since the beginning of September 2006 (Husebybakken was the terminus in the meantime). Since around the turn of the year 2008/2009, lines 3 and 5 have been used exclusively by the MX3000, since the unrestricted approval of the MX3000 for line 2, the old trains have gradually given way.
A train set, which consists of three cars that can only be separated in the workshop, is 54 meters long. The empty weight is 98 tons, with passengers fully occupied 147 tons. As before, there are three doors on each side of the car. The (still) permissible maximum route speed of 70 km / h is considered the maximum permissible speed. Two units can be coupled.
There have been enough cars since mid-2010 to be able to serve all lines with six-car trains. After 8 p.m. and on Sundays, only three-car units are used on most lines.
- Pictures of the train presentation at the Vienna plant [1]
Former vehicles
OS T1-T4
| T1 – T4 (1964–1978) | |
| Maximum speed | 70 km / h |
| Dimensions | 29.7 tons |
| Sitting / standing room | 63/117 (T1-1, T2, T3) 60/117 (T1-2, T4) |
| Power supply | Busbar |
| Retirement | 2009 |
Between 1964 and 1966 the first 90 railcars of the T1000 series were delivered as the T1-1 and T1-2 series by Strømmens Værksted (mechanics) and AEG (electronics) for the new routes to Bergkrystallen (Lambertseterbahn) and Grorud (Grorudbahn). This was the first delivery (T1). Vehicles 1001 to 1030 had a driver's cab at each end, the other 60 railcars only have one driver's cab. In 1967 (T2), 1969–1972 (T3) and 1975–1977 (T4), further deliveries of this series followed.
A special feature of these cars is that the driver's cabs are only about two fifths of the width of the car, so that the passengers can look out ahead.
When the MX3000 went into operation, the wagons were taken out of service and scrapped. Six cars were kept for future classic car trips. A car has been exhibited in the tram museum not far from the Majorstuen train station.
OS T5-T8
| T5 – T8 (1978–1989) | |
| Maximum speed | 70 km / h |
| Dimensions | 29.7 tons |
| Sitting / standing room | 70/110 (T5) 64/106 (T6) 60/117 (T7) 57/117 (T8) |
| Power supply | Power rail and overhead line |
| Retirement | 2010 |
In order to replace much older trains in the western network, some of which were still from 1912, vehicles of the new T5 series were again delivered in 1978 by Strømmens Værksted (mechanics) as well as AEG / EGA and NEBB (electrics) with pantographs. By redesigning the passenger area, seven additional seats could be gained. Further deliveries took place in 1980 and 1981 (T6). In order to be able to drive on the western network, vehicles of the T4 series were additionally equipped with pantographs from 1985 to 1987 and 1989 and used as the T7 and T8 series on the overhead lines there.
At the beginning of the 1990s, shortly before and during the connection of the east and west networks, all cars were fitted with power rail pantographs.
With the delivery of the new MX3000 trains, the first T1300s were withdrawn from 2009. The last scheduled trip of this series took place on March 15, 2010 from Besserud to Majorstuen (1301/1302). After the Holmenkollenbahn was closed for conversion to power rail operation in March 2010, the last T1300 were taken out of service. Three units are retained.
T2000 series
| T2000 (1994) | |
| Maximum speed | 100 km / h |
| Dimensions | 31 tons |
| Sitting / standing room | 60/125 |
| Power supply | Power rail and overhead line |
| Retirement | 2009 |
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A new series was developed to modernize the western fleet. The order was placed in 1993. A year later, twelve cars were delivered. The production of the companies EB Strømmens Værksted and AEG was stopped, however, because technical problems occurred again and again.
During their 16 years of service they only drove in regular passenger service as two-car trains, mostly between Frognerseteren and Helsfyr or Frognerseteren and Bergkrystallen. One of the few and the last run of the T2000 in double traction was the opening run for the commissioning of the first section of the ring line from Ullevål Stadion via Nydalen to Storo.
The T2000 were designed from the outset for catenary and conductor rail operation and equipped with roof and side pantographs. They are designed for significantly higher speeds than the older vehicles and have been successfully tested up to 120 km / h. One car is 18 m long, 3.65 m high and 3.3 m wide. With a curb weight of 31 tons, the T2000s are significantly heavier than their predecessors. The interior seating was similar to airplane seating, with one seat at the window and three seats in the middle. In April 2009 the entire series was shut down. Because of their technical problems, the T2000s were unpopular with large parts of the staff.
At the end of 2011 ten wagons, i.e. five trains, were scrapped. A two-part train has been preserved for posterity and is parked in a warehouse outside Oslo until a better location is found.
literature
- Robert Schwandl: Subways in Scandinavia - Stockholm, Oslo, Helsinki, København . Robert Schwandl Verlag, Berlin 2004, ISBN 3-936573-04-2
- WJ Hinkel, K.reiber, G. Valenta and H. Liebsch: Yesterday-today-tomorrow - U-Bahns from 1863 to 2010 . Schmid-Verlag, Vienna 2004, ISBN 3-900607-44-3 (chapter "Oslo")
Web links
- Official website of Ruter AS (Norwegian, English )
- Sporveien T-banen. Sporveien Oslo AS, accessed April 3, 2016 (Norwegian).
- Oslo T-bane at urbanrail.net (English)
- Video about the transport of the car 1089 to the tram museum in Majorstuen
Individual evidence
- ↑ a b c I 2018 T-banen passed 122 million travelers. tbanen.no, accessed April 6, 2020 (Norwegian).
- ↑ a b c Årsrapport 2012. (PDF) Ruter, p. 9 , accessed on April 3, 2016 (Norwegian).
- ↑ Om Ruter. Ruter As, accessed April 3, 2016 (Norwegian).
- ↑ Ruter's strategic collective traffic plan 2012–2060. (PDF) Ruter Report 2011: 10. Ruter As, June 30, 2011, archived from the original ; Retrieved April 3, 2016 (Norwegian).
- ↑ a b Knut Nordby, Tore Strangstad, Tore Svendsen: Norsk lok and motorvogner 1.1.1982 . Ed .: Norsk Jernbaneklubb. Norsk Jernbaneklubb, 1982, ISBN 82-90286-03-1 , p. 154-159 (Norwegian).
- ↑ gates Strangstad, gates Svendsen: Norsk lok og motorvogner 01/01/1991 . Ed .: Norsk Jernbaneklubb. Norsk Jernbaneklubb, 1991, ISBN 82-90286-13-9 , pp. 246-249 (Norwegian).
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