Oslo tram
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| Basic information | |
| Country | Norway |
| city | Oslo |
| opening | March 1894 |
| operator | Oslotrikken AS |
| Infrastructure | |
| Route length | 39.6 km |
| Track length | 94 km |
| Gauge | 1435 mm ( standard gauge ) |
| Smallest radius | 16 m |
| Greatest inclination | 55 ‰ |
| Power system | 750 V = overhead line |
| Stops | 99 |
| business | |
| Lines | 5 according to plan 2016 |
| Line length | 131.4 km |
| vehicles | 72 |
| statistics | |
| Passengers | 130,000 per day (2012) |
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The tram from Oslo in the Norwegian capital Oslo operates on a standard-gauge line network. There are six lines and 99 stops. The operator is Oslotrikken AS (formerly: Oslo Sporvognsdrift AS ), a subsidiary of the municipal company Kollektivtransportproduksjon AS . Around 130,000 passengers are carried every day (as of 2012). In Oslo the tram is called Trikken (derived from Elektrikken , German: Elektro).
history
On October 6, 1875, the Kristiania Sporveisselskab company opened a horse-drawn tram . In the course of the following years four routes were built, all of which started at Stortorvet (market square). The terminus were Homansbyen (in the north-west), Munkedamsveien, Oslo (today this area is called Gamle Byen ) and the working-class district of Grünerløkka.
In March 1894 an electric tram was built between the station square via Tollbugata, Stortingsgata, Drammenveien, then through the Briskeby district to Majorstuen. Today this route is used by line 19. The administration of Kristiania elektriske Sporvei and the depot were located in majorstuen . Because the carriages of this company were painted blue, it was called Blåtrikken (blue tram).
In 1900 the horse tram was electrified . Since this company owned green cars, it was called Grønntrikken (green tram). In the following years the network was greatly expanded. The blue tram built a line to Skøyen and via Frogner to Majorstuen. The green tram built lines mainly in the east. The short-lived Kristiania Kommunale Sporveie company was taken over by the green trams in 1904. In 1924 both companies merged to form AS Oslo Sporveier .
Several suburban lines were built by the middle of the 20th century: Ekeberg Railway (1917), Lilleaker Railway (1919), Östenjö (1926), Kjelsås (1934) and Lambertseter (1957). The Holmenkollenbahn could not be integrated into the tram network because of its 3.2 meter wide railcars, but was instead led to the center of the city as a subway ( see also: T-Bane ).
During the German occupation in World War II , the tram was the only means of public transport in the city. After the war things were pretty bad for the trams, despite the high number of passengers. As in many other countries, they were seen as an obstacle to individual traffic. Therefore, the city decided to stop trams and replace them with buses and subways. As soon as the Høka wagons reached the end of their service life, the tram would have been completely demolished. The network was dismantled in the following years in order to be able to efficiently serve the remaining routes with the remaining rolling stock. The suburban lines were converted into subways, and routes in the city center were replaced by buses.
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In 1977 the decommissioning decision was reversed and new vehicles were ordered. However, some routes remained closed until the 1990s. When the operating company ran out of money in 2002, it was decided to close large parts of the tram network. But the closure did not materialize because such a decision would have required a general assembly. Nevertheless, the route to Kjelsås was therefore still between 2002 and 2004.
In the 1990s, however, two new routes were opened: One across the harbor at Aker Brygge to Solli , the other to the new Rikshospitalet hospital .
Since the maintenance was neglected, the tracks had to be renewed in numerous places from the beginning of the 2000s. This work is still ongoing.
Line plan
stretch
Downtown
The first inner city route starts at the train station and then drives over the Prinsengate in the direction of the Wesselplass. The journey in an easterly direction takes place via the Tollbugata. From these lines a line branches off to Stortorvet, which is used if the line via the station square is closed. After the Wesselplass, the route follows the Stortingsgata to the Nationaltheatret . There, passengers can change to the subway or train. Then you drive south past the royal palace and its park. At the Solli, the route branches out in different directions. This route is served by lines 13 and 19, partly also by line 12.
The second inner city route starts from the train station to the market (Stortorvet) and then passes Tinghuset. This stretch also branches north of the castle. It is served by lines 11, 17 and 18. In addition, the station square can be bypassed by the Storgata.
The route in the front Storgata and between Stortorvet and Tollbugata or Prinsengate are not used. The latter were created because of the long renovation (2007 to 2009) of the station square. During the renovation, tracks were also laid for the future route to Bjørvika.
Aker Brygge / Vika
The original Vika route led to the old West train station. This was closed in 1961, a year after the decision to shut down the tram was taken. In the 1980s, the area at what is now Aker Brygge was converted into apartments and offices. In order to make this better accessible, it was decided to build a new tram route, the first since 1939. At the same time, the motorway was relocated to the Festningtunnel, and the Rathausplatz became traffic-free. Construction began in 1994 and the line opened in August 1995. The cost was NOK 53 million (approx. € 6.6 million). From the beginning, the number of passengers was higher than expected.
From the inner city route, the route branches off into Akersgata shortly before the Wesselplass. The radius at this point is so small that the route has to be guided around the curve on a single track. After Akersgata you drive down to the town hall square. The route crosses a busy pedestrian zone here. Then you drive between the Nobel Peace Museum and the Aker Brygge district. The route then reaches the city center again shortly before the Solli. The Aker-Brygge route is served by line 12.
Briskeby
This route starts just before the Solli and branches off into the Incognitogata. She then drives north through the Briskeby district. In the Bogstadveien it flows into the Homansbyen route. This route has the tightest curve in the whole network. This has a radius of only 16 meters. For this reason, the route can only be used with the old articulated multiple units SL-79. This route is served by line 19.
Frogner
At the Solli roundabout, the route turns into the Frognerveien and follows it to the Frognerplass. A special feature of the roundabout is that there is a fountain in the middle through which the tram runs. If a car approaches the well, the water jet is turned down.
At Frognerplass the route turns into the Kirkeveien. The track is now on a green section between the two lanes. There is a change of track here. At Majorstuen the route joins the Homansbyen route. There is no turning loop in this direction, so the carriages have to change line numbers here. This route is served by line 12.
Homansbyen
North of the castle are the tracks for the two directions in different streets. The Ullevål route also branches off here. Then the train travels in the Hedgehaugveien and Bogstadveien towards Majorstuen. The Briskeby route ends here. Majorstuen have a turning loop so that a carriage can go back in the same direction. Since the track spacing is narrower in certain places than on the rest of the network, there are crossings for SL-95 cars in some places. In practice, this does not matter because this type is not used in the liner service there. This route is served by line 11.
Skøyen- and Lilleakerbanen
At Solli, you continue west in the Drübersveien. At Thune, the line leaves the road and is now given an independent track. The Lilleakerbahn begins here. The route is more like a small train than a tram route, but it is consistently double-track. Shortly before Jar, the Kolsåsbanen joins the route. In Jar station, just across the border between Oslo and the neighboring municipality of Bærum, there was a turning loop for the trams until 2009. From 2007 to 2009 the line between Jar and Thune was completely renewed, so that the line's top speed could be increased by 20 percent. This reduced the travel time to less than eight minutes. From February 2009, the line from Jar to Bekkestua was converted to busbar operation. This meant that it was closed to tram traffic for around two years. In order to be able to use the Lilleakerbahn with all cars, a turning loop was built at Lilleaker. In December 2010 the line to Jar was reopened. Only every second course drove to Jar, the others turned around at Lilleaker, since the turning loop at Jar was not set up again. Because of the different boarding conditions, separate platforms were again created for the underground and tram trains at Jar station. The new platforms of the tram are on the side tracks, so overtaking by underground trains is possible, and trams can also turn around here. On the stretch to Bekkestua, which is shared with the subway, the power rail and contact line have existed side by side since the renovation, but now only as a single contact line. The trams no longer stop in Ringstabekk due to the different boarding conditions . They end at special platforms in the Bekkestua station. In order to be able to travel this route, the SL-95 vehicles had to be retrofitted with the ATP underground safety system. All turnouts in the mixed operation section were given movable frog tips and thus uninterrupted running edges. This route is served by line 13. Because of the different wheel tire dimensions, the two-axle museum vehicles are not allowed to drive on the route from Skøyen. Behind Bekkestua, trams are no longer possible due to the lack of catenary.
Ullevål-Gaustad
The route branches north of the castle from the inner city route to the north. It follows a bit within Theresegate. After the line joins the Sognveien, it has a special track body with grass track. Poplars were planted between the tracks. This part is considered to be one of the most beautiful city routes on the net. Until 1999 the route ends at Jon Colletts Plass, where there is still a turning loop today. From there, the route was extended to the new central hospital Rikshospitalet. At Forskningsparken ( research park) there is a transition to the subway. At the Rikshospitalet, the line ends in two stub tracks. When the new vehicles had not yet been delivered during construction, there was a temporary loop and later a track triangle at the Forskningsparken stop. The route is served by lines 17 and 18.
Grünerløkka-Torshov
The route starts in the Storgata, it then leads over the Nybrua into the Thorvald Meyers Gate, at Olaf Ryes Plass to Birkelunden. In this park dominated by birch trees, the route is S-shaped. She continues north. The Sagene Ringbahn used to flow near Torshov. The last section was closed in mid-1997; you can still see the tracks in one of the side streets. It continues north through Sandaker to Storo, where the large ring motorway is crossed. Here you can change to the subway. Head north to Kjelsås. The route now turns towards Grefsen Stasjon. There she meets the route from Sinsen. The main depot and workshop are also located at Grefsen Stasjon. This route is used by lines 11, 12 and 13.
Carl Berner Plass-Sinsen
At Nybrua the route to Sinsen branches off from the Grünerløkka route. It then follows the Trondheimsveien. The tracks have their own bed between the two lanes. Shortly before the large ring motorway near Sinsen, the route turns north to Grefsen Stasjon and Storo. At Sinsenkrysset there is a branch that was built for a possible route to Tonsenhagen. This can be used as a triangular track, but is not used in regular scheduled services. The route is used by line 17.
Kjelsås
The line to Kjelsås was opened in 1934. When the administration ran out of money in 2002, it was decided to close the line. In order to keep the line closed, part of the track was paved. In 2004, however, the route was reopened. It starts with Storo. There is a turning loop at Disen. The route runs along a wide road to Kjelsås. It is served by lines 11 and 12.
Ekeberg
This route was created as a private railway. It begins at the main train station and runs east through the Gamle Oslo district. In the Schweigaardsgate, the laying of the rails means that the cars begin to rock at higher speeds. This is followed by a longer overland stretch with its own track structure along the Kongsveien. Then the train leaves the street and drives through residential areas. At Holtet there is a small depot and a workshop that also carries out major repairs. The long straight sections allow you to travel at over 70 km / h, i.e. at the highest speed in the network. Shortly before Ljabru there is the only single-lane line on the network. The reason is a narrow bridge to cross a street. At Ljabru, the route ends in a turning loop. As with the Lilleakerbahn, this route may not be used by two-axle vintage vehicles.
Former routes
- Sagene Ring (Stortorvet – Akersgata – St. Hanshaugen – Sagene – Torshov)
- Vippetangen
- Old Aker Brygge route (Stortorvet-Westbahnhof)
- Vålerengen
- Rodeløkka
- Simensbråten (branch of Ekebergbanen)
- Lamberseter and Østenjø (were connected to the subway network)
- Kampen
Reversible grinding
Since the type SL-79 cars are one-way vehicles, there are reversing loops at the following locations:
- Stortorvet (can be used from both directions)
- Tinghuset
- Welhavens gate (no actual turning loop, but possibility of a round trip)
- Majors
- John Collets Plass
- Skøyen
- Grefsen Stasjon
- Holtet
- Roast meat
- Ljabru
- Disen
- Kjelsås
- Lilleaker
The end stations of Rikshospitalet and Jar have no turning loops and can therefore only be approached by two-way cars of the type SL-95.
Tram Museum
A single-track route branches off from Majorstuen to the Tram Museum. This has a single-track siding that starts at the Majorstuen stop. This allows vehicles to be easily transported to and from the museum. However, this is little used at the moment, as only one vehicle is registered after the conversion to 750 V, although many vehicles would be roadworthy. In the museum you can find historical buses and lots of information about the history of public transport in Oslo, as well as the former trams.
The museum is run on a voluntary basis and is open on Saturdays, Sundays and Mondays between 12 p.m. and 3 p.m.
Current line network
Line numbers 11 to 19 are reserved for trams (1–6 are underground trains, 20–89 buses in the city, 90–99 ships and from 100 and above regional bus routes).
All lines are operated every 10 minutes during the day, every 20 minutes in the evening and on Sunday. At the weekend there is a 30-minute cycle in the morning.
Due to renovations in the center, lines 12, 13 and 19 go westward over a temporary track in front of Stortinget, and eastward over Aker Brygge.
| line | route | annotation | map |
|---|---|---|---|
| 11 | Majorstuen – Homansbyen – Stortorvet – Jernbanetorget-Torshov – Storo – Disen – Kjelsås | Line 11 Majorstuen – Kjelsås | |
| 12 | Majorstuen – Frogner – Aker Brygge – Jernbanetorget – Torshov – Storo– (Kjelsås) | During the day only to Disen | Line 12 Majorstuen – Kjelsås |
| 13 | Bekkestua – Skøyen – Nationaltheateret – Jernbanetorget – Torshov – Storo – Grefsen | Every 2nd course turns in Lilleaker | Line 13 Bekkestua – Grefsen |
| 17th | Rikshospitalet – Ullevål – Stortorvet –– Jernbanetorget – Carl Berners Plass – Grefsen | Line 17 Rikshospitalet – Grefsen | |
| 18th | Rikshospitalet – Ullevål – Stortorvet – Jernbanetorget – Holtet– (Ljabru) | During the day only to Holtet, route Bråten-Ljabru under renovation | Line 18 Rikshospitalet – Ljabru |
| 19th | Majorstuen – Briskeby – Nationaltheateret – Jernbanetorget – Holtet – Ljabru | Line 19 Majorstuen – Ljabru |
Since the opening of the new station square, it has been used by all lines.
vehicles
SL-79
| SL-79 (1982-84, 1989) | |
| Carriage length | 22,180 mm |
| Carriage width | 2500 mm |
| Car height | 3410 mm |
| Empty mass | 32.80 t |
| Sitting or standing room | 71/92 |
SL stands for Sporvogn Ledd , articulated railcar , 1979 is the order year. There are 40 cars of this type in service. The first series was supplied by Duewag between 1982 and 1984 , the second came in 1989 from ABB Strømmen . The cars of the first series only have a single door at the B end and an additional door on the opposite side, which is missing in the cars of the second series. These have a double back door for this. The cars can only run individually and cannot be coupled to one another in regular service.
SL-79 can be found on the lines to Majorstuen (11, 12, 19) and some courses on line 13.
SL-95
| SL-95 (1999-2004) | |
| Carriage length | 33,120 mm |
| Carriage width | 2600 mm |
| Car height | 3620 mm |
| Empty mass | 64.98 t |
| Sitting or standing room | 88/124 |
Ansaldo delivered 32 SL-95 units between 1999 and 2004. The SL-95s are bidirectional vehicles, some of which are low-floor. Due to initial technical problems, the delivery dragged on over several years; this is another reason why they are not so popular with passengers. The SL-95 are not allowed to drive on the Briskeby route because of the narrow arches. In some places around Majorstuen there are no encounter bans due to the narrow distance between the tracks. The vehicles are called Italians ("the Italians") by the staff . The SL-95 can be found on lines 17, 18 and every other course on line 13.
Former vehicles
SM-91 (Gothenburg)
When the line to Kjelsås was interrupted in the 1990s due to the construction of the ring road near Storo, the Grünerløkka – Torshov line would not have been passable for several years as there was no turning point. For this reason, old carriages from Gothenburg were bought for the symbolic price of one crown. They were provided with multiple controls and could drive in a formation. Two cars were coupled rear to rear and could be used as two-way trains. The downside was that there was only one small door on the left, which caused a lot of problems and ultimately resulted in a fatal accident. The last wagons were retired in November 2002 after enough SL-95 wagons were available.
SM-53 (Høka)
The SM-53 cars were procured between 1952 and 1958. To increase the capacity, suitable sidecars were also procured, they were given the designation ST-55. At the beginning of the 1980s, some of the cars were modernized and adapted to the appearance of the articulated multiple units; they were then given the designation SM-83. All cars were taken out of service in 2000 when the overhead line voltage was increased from 600 to 750 volts and a conversion was no longer worthwhile.
Future extensions and changes
- In order to make better use of the Nationaltheatret junction, a section is to be built between Nationaltheatret and Homansbyenplass in Frederiksgate.
- Tram line to Kværnerbyen
- near Sinsen a line to Tonsenhagen
- Extension of the Ekeberg Railway from Ljabru to Hauketo
- direct line between Skøyen and Majorstuen
- Line to Helsfyr
- “Ring 2” tram: Route from Majorstuen along Ring 2 to Helsfyr
literature
- Hans Andreas Fristad: Oslo tram in focus . Gyldendal Norsk Forlag, 1994, ISBN 82-05-22292-4 .
Web links
- Sporveia. Trikken. In: trikken.no. Sporveien AS(Norwegian).
- Trikk / Tram. (PDF) In: ruter.no. May 13, 2019(Norwegian).
- Timetables
- Railfaneurope.net image gallery
- Sporveien trikken i Oslo. March 17, 2019, accessed May 16, 2019 .
- Tram in Oslo
- Sporveismuseet Vognhall 5. In: sporveismuseet.no. Retrieved May 16, 2019 (Norwegian).
- Trikken i Oslo. In: Lokalhistoriewiki.no. (Norwegian).
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