Oslo Metro

The Oslo T-bane is the metro in the Norwegian capital Oslo. It originated from several suburban railway or tramway tracks and was gradually rebuilt from 1966 to a full-fledged metro system with six lines. T-bane is a now recorded in the Norwegian vocabulary abbreviation for Tunnelbane ( according to the Swedish abbreviation for T-bana Tunnelbana ).

• 5.1 Series MX -3000

• 6.1 Series T -1000
• 6.2 Series T -1300
• 6.3 Series T2000

Line network

The Oslo T-bane network is 86 km long ( 2012) and has 104 stations, of which only 95 were in operation in 2013. Only 16 stations are underground. All lines run through the downtown tunnel (Norwegian skins Tunnelen ''; felles = shared) between Majorstuen and Tøyen, four lines run on a continuous diameter range.

Line 1 runs from Monday to Friday 7 to 19 clock after Ellingsrudåsen, otherwise only up Helsfyr. Due to renovations at the Kolsåsbahn Gjønnes 2013 was the terminus of line 2 in 2014 are the local bus back to Kolsås. Lines 4 and 6 are coupled together by rings. Operationally run both lines as line 4

Operation

It is operated by Oslo T-bane T- banedrift AS on behalf of and coordinated by Ruter SA. Oslo T- banedrift is a subsidiary of Kollektivtransportproduksjon AS, in addition to the Oslo T- banedrift AS the AS Oslo Sporvognsdrift heard that operates the tram Oslo. 2012, the expenditure of 1,361 million crowns were funded at about 47 percent of ticket revenue. The space occupancy was 12% in the same year; three years before she was even 16%.

In 2012, promoted the Oslo T-bane 82 million passengers. Thus, the T-bane after the bus ( passengers 2012: 86 million) is the second most frequently used means of transport in Oslo. 2004, the number of passengers decreased by an average of 66 million passengers in 2000-2003 by 6 million, which is estimated to have especially in the setting of parts of the Kolsåsbahn.

History

Suburban and trams in Oslo West

The first electric train, which later became a T- bane line was, was the so -called Holmenkollbahn. A temporary two-way operation has already been included on the March 16, 1898 between Majorstuen and Slemdal. On May 31, 1898 for the time being followed by a single-track line until after Holmenkollen Sanatorium (now Besserud ). It was not until 1905, the last piece was expanded to double track. The Holmenkollbahn led to the same mountain where the oldest ski jump in the world is. First, the line was intended mainly for tourist traffic, later settled there inhabitants to. 1916 extended the city of Kristiania, as Oslo was then called, the route to the station Frognerseteren, which is located at an altitude of 469 meters. By 1939, the railway did not go even 800 meters to Tryvannshøyden, but in regular service.

From 1911 to 1912, the municipality of Aker built a single-track line from the western city center, more precisely Station Majorstuen until Smestad. The route was on November 7, 1912 in operation and remained single track until 1935, after which the community could also lay a second track.

In the same year already the first construction began on an underground route from node Majorstuen to the city center. Because of subsidence on the surrounding buildings, the city council made ​​the construction work to rest for the time being, only 14 years later, they were resumed. Two stations were to be built on the two-kilometer long tunnel section. The work fell at one point a partial roof of the tunnel, so the Valkyrie plass station was built there, which was closed in 1985. So the route Majorstuen was on June 28, 1928 - Nationaltheatret inaugurated. This meant that the re -called Oslo since 1925 the city 's first underground tram tunnel in Northern Europe.

On January 1, 1930, in turn, a new route was built, this time from Lilleaker about Jar by Avløs, which received the name Lilleakerbahn. 1930 the trains now in the West continue to Kolsås, but until 1942 only drove trams here. After that, the western part was separated from the eastern and joined to the former Smestadbahn to now Kolsåsbahn, so that a connection between Kolsås and the city center was. During the part will now pass through after Kolsås of T-bane trains, Jar Lilleaker trams are on track to be found on a separate track body.

From 1933 to 1934, the municipality of Aker was building its second railway line, which received the name Sognsvannbahn. This time she led from Majorstuen station, which developed more and more to the intersection of all Western lines, to the north by Sognsvann (then Sognsvatn ). Until then stop Korsvoll (now Østhorn ) the track was even expanded to double track. Until Sognsvann station just a rail track was installed, which has already changed in 1939. The route was on 10 October 1934 in operation.

A year later, on January 24, 1935, again extended the municipality Aker existing since 1930 Smestadbahn until after Røa, so that the connection was renamed Røabahn. On the route fifteen stations were built. This Linienast has traveled to the T -bane - conversion from the tram. On 22 December 1948 now Aker was incorporated, the Røabahn a no longer existing station was extended over the river Lysakerelven to Grini. On 3 December 1951 he gained an extension to Lijordet.

Suburban and trams in eastern Oslo

In contrast to the western half of the city of Oslo, the building of suburban railways in the East did not go so quickly. The first line was opened here on December 18, 1923 between Helsfyr and Brynseng in operation, three years later, the trams were here further south to Oppsal. The 11.4 km long route led to the former town Østensjø, which is a district of Oslo today, so she was given the name Østensjøbahn. On July 20, 1958 1.4 km extension followed up Bøler. That was the only circuit in the 1920s in eastern Oslo.

The next train was only built in 1956-1957 by Brynseng from where the train was already after Oppsal, after Bergkrystallen. This track was designed from the start for a potential underground operation, until then drove trams here quick. The purpose of the new line was the development of the first development area since the Second World War with the name Lambertseter. Until 2004 this was a district of Oslo, since it now belongs to the district of North beach. Then the name Lambertseterbahn is due. The opening took place on 28 April 1957. Railway is 10.51 km long.

Preparations for the underground operation

In 1949, the city of Oslo own metro department should develop plans for their construction. In 1954, this department before a metro plan for Eastern Oslo which provided rebuild four of the then five tram in subway lines. The fifth route to Ljabru should remain in the local tram network. The city council took it the final decision, the eastern part of the city, which was opened only by trams, to be provided with underground lines. Here, some of the stations of the existing tram routes had to be closed to increase the travel speed. The crossings had been abolished and the overhead lines are replaced by side, swept by bottom busbars. At that time, the name "T- bane", literally ' Tunnelbane ", born, because a lot of the new routes should, like in Stockholm, run in the tunnel with.

The first construction of the connector of Ostlinien to the city center, which should run in the tunnel began in 1957. By May 1966, about five kilometers long tunnel between the Central Station in Oslo (then still Ostbahnhof ), Jernbanetorget, and Brynseng built. The hardest part was doing the piece between Jernbanetorget and Tøyen, as the ground of Oslo, similar in Stockholm, generally made ​​of hard rock with many lehmgefüllten spaces. On Grønland station also as a shelter for some 3,000 people was not created. East of the tunnel, the track layout for the new subway lines has been completely redesigned. The tracks were laid so that the lines could be a crossing-free and unthreaded. In addition, four tracks were laid on Brynseng station. Well made ​​, the various works already described for the conversion of suburban rail lines.

New and rebuilt T-bane routes

The first T-bane line was thus the distance of Jernbanetorget after Bergkrystallen with 14 new stations at about ten kilometers in length. But the Lambertseterbahn should not be the only one. On October 16, 1966, the 15 km long Grorudbahn between Jernbanetorget and Grorud went into operation, they chained behind the station Tøyen of the main line from. The Grorudbahn connects Oslo with the suburbs that lie at the stations Grorud, Romsås and Stovner. On 21 December 1975, a extension to Vestli went into operation.

The existing since 1923 Østensjøbahn should be rebuilt as an underground route. After a few months was able to train, now provided with lateral current rail until Jernbanetorget drive. During the reconstruction, the line was extended simultaneously by 2.1 km to Skullerud. Since November 26, 1967 go here T-bane trains.

Later was added to the already existing three T-bane lines in Eastern Oslo which the Furusetbahn yet another. It was unlike the other routes newly built, so there is on this track five tunnel stations. The first section between Hellerud and Haugerud was on 18 November 1970 in operation, further extensions after Trosterud (15 December 1974), Furuset (19 February 1978) to the present terminus Ellingsrudåsen (8 November 1981) was followed.

Further penetration into the center and connecting the east and west lines

For decades, there were plans for a merger between the lines in western and eastern Oslo, said hitherto biggest problem was the power supply. While there were lateral busbars on the converted current subway lines, the Western suburban railway lines were supplied with electricity from overhead wires.

From 1977 the trains went from one station Trosterud, Skullerud, Bergkrystallen and Vestli in downtown until Sentrum. There is now a direct transition to the west lines by a short pedestrian tunnel was possible. The tracks of the Ostlinien resulted in a large loop at the western railroads through and back to the east. Today ( 2010) used this loop of the intermediate courses of the eastern lines 2 and 5. The Sentrum station had to be closed, however, February 22, 1983, water problems made ​​further operation impossible. It was not until four years later were again trains through a closed station Sentrum drive to the Nationaltheatret station.

For the Binding, it was decided to extend the current rail system Ostnetzes on the western suburban railway Rochester corners. On 10 January 1993, the first continuous T-bane line was completed, which led without having to change or exposing Bergkrystallen ( Ostnetz ) to Sognsvann (Western Power ). For the Sognsvannsbahn has been completely remodeled. In addition to the abolition of Wegübergängen, the reduction of the overhead line equipment and busbar installation here two stations were closed to increase the travel speed ( Frøen and Nordberg ) as well as the platforms for the operation extended by four car trains. Existed in the downtown tunnel between the previous end point of the western railway lines at the National Theatre and the Majorstuen station to the May 26, 1997, both catenary and power rails. The Majorstuen station was also equipped with additional power rails.

The next route was followed by the Røabahn, which was connected to the Furusetbahn in the east. February 5, 1995 to November 18 of the same year, the operation was set on this route due to the renovation work. At the same time, the stations Grini, Huseby skole, Sørbyhaugen, Heggeli and Volvat were abandoned. It was only on 19 November 1995, the operation of Østerås could be taken up by Ellingsrudåsen, until then a rail replacement bus service on the track was set up by buses. The routes to Frognerseteren and Kolsås still retained several years catenary sections, with the latter due to the combined operation of the trams served Lilleakerbahn.

This clearly shows the system difference between the "right" T-bane routes that exist mainly in eastern Oslo, and the former railway lines in western Oslo, the experts are now among the urban railways.

A ring around the city center

After completing the connection from east to west, the Oslo public transport companies turn to the next destination: the metro ring (T- baneringen ). The southern part of the ring consists of the completed by closing the gap between East and West 1997 regular route. The Ring Rail Line runs between the branch Ullevål Stadion der Sognsvannsbahn Carl Berners Plass and the branch of Grorudbahn. The ring is supposed to open up especially future or in the incipient stage located office and residential district. The first construction of the 3.3 km long route Ullevål Stadium - Storo began on 5 June 2000 After three years of construction the route on August 17, 2003, it was solemnly inaugurated. . Thus, the 102 station, subway station Nydalen, and the 103rd Station, the above-ground, temporary terminus Storo to Oslo T-bane network came. After another three years of construction work could be completed with a further 1.7 kilometers long piece on 20 August 2006, the circle line. Behind the Storo station pivots the ring road heading south, stop at Sinsen station, and threads his way again in the Grorudbahn. Since its opening drive on the lines 4, 5 and 6 the northern ring, the southern part, the quasi main line of the Oslo T-bane is still to be operated by all lines. The construction costs of the new ring amounted to 1.348 billion Norwegian Kroner, the equivalent of around 174 million euros.

Small and large changes

1998, a 2.5 km extension of the line was opened 3 of Skullerud after Mortensrud. Almost the entire route is located in a rock tunnel, which is interrupted only by two bridges. After a year later, the new tram line was built to Rikshospitalet, whose opening on May 30th place in 1999 found that stop Vestgrensa today's lines 3, 4, 5 and 6 is shifted by about 400 meters was. There, the station Forskningsparken opened with a direct connection to the new tram line, the Oslo tram in spite of the European Renaissance tram must continue to expect closures.

In 2003 there was a major dispute between the city of Oslo and the neighboring province of Akershus to the financing of the Kolsåsbahn. As both could not agree presented the Oslo Public Transportation AS Oslo Sporveier operation July 1, 2003 provisionally until August 17, then until further notice, between Kolsås and Bekkestua which is right at the city limits, a. As a substitute drove on this route buses, which were later extended because of poor Umsteigebeziehung in Bekkestua to the city center. The setting of the T- bane line ran particularly at railway enthusiasts and among the inhabitants of the neighboring church to protest. After 16 months, the province Head Hildur Horn could Øyen the province Akershus on 22 November 2004 the route again inaugurate after Kolsås where the Kolsåsbahn was for the time being "saved". 2006, the route to Kolsås for the T- Bane has ceased operations. The route from Jar until after Bekkestua was initially served by the tram line 13. In Husebybakken (just before Montebello) a temporary stop has been established. Then the tracks were torn between Husebybakken and Lysakerelven (just before Jar). All crossings were removed and started reconfiguring the stops. After some delays, the route was opened up by Åsjordet again in August 2008, in August 2010 to Bjørn Letta. The route to Jar was reopened in December 2010. The route to Bekkestua opened in August 2011, this is a combi - route tram / ​​metro, ie equipped with catenary and track. From 2012 Gjønnes was operated again. From 2013 and 2014 Avløs finally comes Kolsås. In Avløs the vault will be built.

The Holmenkolbahn was rebuilt at the FIS Nordic World Ski Championships 2011 in June 2009 on track. The crossings were not removed in comparison to the other routes. The station was rebuilt Holmenkollen only one on 6-car length. During the reconstruction, the route was served by buses, still drove between August 2009 and March 2010 trains to Besserud. Since the whole reconstruction was planned and executed very quickly, there had been some problems during commissioning: so the station Gulleråsen towards the city center can not be operated because it is in a tight left turn and one between the platform and a few doors of the MX- car gap of half a meter gapes. There are these huge gaps at many other stations. Since no platform extensions were made during the renovation, most of these web platforms are designed only for two-car trains, so that the doors are locked in the rear car for safety reasons between Frøen and Frognerseteren. This should be made up later.

In December 2012, the lines in the west and the schedules were rearranged. The reason were bad beats and over-or under capacity at individual branches.

Construction and planning

The conversion of the line to Kolsås will be continued and should be completed by 2014.

Between the stations Økern the Grorudbahn and Sinsen the North ring a compound curve as a tunnel with the project name " Lørenbanen " ( formerly: Haslesvingen ) is provided. Trains from the satellite towns in Groruddal thereby may go directly to the workstations on the northern ring. The opening is planned for April 1, 2016, construction began in June 2013. Additionally, an underground station called Løren is on this line are eliminated.

North of the existing downtown tunnel a second tunnel is planned to run from the Majorstuen via Storting after Tøyen. The one part of the planned tunnel between Majorstuen and Storting would run Hans Haugen under the district of St.. New metro stations on this section would Bislett and Hammerborg. The other part between the Storting and Tøyen would run under the district Grunerløkka. Here would be Olaf Ryes plass Hammerborg and new metro stations. The station Storting would combine the old with the new tunnel.

In addition, there are plans for a new building of the station Majorstuen, a train to Fornebu, a cross- connection between the Grorud and Furusetbahn, an extension of the Furusetbahn by ahu, an extension of the Østeråsbahn after Hosle, and an extension of Østensjøbahn south ( new terminal: Gjersrud / Stensrud ).

Rolling stock

The main depot is located in Ryen. In Majorstuen, a smaller depot, which formerly housed only the top line vehicles. The various working machines of the T- Bane Oslo (eg top trailer, snow plows, locomotives) are in the depots Etterstad - located between the stations Helsfyr and Brynseng - as well as at home in Majorstuen. The depot Avløs on the Kolsåsbahn is not currently used, but is rebuilt. Due to lack of space to stay individual trains at the terminal stations Vestli, Ellingsrudåsen and Mortensrud.

Series MX -3000

Since the 40 -year-old trains could not be replaced by the cars of the T 2000, a new series was developed under the name MX3000 again. In 2003, the Oslo Public Transportation signed " AS Oslo Sporveier " means a contract with a total value of 190 million euros with the traffic division "Transportation System" ( TS) of Siemens for the construction of 63 sets, which are 189 single car, built completely in Vienna be. They resemble the new Vienna U -Bahn trains of the series V, which are delivered in the coming months and years. The three cars of a unit are connected with bellows and continuously passable. The first two sets, which are made largely of aluminum were tested from July 2005 in Wegberg -Wildenrath and delivered in October 2005 for large-scale testing to Oslo. The series delivery began in February 2007 with an interval of two sets per month.

Oslo subway cars are exposed to a harsh climate. You must withstand temperatures of up to -25 degrees Celsius and it thoroughly tested in the climatic wind tunnel in Vienna Floridsdorf.

The first two trainsets were since the beginning of September 2006, regular passenger service on the line 4/6 Bergkrystallen Ring Åsjordet ( meanwhile Husebybakken terminus was ) used. Since around the turn of 2008/2009 the lines 3 and 5 are used exclusively in by MX3000, since the full approval of the MX3000 for Line 2 differed there the old trains gradually.

A train set, which consists of three separable only in the workshop car is 54 feet long. The weight without passengers is 98 tons, 147 tons with passengers. As before, there are three doors on each side of the car. When maximum speed limit applies (yet) Maximum line speed of 70 km / h Two units can be coupled.

Since mid-2010 sufficient number of trains are available to serve all lines with 6-car trains. After 20 clock, and on Sundays, most lines are operated with 3- car trains.

• Images of Zugpräsentation in Vienna plant

Former vehicles

Series T -1000

Between 1964 and 1966, the first 90 cars were single, that is, 45 short features, the series T-1000/1100 of the company Norsk Elektrisk & Brown Boveri (mechanics) and AEG ( electronics) for the new routes to Bergkrystallen ( Lambertseterbahn ) and Grorud ( Grorudbahn ) delivered. This was the first delivery (T1). A car is 17 m long, 3.65 m high and 3.2 m wide, weighs 29,740 kg and can reach top speeds of up to 70 km / hr. There are 63 seats and 117 standing places provided, each with three doors per side. Like all the features of Ostlinien be supplied via busbars with 750 volt driving voltage vehicles. In the years 1967 ( T2), 1969-72 (T3 ) and 1975-1977 (T4 ) was followed by further deliveries this series. The cars of the individual deliveries differ only slightly. A special feature of this car is that the driver's cab is mounted slightly to the side, so that the passengers can look forward.

There are two variants of this car. Some cars were equipped with a driving cab, the driver's cab loose end of the car they were firmly connected to an identical car by means of a not readily separable coupler mechanism. Another variant was equipped with two cabs and Scharfenberg couplers at each end of the car.

Since the commissioning of the MX -3000 the 1000 series has been gradually phased out and scrapped.

In June 2009, the last cars were scrapped and no longer operate in regular service. A composition (6 cars) is retained for vintage rides. A car has been issued in tramway museum near the train station Majorstuen.

Series T -1300

To replace much older trains in West Network, some were there still cars to find from 1912, were 1978 and 1979 units of the new series in the years 1300 again by the companies Norsk Elektrisk & Brown Boveri and AEG (mechanics ) and Telefunken (Electronics ) delivered ( T5). Through a redesign of the passenger compartment were gained in contrast to the 1000/1100-Wagen seven seats. In the wagon dimensions there are no significant changes. More deliveries were made in 1980 and 1981 (T6 ). To sail the West Network with new features, the productions 1985-1987 (T7 ) and 1989 (T8 ) were transferred there and since there was only overhead lines in the West, provided with a pantograph.

In the early 1990s, just before and during connection of the East and West network, all features of the 1300 series have been converted so that they can be used on the overhead wires routes to Frognerseteren and Kolsås.

With the delivery of sufficient new MX -3000 trains were from 2009, the first T -1300 scrapped. The last scheduled journey of this series took place on March 15, 2010 by Besserud to Majorstuen ( 1301/1302 ). After the closure of Holmenkollbahn for the conversion to current rail operations in March 2010, the last T -1300 were scrapped. Three units remain.

Series T2000

When the need to exchange in the tooths western fleet came back on, your own brand-new series has been developed. The corresponding order was made in 1993. A year later, twelve cars were delivered, the production of EB Strømmens Værksted and AEG companies was stopped it, because again and again due to technical difficulties.

During her 16 years of service they drove in regular passenger service only as a two - car trains, mostly between Frognerseteren and Helsfyr or Frognerseteren and Bergkrystallen. One of the few and the last ride of the T2000 in double traction was the opening drive to start up the first section of the ring road of Ullevål Stadium on Nydalen after Storo.

The T2000 are dual-system vehicles have both roof and side pantograph. They are designed for much higher speeds than the older vehicles and were successfully tested up to 120 km / hr. A car is 18 m long, 3.65 m high and 3.3 m wide. The T2000er are much heavier than their predecessors, with an empty weight of 31 tons. The interior seating was a bit unusual, resembling an aircraft seating, depending on a window seat and three seats in the middle. In April 2009, the complete series has been permanently shut down. Because of their technical problems the T2000 were unpopular with much of the staff.

The end of 2011, ten cars, five trains scrapped. A train was preserved for posterity and is parked in a camp outside of Oslo, to a better place is found.