The administration operated all railways in Norway, except public station areas and freight terminals built before 1997 and private sidings. All track is standard gauge, with a total of 4,230 kilometres (2,630mi), of which 2,498 kilometres (1,552mi) is electrified, and 245 kilometres (152mi) is double track.[4] The Norwegian Railway Museum was a subsidiary of the rail administration.[5]
On 1 December 1996, NSB was split up; formally NSB and the inspectorate were demerged from the National Rail Administration, and NSB made a limited company. All three became subordinate to the Norwegian Ministry of Transport and Communications. The administration got its own chief executive, Steinar Killi, from 1 July 1999.[1]
On 31 December 2016, as a result of the rail reform of the Conservative lead government coalition, the administration was dissolved and all tasks were transferred to Bane NOR or the Norwegian Railway Directorate. Bane NOR took over ownership of the infrastructure from 1 January 2017.[6]
History
State ownership of railways was initially through partial ownership of the many lines built during the 1860s and 1870s; by 1883, the authorities decided to create the Norwegian State Railways (NSB) that would own and operate most lines. By the 1960s, passenger transport on private railways was abolished, and only a few private lines remained; the last, the Kirkenes–Bjørnevatn Line, was closed in 1997. Since then the agency has operated all railway lines in the country, except tramways and the Oslo T-bane, that are operated by their respective counties.
During the 1990s, multiple rounds of reforms and restructurings were enacted upon NSB and the Norwegian railway sector, one of which saw the rise of a new organisation model in 1992 under which infrastructure activities were organised principally under regional managers, which were given more responsibility and consequently reinforced by technical and administrative support functions.[7] On 1 December 1996, the National Rail Administration was created via the division of Norges Statsbaner into two agencies, the Norwegian National Rail Administration and the Norwegian Railway Inspectorate, as well as one limited company, NSB BA. Prior to 1 July 1999, NSB and the administration continued to have the same board and the same director, Osmund Ueland.[8]
An early issue for the Administration to address was appropriate scaling of its workforce against it activities.[7] Due to the inhospitable winter climate in Norway, many infrastructure activities become unfeasible for months at a time, leading to temporary overcapacity with numerous staff having no assigned work; this was difficult to account for in conventional means of competitive tendering for major maintenance and renewal projects, and came at a considerable premium in terms of both price and productivity. Between 1992 and 2006, there was a gradual yet meaninful reduction in administrative staff and production personnel from 2,100 to 1,350.[7] The Administration also anticipated future increases in difficulties pertaining to Norway's climate, as an increase in precipitation would likely lead to more frequent landslides; proactive measures taken to guard against this danger included setting up a comprehensive inventory of landslide-prone sites, the implementation of physical preventative measures in such sites, as well as close cooperation with the Norwegian Meteorological Institute to establish additional weather stations to provide more reliable forecasts. Such measures are intended to boost regional readiness to response to climate-related emergency situations.[9][10]
Starting in 1985, NSB and Televerket jointly constructed a national network of optical fiber that progressively covered the entire railway network. This network remained part of Jernbaneverket until 2001, at which point it was transferred to the subsidiary BaneTele. That same year, it acquired the bankrupt telecom company Enitel, and the whole subsidiary transferred to the Norwegian Ministry of Trade and Industry in 2002.[11] During 2010, it was announced that Alcatel-Lucent had been selected by the Administration to deploy an advanced high-speed network based on IP/MPLS technology to handle all railway-related business communications, such as train signaling, signage on station platforms, and the GSM-R radio communications network.[12]
During the mid-2000s, considerable growth in both passenger and freight traffic was recorded, while punctuality figures in excess of 90 percent, the best in the NSB's history, had also been attained.[13] Much of the nation's lines were single track, which constrained both capacity, flexibility, and opportunities to further improve punctuality; hence, several schemes to double track particularly busy stretches of single track were enacted, particularly in and around the capital city of Oslo.[13][7][14] Furthermore, in June 2004, the Norwegian parliament authorised an additional NOK 10 billion of investments in the nation's railway in addition to that which was already allocated under the National Transport Plan for the period 2006-2015.[13]
The Administration undertook various programmes to improve safety upon the rail network. It was responsible for a continuous process of dynamically amending various requirements, standards and procedures to account for the introduction of new technologies as well as improvements in knowledge, particularly in respect to human error factors.[13] Having identified significant risk factors associated with roughly 4,000 (as of 2005) level crossings that served mainly residential and agricultural areas, a systematic effort was undertaken to reduced the number of such crossings. By 2005, the Administration was openly stating its long-term objective of entirely eliminate level crossings as a part of the modernisation of Norway's railways.[13]
By the mid 2000s, the Administration was playing a leading role in the introduction of GSM-R digital radio communications.[13] A NOK 1.7 billion development programme was underway to roll out this European system to facilitate secure, rapid, and effective communication between line traffic controllers, train drivers, and other railway personnel; it also better facilitated international railway operations along with increased competition between train operating companies. Despite Norway's relatively challenging topography, the introduction of GSM-R was relatively swift, priority having been given to stretches of track where preceding emergency communication systems had been unsatisfactory.[13] Comprising 700 ground-based installations for coverage of 3,800 kilometres of track and 600 tunnels, the system was in place on along all Norwegian lines by 2007.[13] During the 2010s, the Administration contracted Nokia to provide various services, from implementing a quality management system, provideing support, and driving improvements in relation to Norway's GSM-R network.[15]
During 2005, the maintenance division was demerged, and established as the limited company Baneservice, owned directly by the ministry.[16] This restructuring was part of a program initiated by the conservative-liberal government to privatize the maintenance of the tracks, compelling the administration to perform tenders; similar policies were being enforced on the Public Roads Administration and Coastal Administration.[13][17] The process of privatizing the work of 1,100 employees was discontinued after the 2005 election, following the victory of the socialist coalition government; despite this reversal, the Administration stated its intention to continue to tender various projects where it would be economically desirable to do so.[7][18]
During the late 2000s, the Administration anticipated a doubling of freight traffic over the following decade; to accommodate the running additional and longer freight trains, an investment of NOK 3.7 billion in various capacity enhancement works targeted at freight operations was proposed for the period between 2010 and 2019.[19] This work largely focused on the expansion of freight terminals and the provision of additional passing loops. In terms of tonnage, intermodal traffic accounts for 85 percent of all freight traffic, thus the Administration explored the concept of intermodal transport of containers, semi-trailers and swap bodies between various major Norwegian cities using modern road-rail transfer terminals.[19]
During the late 2000s and early 2010s, Norwegian authorities became increasingly vocal on the prospects of high-speed rail operations; specifically, the Ministry of Transport and Communications commissioned an independent assessment of high-speed rail's feasibility in the country that conceived of a new network of single-track electrified high-speed routes with a maximum speed of 250km/h roughly in parallels with core routes of the existing conventional network.[20] In 2009, a proposal for the national transport plan for the period 2010-2019 included the construction of the Follo Line, a new 24km double-track line between Oslo Central Station and Ski at an initially estimated cost of NOK 11.6 billion.[21][22][23] In March 2015, the Administration signed a joint contract with the Spanish construction group Acciona and Italian contractor Ghella to build the Blix Tunnel, the largest civil engineering feature of the Follo Line; construction work started later that same year.[24][25]
All track in Norway is standard gauge, covering a total distance of 4,230 kilometres (2,630mi), of which 2,498 kilometres (1,552mi) is electrified at 15kV 16.7Hz AC, and 245 kilometres (152mi) is double track. The Gardermoen Line, at 64 kilometres (40mi), is the only high-speed line. The network consists of 716 tunnels, 2,572 bridges and 3,690 level crossings. In 20212, Norway's railways transported 61,121,000 passengers for 3,202 million passenger kilometers and 30,271,000 tonnes of cargo for 3,489 million tonne kilometers. That same year, there were 20 train-related accidents, with two fatalities.[4]
Organization
The administration was divided into a directorate and divisions for infrastructure management, infrastructure construction and traffic management; BaneEnergi is subordinate to the traffic management and was responsible for supplying electricity to the railway companies. Main offices was located in Oslo, while regional offices was located in Bergen, Hamar and Trondheim, while train control areas was also located in Drammen, Kristiansand, Stavanger and Narvik. The administration also ran the Norwegian Railway College in Oslo and the Norwegian Railway Museum in Hamar.[26] The agency had about 2,900 employees.[27]
In 2007, the administration had a revenue of NOK 5,661 million, of which 1,934 M went to operation, 1,369 M to maintenance, 67 M to the Gardermoen Line and 2,291 M to investments.[28] Of the investments 82% went to new lines, notably the Asker Line (25%), Stavanger–Sandnes (17%), Lysaker Station (17%) and Ganddal Yard (8%).[29] The administration received most of its income from the ministry,[30] but railway companies had to pay to use the Gardermoen Line.[29]
Stations
At the time of the demerger, all stations were transferred to NSB, but the administration retained ownership of the platforms. All stations opened after 1996 were owned by the administration; this has caused a complex ownership structure where sections of the stations may have different owners.[31][32] The operation of all stations was remained at the administration, while the NSB subsidiary Rom Eiendom is responsible for managing the railway unrelated sections of the stations, for instance the shopping center in Oslo Central Station.[33]
Jernbaneverket maintained a small fleet of maintenance trains and track inspection railcars themselves. All of Jernbaneverkets trains are yellow and diesel operated. When Baneservice was demerged, they took over most of the maintenance units. Jernbaneverket's stock:[35]
The Norwegian railway system comprises 4,109 km of 1,435 mm track of which 2,644 km is electrified and 274 km double track. There are 697 tunnels and 2,760 bridges.
The Airport Express Train is a Norwegian high-speed airport railway service connecting Oslo Airport to Oslo Central Station in nineteen minutes. Run by Flytoget AS, it operates on the high-speed Gardermoen Line using sixteen GMB Class 71 electric trains. Normal service frequency is once every ten minutes, with five of the services each hour continuing westwards beyond Oslo Central. The extended services serve nine stops within Greater Oslo and take up to 60 minutes.
The Jæren Line was a 74.7-kilometer (46.4 mi) long railway line between Stavanger and Egersund in Jæren, Norway. The name is no longer in official use and the section is regarded as the westernmost part of the Sørlandet Line. Owned by Bane NOR, the line has double track from Stavanger Station to Sandnes Station, and single track from Sandnes to Egersund Station. The line is electrified at 15 kV 16.7 Hz AC and equipped with centralized traffic control and GSM-R. The line is served by the Jæren Commuter Rail and intercity trains along the Sørlandet Line, both operated by Go-Ahead Norge. CargoNet runs container freight trains on the line, which terminate at Ganddal Freight Terminal.
Vygruppen, branded as Vy, formerly the Norwegian State Railways, is a government-owned railway company which operates most passenger train services and many bus services in Norway. The company is owned by the Norwegian Ministry of Transport. Its sub-brands include Vy Buss coach services, CargoNet freight trains and the Swedish train transport company Tågkompaniet. In 2009, NSB carried 52 million train passengers and 104 million bus passengers. On 24 April 2019, passenger train and bus services were rebranded as Vy.
The Bergen Line, or the Bergen Railway, is a 371-kilometre (231 mi) long scenic standard gauge railway line between Bergen and Hønefoss, Norway. The name is often applied for the entire route from Bergen via Drammen to Oslo, where the passenger trains go, a distance of 496 kilometres (308 mi). It is the highest mainline railway line in Northern Europe, crossing the Hardangervidda plateau at 1,237 metres (4,058 ft) above sea level.
The Rauma Line is a 114.2 kilometres (71.0 mi) long railway between the town of Åndalsnes, and the village of Dombås, in Norway. Running down the Romsdalen valley, the line opened between 1921 and 1924 as a branch of the Dovre Line, which connects to the cities of Oslo and Trondheim. Originally intended as the first stage to connect Ålesund, and possibly also Molde and Kristiansund, no extensions have ever been realized. The unelectrified line is served four times daily with SJ Norge's Class 93, although in the summer the service only operates from Åndalsnes to Bjorli as a tourist service. CargoLink operates a daily freight train.
The Vestfold Line is a 137.79-kilometer (85.62 mi) railway line which runs between Drammen and Eidanger in Norway. The line connects to the Drammen Line at the northern terminus at Drammen Station and continues as the Bratsberg Line past Skien Station. The line is exclusively used for passenger trains, which are provided by Vy, which connect northwards to Oslo and south-westwards to Grenland. The 13-kilometer (8.1 mi) section from Eidanger to Skien is often colloquially included in the Vestfold Line.The standard gauge line is electrified at 15 kV 16.7 Hz AC and has twelve remaining stations. The Vestfold Line runs through the coastal region of Vestfold and serves major towns including Holmestrand, Tønsberg, Sandefjord and Larvik, as well as Sandefjord Airport, Torp.
The Gardermoen Line is a high-speed railway line between Oslo and Eidsvoll, Norway, running past Lillestrøm and Oslo Airport, Gardermoen. The line is 64 kilometres (40 mi) long and replaced the older Hoved Line as the main line north-east of Oslo. The older Hoved Line now handles commuter and freight traffic, while the Gardermoen Line handles high-speed passenger trains and freight trains laden with jet fuel for the airport. Both lines are owned by Bane NOR.
The Drammen Line is a 52.86-kilometre (32.85 mi) railway line between Oslo and Drammen, Norway, which was opened on 7 October 1872. It serves all trains west of Oslo Central Station and is owned by Bane NOR.
The Oslo Tunnel is a 3,632-metre (2.257 mi), double-track, railway tunnel which runs between Olav Kyrres plass and Oslo Central Station (Oslo S) in Oslo, Norway. The tunnel constitutes the easternmost section of the Drammen Line and runs below the central business district of Oslo. It features the four-track Nationaltheatret Station, Norway's second-busiest railway station, where the Oslo Tunnels lies directly beneath the Common Tunnel of the Oslo Metro. At Frogner, the Elisenberg Station was built, but has never been used. The tunnel is the busiest section of railway line in Norway and serves all west-bound trains from Oslo, including many services of the Oslo Commuter Rail and the Airport Express Train.
Vy Gjøvikbanen AS is a Norwegian railway company that operates the passenger train service on the Gjøvik Line. A subsidiary of the state-owned Vy, it operates a fleet of nine Class 69g three-car electric multiple units. NSB Gjøvikbanen provides two different services: the Skøyen – Oslo S – Jaren service is part of the Oslo Commuter Rail; while Oslo S – Gjøvik is a regional service, with only limited stops on the route until Grua. Departures are each 40 minutes, with every third train running to Gjøvik.
The Asker Line is a 9.5-kilometre (5.9 mi) railway line between Asker and Lysaker in Norway. The line runs along the same corridor as the Drammen Line, offering increased capacity, speed and regularity on the rail network west of Oslo. The first part opened in 2005, and in 2011 an extension opened from Sandvika to Lysaker. Original plans called for an extension to Skøyen, but from 2020, new planning is under way for an extension all the way to Oslo Central Station. Most of the railway is in tunnel and is dimensioned for 160 km/h (99 mph) running. The entire railway is electrified at 15 kV 16.7 Hz AC. The first section cost 3.7 billion kr, while the second is budgeted at NOK 2.7 billion.
Lieråsen Tunnel is a single-tubed railway tunnel of the Drammen Line situated in Asker and Lier in Norway. At a length of 10.723 kilometers (6.663 mi), the double track tunnel is located immediately between Asker Station and Lier Station. It is used for a mix of short- and long-haul passenger trains and freight trains.
The Romerike Tunnel is a 14.580-kilometre (9.060 mi) railway tunnel in Norway between Oslo and Lillestrøm. It is the second longest railway tunnel in Norway after the Blix Tunnel opened in 2022, and forms the first section of the Gardermoen Line. It is double track and electrified, permitting speeds of 210 kilometres per hour (130 mph).
The Hardanger Line was a 27.45-kilometre (17.06 mi) railway between Voss and Granvin in Hordaland, Norway. The line connected to the Bergen Line in Voss and ran to the Hardangerfjord and the district of Hardanger. Construction started in 1921, but the line did not open until 1 April 1935. Owned and operated by Norwegian State Railways (NSB), passenger transport was provided by three NSB Class 64 electric multiple units. They remained in use until 1985 when passenger transport was terminated. All transport ceased in 1988, and 21 kilometres (13 mi) of the line was demolished in 1991. The 3 kilometres (2 mi) from Voss to Palmafoss is still intact and is owned by the Norwegian National Rail Administration. The line featured six stations, fourteen halts and four tunnels and was one of Norway's steepest railways. It was NSB's first line to be electrified. The line was known as the Granvin Line until February 1936. In 2016, Palmafoss established an emergency freight terminal and the tracks were re-established.
BaneService is a Norwegian government owned railway construction and maintenance company. It is by far the largest subcontractor for Bane NOR and is owned by the Norwegian Ministry of Transport and Communications.
The Follo Line is a 22-kilometre (14 mi) high-speed railway between Oslo and Ski, Norway.
The Ringerike Line is a proposed 40-kilometre (25 mi) extension of the Bergen Line from Jong, Sandvika to Hønefoss, Norway. In 2022, the project was postponed; the government has no commitment to any timeframe.
The Jæren Commuter Rail is a commuter train service operated along the westernmost part of the Sørland Line in Jæren, Norway. It is operated by Go-Ahead Norge with nine Class 72 electric multiple units. The service acts as a commuter rail connecting Stavanger to its suburbs, including Sandnes, and to towns further south, in Klepp, Time, Hå and Eigersund. Although passenger services have operated along the lines since 1878, the commuter train service was inaugurated in 1992 with a significant increase of service, using existing rolling stock. Ridership of the system increased from 3.2 million in 2012 to 5 million in 2019.
Bane NOR SF is the Norwegian government agency responsible for owning, maintaining, operating and developing the Norwegian railway network, including the track, stations, and the majority of other infrastructure assets. It took over the operations of Jernbaneverket (railway administration) on 31 December 2016.
References
1 2 Norwegian National Rail Administration. "About". Archived from the original on 16 December 2007. Retrieved 30 July 2008.
Norwegian National Rail Administration (2012). Jernbanestatistikk 2012(PDF). Oslo: Norwegian National Rail Administration. Archived from the original(PDF) on 23 October 2013. Retrieved 2014-05-05.
Norwegian National Rail Administration (2008b). Mer på skinner!(PDF). Oslo: Norwegian National Rail Administration.
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