Linx (railway company)

Last updated

Linx AB
Type Joint venture
Industry Rail transport
Founded2000
Defunct2004
Headquarters
Gothenburg
,
Sweden
Area served
 Scandinavia
Revenue SEK 426.8 million (2003)
Owner Norwegian State Railways (50%)
SJ (50%)
Number of employees
170 [1]

Linx AB was a railway company which operated inter-Scandinavian passenger trains between 2001 and 2004. Established as a joint venture between the Norwegian State Railways (NSB) and the Swedish state-owned SJ, Linx operated the routes from Oslo, Norway, to Stockholm, Sweden, and from Oslo via Gothenburg, Sweden, to Copenhagen, Denmark. Services were provided up to ten times per day. However, slow speeds caused by curvy infrastructure in Norway, combined with competition from low-cost airlines, caused the company to lose money, and eventually grounded operations. The services were taken over by NSB and SJ. The main rolling stock were eleven X2 electric multiple units, although it used SJ Rc-hauled trains on the Gothenburg–Oslo service. The company was based in Gothenburg.

Contents

History

Linx X2 train at Malmo Central Station Linxtag pa Malmo C.jpg
Linx X2 train at Malmö Central Station

Linx was established following an informal agreement between the ministers of transport in Norway, Sweden and Denmark to establish high-speed rail connection between the countries' capitals. Linx was the train operating part of the agreement, while the governments would have to invest in better rail infrastructure to allow higher speeds. [2]

The company was introduced by NSB and SJ on 12 May 2000. The stated plans were to start with the service from Gothenburg to Copenhagen in January 2001, from Oslo to Gothenburg in June, and from Oslo to Stockholm in January 2002. The company would have its head office in Gothenburg and would lease rolling stock from SJ. NSB's chief executive officer, Osmund Ueland, became the company's first chair. [3] The company had a share capital of 10 million Swedish krona (SEK) and was owned in equal shares by NSB and SJ. [4] The company's first train ran on 7 January, from Gothenburg to Copenhagen. [5] Service from Oslo to Gothenburg started on 17 June. [3]

Because Linx was only to operate profitable routes, it was decided that the company not take over the night train service from Oslo to Copenhagen. NSB stated that they wanted all inter-Scandinavian passenger transport to be operated by the new company, and therefore decided to terminate the night train as of September 2. Although the night trains were filled during the summer and parts of the winter, there was a low ridership during the rest of the year. [6] However, it was a lack of engineers that forced NSB to terminate the night train service as of 20 June. There were protests against the ending of the service, particularly in Norway. Marketing Director Øyvind Rørslett of Linx stated that "we are concentrating on the day trains. We want to develop a holistic concept, where new modern trains are a major part. Night trains do not fit into this concept". [7]

X2 trains were never introduced on the section from Gothenburg to Oslo. Linx stated that investments for NOK 2 billion were needed on the Østfold Line to reach a travel time from Oslo to Gothenburg of 3 hours and 30 minutes, rather than the more than 4 hours at the time. [8] In contrast, the Norway/Vänern Line on the Swedish side of the border meets the necessary standards. [9]

The first service from Oslo to Stockholm ran on 16 June 2002. [10] Initially there were only three daily services, but later that year, two more daily services were introduced. At the same time, travel time was reduced by 20 minutes, as the trains stopped at only three intermediate stations. [11] Linx operated with different prices on the same route, depending on if the ticket was bought in Norway or Sweden. The company stated that this was in part because of a strong Norwegian krone, in part because Norwegians were willing to pay more, and in part because the sales system in Sweden was more automated. [12]

Linx X2 unit at Stockholm Central Station Linx.JPG
Linx X2 unit at Stockholm Central Station

In July 2003, Linx reduced the number of daily services from Gothenburg to Copenhagen from ten to four. The company stated that this was because of insufficient ridership. [13] Linx had offered tickets with a lower price than Scandinavian Airlines, who operated the airline service between Oslo Airport, Gardermoen and Stockholm-Arlanda Airport. Ryanair also provided an airline service, but with fewer departures and with the same center-to-center transport time because it flew from the secondary Sandefjord Airport, Torp and Stockholm-Skavsta Airport. From 1 September 2003, Norwegian Air Shuttle started services from Gardermoen to Arlanda, and became a more direct competitor to Linx. From 27 October, Nordic Airlink (later FlyNordic) also started a flight between the same airports. With shorter travel time from center to center and comparable fares, Norwegian and Nordic started taking market shares away from Linx. [14]

Starting on December 15, NSB took over three of the daily services from Oslo to Gothenburg, by extending three of the InterCity services along the Østfold Line onwards from Halden Station to Gothenburg. [15] On 24 January 2004, a Linx train derailed at Vestby Station on the Østfold Line. None of the 50 passengers were hurt in the incident. [16]

On 11 June 2004, NSB and SJ stated that they would discontinue Linx, and would operate the last train on 31 December 2004. The company had never made a profit, and the new low-cost airlines had reduced ridership by up to 40%. [17] The only part of the service which was profitable was the service from Stockholm to Karlstad, which SJ intended to continue. [18] NSB stated that if a new Oslo–Stockholm service was to be introduced, it would require state grants. [17] In September, SJ's CEO Jan Forsberg stated that the problems lay with the infrastructure in Norway. While the speeds were high enough to operate with a profit in Sweden and to Copenhagen, the slow lines in Norway made services to Norway unprofitable. Linx had by then transported 1.3 million passengers, and Forsberg stated that had the company transported 1.7 million people, it would have been profitable. [2]

The closing was criticized by two engineers, who stated that the company actually made a profit, but ended up paying 24% of their revenue in ticket commission to SJ and NSB. In 2003, the company had a revenue of SEK 426.8 million, of which SEK 411 million was from ticket sales. The company had a deficit of SEK 33.8 million, of which NSB covered SEK 8.1 million and SJ SEK 25.6 million. However, NSB took a commission of SEK 10.8 million and SJ SEK 58.5 million. This gave a profit, before provisions, of SEK 35.5 million. In comparison, Narvesen took a commission of 2.7% for tickets sold by NSB. [19]

The closing of the Oslo–Stockholm service was the first time there was not a train service between the capitals since 1871, when the line opened. In addition, the service cut occurred at the same time as the centennial of the dissolution of the union between Norway and Sweden. [20] On 4 November, SJ and NSB stated that they would continue the service, but only on weekends. They stated that an increased service would either require financial grants from the states, or introduction of duty-free sales on board. [21]

Service

Interior of a Linx X2 train Linxtag Interior UB2NK 2905 2003.jpg
Interior of a Linx X2 train

Travel time from Oslo to Stockholm was 4 hours and 30 minutes, with stops at Oslo Central Station, Lillestrøm Station, Kongsvinger Station, Karlstad Central Station, and Stockholm Central Station. When the service was launched, a ticket from Oslo to Stockholm cost NOK 563, or NOK 326 if bought at least seven days before departure. Two people under the age of 16 could travel for free when accompanying an adult. [22] Later, minimum prices of NOK 280 were launched, while maximum price for business class was NOK 1300. [11] Tickets were slightly cheaper to purchase in Sweden than in Norway. [12] About 185,000 passengers took the train from Oslo to Stockholm each year. [21]

Travel time from Gothenburg to Copenhagen was 3 hours and 30 minutes. The X2 trains had a speed of up to 200 kilometres per hour (120 mph) on the West Coast Line from Gothenburg Central Station to Malmö Central Station, and then ran along the Öresund Line via Copenhagen Airport to Copenhagen Central Station. [5] A ticket from Gothenburg to Copenhagen cost NOK 1119 in business class, NOK 803 in second class, and with reduced prices down to NOK 342 if bought in advance or for weekend travel. [8]

Travel time from Oslo to Gothenburg was slightly more than four hours. Prices varied from NOK 633 for a business class ticket, NOK 355 for a second class ticket to NOK 187 for pre-booked tickets. X2 trains were never introduced on the section from Oslo to Gothenburg. Instead, conventional Swedish trains from the 1960s hauled by Rc locomotives were used. Passengers traveling from Oslo to Copenhagen had to change train in Gothenburg. [8]

Rolling stock

On the sections Oslo–Stockholm and Gothenburg–Copenhagen, Linx operated X2 electric multiple units owned by SJ. Forty-three units were delivered to SJ by Kalmar Verkstad between 1990 and 1997. The trains are standard gauge, have a power output of 3,260 kilowatts (4,370 hp) and a maximum speed of 200 kilometres per hour (120 mph). Each train consists of a locomotive, a number of middle cars and an end car. The trains use 15 kV  16.7 Hz AC power supply in Sweden and Norway, and 25 kV 50 Hz AC in Denmark. [23] Linx had two classes: business and second. On business class, a warm meal and drink was included, while in second class, a restaurant car was provided. [24] Seats had a power outlet for laptops, and free wireless Internet. [25]

Related Research Articles

<span class="mw-page-title-main">SJ AB</span> Swedish state railway

SJ is a government-owned passenger train operator in Sweden. SJ was created in 2001, out of the public transport division of Statens Järnvägar, when the former government agency was divided into six separate government-owned limited companies. In 2018, SJ carried 31.8 million passengers.

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.

<span class="mw-page-title-main">X 2000</span> Swedish high-speed tilting train

X 2000, also called SJ X2 or simply as X2, is an electric tilting train operated by SJ in Sweden. It was constructed by Kalmar Verkstad in Kalmar, Sweden and launched in 1990 as a first-class only train with a meal included in the ticket price, and free use of the train's fax machine. There is a bistro on board that serves snack bar-style dishes. From 1995 second class was introduced. All trains are equipped with Wi-Fi for passenger access to the Internet and were repainted grey as of 2005. The trains also have electric power supply sockets at all seats in both first and second class. The trains have been fitted with repeaters to improve mobile phone reception.

<span class="mw-page-title-main">Gardermoen Line</span> Railway line in Norway

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.

<span class="mw-page-title-main">Ofoten Line</span> Railway line in Narvik, Norway

The Ofoten Line is a 43-kilometre (27 mi) railway line in Narvik, Norway. It runs from the Port of Narvik to Riksgränsen on the Norway–Sweden border, where the line continues as the Ore Line via Kiruna and Gällivare to Luleå. The Ofoten Line is single track, electrified at 15 kV  16.7 Hz AC and has seven stations. The line only connects to the rest of the Norwegian railway network via Sweden. The main traffic is up to 12 daily freight trains operated by Malmtrafik that haul iron ore from Sweden to Narvik. In addition, CargoNet operates container trains, branded as the Arctic Rail Express (ARE), and Vy Tåg operates passenger trains, including a night train to Stockholm.

<span class="mw-page-title-main">Kongsvinger Line</span> Norwegian railway line

The Kongsvinger Line is a railway line between the towns of Lillestrøm and Kongsvinger in Norway and onwards to Charlottenberg in Sweden. The railway was opened on 3 October 1862 and is Norway's second standard gauge line. It was electrified in 1951. The line is owned by Bane NOR.

<span class="mw-page-title-main">NSB Class 73</span> Class of 22 Norwegian electric multiple units

NSB Class 73 is a class of 22 electric multiple units built by Adtranz for the Norwegian State Railways. The four-car trains were modifications of Class 71, which was again based on the Swedish X2. The A-series consists of 16 intercity trains; they were delivered in 1999 and 2000 and are used on the Bergen, Dovre and Sørland Lines. The intercity service was branded as Signatur until 2003. The B-series consists of six regional trains delivered in 2002 and used on the Østfold Line. The regional trains were originally part of the Agenda concept. The trains have a power output of 2,646 kilowatts (3,548 hp) and a maximum speed of 210 km/h (130 mph). They have an overall length of 108 meters (354 ft) and have a capacity for 208 seated passengers in the A-series and 250 in the B-series. The trains have a tilting mechanism allowing for faster travel through curves.

<span class="mw-page-title-main">Iron Ore Line</span> Railway line in northern Sweden

The Iron Ore Line is a 398-kilometre (247 mi) long railway line between Riksgränsen and Boden in Norrbotten County, Sweden, owned by Trafikverket. The line also contains two branches, from Kiruna to Svappavaara and from Gällivare to Koskullskulle. The term is often colloquially used to also include the Ofoten Line, from Riksgränsen to Narvik in Norway, and the northernmost part of the Main Line Through Upper Norrland from Boden to Luleå. The railway from Narvik to Luleå is 473 kilometres (294 mi) long.

<span class="mw-page-title-main">SAS Commuter</span> Former Swedish regional airline

SAS Commuter, also branded as Scandinavian Commuter, was a regional airline which operated in Denmark, Norway and Sweden. A sister company of Scandinavian Airlines (SAS), it operated various regional services on behalf of the Scandinavian flag carrier. The airline was headquartered at Copenhagen Airport, which also served as its main base. It later also operated bases at Tromsø Airport; Stockholm Arlanda Airport; Trondheim Airport, Værnes and Bergen Airport, Flesland.

<span class="mw-page-title-main">Vy Buss</span>

Vy Buss, formerly branded as Nettbuss, is the largest bus company in Norway, owned by Vy. It was established on 10 February 2000 as the continuation of the bus operations from former NSB Biltrafikk. In addition to bus services in major parts of Norway, it also operates buses in Sweden through subsidiaries.

Norway Airlines A/S was a Norwegian airline which operated between 1988 and 1992. Focusing on charter, the airline operated two Boeing 737-300 aircraft from 1988 to 1992, after which it operated two McDonnell Douglas MD-80 aircraft, one MD-83 and one MD-87. The airline flew a single scheduled route, between Oslo Airport, Fornebu and London Gatwick Airport, at first on contract with Air Europe and from 1991 at its own expense. At its peak, Norway Airlines had 196 employees. The company struggled financially and lost more than 100 million Norwegian krone (NOK) before terminating operations, having never made a profit.

<span class="mw-page-title-main">Vy Gjøvikbanen</span> Norwegian railway company, part of the Vy Group

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.

<span class="mw-page-title-main">Trøndelag Commuter Rail</span> Commuter train service in Norway

The Trøndelag Commuter Rail is a commuter train service operating in Trøndelag county, Norway. It was operated with Class 92 diesel multiple units by Vy, until 7 June 2020, when SJ Norge took over the contract until 2030. The service provides a commuter service connecting Trondheim to its suburbs, between towns in Innherred and as an airport rail link for Trondheim Airport, Værnes. Although passenger services have operated along the lines since 1864, the commuter train was created with an increase of service with existing rolling stock in 1993. In 2019, the system was used by 1.4 million passengers.

<span class="mw-page-title-main">Moss Airport, Rygge</span> International airport serving Moss, Oslo, and Eastern Norway

Moss Airport, Rygge was a minor international airport serving Moss, Oslo and Eastern Norway. It is located in Rygge, 10 kilometres (6.2 mi) outside Moss and 60 kilometres (37 mi) outside Oslo. It also served as a regional airport for Østfold county and owned and was operated by the private company Rygge Sivile Lufthavn AS.

Ofotbanen Drift AS, trading as Ofotbanen, was a Norwegian passenger and freight railway company. The company operated a fleet of six locomotives, three multiple units, 22 passenger and 48 freight cars. The sole service was the passenger train Unionsexpressen between Oslo and Stockholm; it had previously offered freight haulage on contract.

<span class="mw-page-title-main">LKAB Malmtrafik</span> Swedish railway company

LKAB Malmtrafik, earlier Malmtrafik i Kiruna AB (MTAB), is a Swedish railway company which operates the iron ore freight trains on the Iron Ore Line and the Ofoten Line. MTAB is a wholly owned subsidiary of the mining company Luossavaara–Kiirunavaara (LKAB). In Norway, operations are handled by the subsidiary Malmtrafikk AS (MTAS). Malmtrafik hauls ore from LKAB's mines in Kiruna, Malmberget and Svappavaara to the ports of Luleå and Narvik, the latter located in Norway. The company owns 28 Iore locomotives and 750 hopper cars. Each train is 68 cars long and weighs 8,600 tonnes, allowing the company to transport 33 million tonnes per year.

<span class="mw-page-title-main">High-speed rail in Sweden</span> Overview of the high-speed rail system in Sweden

In Sweden many trains run at 200 km/h (125 mph). Train types which currently attain this speed include the X 2000 tilting trains for long distances, the Regina widebody trains, the X40 double-decker regional trains, the Arlanda Airport Express X3, the MTRX-trains, FlixTrains and the Stadler KISS-inspired double-decker regional trains. Since both the X2 and X3 are allowed to run at 205 km/h (127 mph) in case of delay, they can technically be considered as high-speed trains. The X2 runs between many cities in Sweden including Stockholm, Gothenburg, and Malmö. The Arlanda Express trains connect Stockholm and Stockholm-Arlanda Airport.

<span class="mw-page-title-main">Ringerike Line</span> Proposed high-speed railway line between Hønefoss and Sandvika, 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.

<span class="mw-page-title-main">Unionsexpressen</span>

Unionsexpressen was an intercity train service provided between Oslo and Stockholm, the capitals of Norway and Sweden. The first-class only service was operated by company Unionsexpressen Scandinavian Railway AB, while haulage and Norwegian representation was operated by Ofotbanen.

<span class="mw-page-title-main">History of Braathens (1994–2004)</span> History of Braathens from domestic market deregulation to dissolution

Braathens SAFE's domestic market was deregulated on 1 April 1994. Since then, any airline within the European Economic Area is free to operate any domestic or international route. Braathens rejected a proposal from the main competitor Scandinavian Airlines System (SAS) for a merger; instead the helicopter division was sold and the company listed on the Oslo Stock Exchange. New routes were opened from Oslo Airport, Fornebu to Bodø, Harstad/Narvik and Tromsø, but the routes from Bergen to these cities were terminated. International routes to Rome, Nice and Jersey were introduced. In 1996, Braathens SAFE bought Sweden's second-largest airline, Transwede, and started flying on the Oslo–Stockholm route. The following year, Transwede, with its five domestic routes, was merged into Braathens SAFE. The same year, KLM bought 30% of Braathens SAFE and the airlines started a partnership.

References

  1. ↑ Tjomsland, Audun (5 February 2004). "NSB kan ikke ta ansvar for andres tog". Aftenposten (in Norwegian). p. 36.
  2. 1 2 "Svenskene mener Norge er togsinke". Verdens Gang (in Norwegian). 31 January 2001. p. 35.
  3. 1 2 "Linx skal lokke passasjerer til toget" (in Norwegian). Norwegian News Agency. 12 May 2000.
  4. ↑ Bjørgum, Lars Henrik (16 May 2000). "Parkerer stockholmstoget". Dagens Næringsliv (in Norwegian). p. 20.
  5. 1 2 "Tjuvstart for hurtigtog". Verdens Gang (in Norwegian). 31 January 2001. p. 35.
  6. ↑ Bjørkeng, Per Kristian (16 June 2001). "Slutt på nattog til København". Aftenposten (in Norwegian). p. 60.
  7. ↑ Schou, Line (20 June 2001). "Oslo-Stockholm på under fem timer". Klassekampen (in Norwegian).
  8. 1 2 3 Fonbæ, Dag (13 March 2003). "Se forskjellen". Verdens Gang (in Norwegian). p. 38.
  9. ↑ Valestrand, Morten (24 April 2003). "Norsk-svensk transport-utakt". Økonomisk Rapport (in Norwegian). p. 38.
  10. ↑ "Raskere togtur mellom Oslo og Stockholm" (in Norwegian). Norwegian News Agency. 16 June 2002.
  11. 1 2 Width, Henrik (17 June 2002). "Oslo-Stockholm på under fem timer". Aftenposten (in Norwegian). p. 4.
  12. 1 2 "Togbilletter er også billigere for svenskene" (in Norwegian). Norwegian News Agency. 14 July 2002.
  13. ↑ "Færre tog til Køben'". Verdens Gang (in Norwegian). 18 July 2003. p. 19.
  14. ↑ Width, Henrik (4 October 2003). "Rekordbillig Oslo–Stockholm". Aftenposten (in Norwegian). p. 23.
  15. ↑ Tjomsland, Audun (8 December 2003). "Østfoldtoget i positiv vekst og utvikling". Aftenposten (in Norwegian). p. 27.
  16. ↑ "Ingen skadd da Linx-tog fra Göteborg sporet av" (in Norwegian). Norwegian News Agency. 25 January 2004.
  17. 1 2 Storvik, Kaia (12 June 2004). "Parkerer stockholmstoget". Dagens Næringsliv (in Norwegian). p. 18.
  18. ↑ Storvik, Kaia (12 June 2004). "Problem på norsk side". Dagens Næringsliv (in Norwegian). p. 18.
  19. ↑ Storberg, Dag (3 September 2004). "Linx med overskudd". Dagsavisen (in Norwegian). p. 12.
  20. ↑ Storberg, Dag (5 September 2004). "Togstopp etter 133 år". Dagsavisen (in Norwegian). p. 13.
  21. 1 2 Width, Henrik (5 November 2004). "Politisk aksjon redder Stockholms-toget". Aftenposten (in Norwegian). p. 2.
  22. ↑ "Reis billig til Stockholm". Dagsavisen (in Norwegian). 22 May 2005.
  23. ↑ Aspenberg, Nils Carl (2001). Elektrolok i Norge (in Norwegian). Oslo: Baneforlaget. p. 185. ISBN   82-91448-42-6.
  24. ↑ Salvesen, Geir (7 April 2003). "Hurtigtog truer SAS". Aftenposten (in Norwegian). p. 5.
  25. ↑ Svardal, Geir O. (29 March 2003). "Surfer på tognettet". Adresseavisen (in Norwegian). p. 29.
This page is based on this Wikipedia article
Text is available under the CC BY-SA 4.0 license; additional terms may apply.
Images, videos and audio are available under their respective licenses.