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 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.
NSB El 18 is a class of 22 electric locomotives built by Adtranz and Swiss Locomotive & Machine Works (SLM) for the Norwegian State Railways (NSB). The class is a modification of the Swiss Federal Railways Re 460 locomotive and built at Adtranz Strømmen in 1996 and 1997. The class remains the only mainline electric locomotive used by NSB, and is predominantly used on some intercity services and all night trains on the Bergen Line, Dovre Line and Sørland Line, as well as some regional trains.
The NSB El 17 is a class of twelve electric locomotives built by Thyssen-Henschel and Norsk Elektrisk & Brown Boveri (NEBB) for the Norwegian State Railways (NSB). The class was built in two batches, the first delivered in 1982 and numbered 2221–2226, and the second delivered in 1987 and numbered 2227–2232. The traction system of the El 17 was based on the DB Class 120 of Germany and were among the first in the world to feature three-phase asynchronous motors. The units were ordered to be used on the intercity Bergen, Dovre and Sørland Lines, but were plagued with technical faults. The unreliability and lack of sufficient power forced NSB to instead use them in the regional Vestfold and Gjøvik Lines. With the delivery of the El 18, the first series was retired or used as shunters. The second series has been used on the Flåm Line since 1998.
NSB Di 4 is a class of five diesel-electric locomotives built by Henschel for the Norwegian State Railways (NSB). Delivered in 1981, the class is used to haul passenger trains on the Nordland Line and are since 2001 the only revenue diesel locomotives used by NSB. The locomotives had electric components from Brown, Boveri & Cie and a General Motors Electro-Motive Division 16-645E prime mover. This gives a power output of 2,450 kilowatts (3,290 hp) and a starting tractive effort of 360 kilonewtons (81,000 lbf).
The Bratsberg Line is a 74-kilometre long (46 mi) railway line between Eidanger and Notodden in Vestfold og Telemark county, Norway. It opened in 1917, connecting the Tinnos Line, the Sørland Line and the Vestfold Line; allowing Norsk Hydro to transport fertilizer from their plant at Rjukan to the port in Skien. Since 1991 only passenger trains are operated, using Class 69 stock by Vy.
NSB El 9 is a retired class of three electric locomotives built by Thune for the Norwegian State Railways (NSB), with electrical equipment from Norsk Elektrisk & Brown Boveri (NEBB) and Per Kure. The locomotives were delivered in 1947 after a three-year delay caused by wartime sabotage in response to the German occupation of Norway. They were used nearly exclusively on the Flåm Line and Hardanger Line, two steep branch lines. The units were used on the Flåm Line until 1983, when they were replaced by El 11. They were then used as shunters until being retired in 1988. Two of the locomotives have been preserved.
The Rjukan Line, at first called the Vestfjorddal Line, was a 16-kilometre (10 mi) Norwegian railway line running through Vestfjorddalen between Mæl and Rjukan in Vestfold og Telemark county. The railway's main purpose was to transport chemicals from Norsk Hydro's plant at Rjukan to the port at Skien, in addition to passenger transport. At Mæl the wagons were shipped 30 kilometres (19 mi) on the Tinnsjø railway ferry to Tinnoset where they connected to the Tinnoset Line. The Rjukan Line and the ferries were operated by Norsk Transport, a subsidiary of Norsk Hydro.
The Tinnoset Line was a 30-kilometer (19 mi) long Norwegian railway line that went from Tinnoset to Notodden in Vestfold og Telemark county. The railway was part of the transport chain used to transport fertilizer from Norsk Hydro's factory in Rjukan to the port in Skien. The railway opened in 1909 and was closed when the plant closed in 1991. The railway is sometimes mistakenly believed to be part of the Rjukan Line.
Tinnsjø railway ferry was a Norwegian railway ferry service on Lake Tinn that connected the Rjukan Line and Tinnoset Line. The 30-kilometer (19 mi) long ferry trip made it possible for Norsk Hydro to transport its fertilizer from the plant at Rjukan to the port in Skien. The ferry services were operated by the company's subsidiary Norsk Transport from 1909 to 1991, when the plant closed.
SF Hydro was a Norwegian steam powered railway ferry that operated in the first half of the 20th century on Lake Tinn in Telemark. It connected with the Rjukan Line and Tinnoset Line, at Mæl and Tinnoset, operating between 1914 and 1944. The combined track and ferry service was primarily used to transport raw materials and fertilizer from Norsk Hydro's factory at Rjukan to the port in Skien. It was the target of a Norwegian operation on 20 February 1944, when resistance fighters sank the ferry in the deepest part of Lake Tinn to prevent Nazi Germany from receiving heavy water.
NSB El 6 was a series of two electric locomotive delivered in 1912 to Norsk Transport that operated the Rjukan Line and the Tinnoset Line, where they were designated RjB.4 and 5. The locomotives were built by AEG (motor) and Skabo (chassis) and delivered at the same time as RjB.1–3 locomotives for the electrification of the Rjukan Line.
NSB El 1 is the first electric locomotive series used by the Norwegian State Railways, from 1922 until 1973. Twenty-four engines were delivered from ASEA and Thune, twenty-two in 1922 and two in 1930. Based on the German DB E 71 and Swedish SJ Oc it has two two-axle bogies with one motor in each.
U is a class of 152 electric shunter locomotives operated by the Swedish State Railways and Trafikaktiebolaget Grängesberg–Oxelösunds Järnvägar (TGOJ) of Sweden, and the Norwegian State Railways (NSB), LKAB and Norsk Jernverk of Norway. They were built by ASEA, Nyqvist och Holm, Motala, ASJ Falun and Thune between 1926 and 1956. NSB gave the class the designation El 10.
RjB 9 and RjB 10 were two identical electric locomotives operated by Norsk Transport on Rjukanbanen in Norway. Built by Swiss Sécheron and German Jung in 1958, they served until the closing of the line in 1991.
RjB 20, 21 and 22 were three diesel-hydraulic locomotives operated by Norsk Transport on Rjukanbanen in Norway. They were mostly used for shunting at Rjukan and at Mæl.
Norsk Hydro Rjukan is an industrial facility operated by Norsk Hydro at Rjukan in Tinn, Norway, from 1911 to 1991. The plant manufactured chemicals related to the production of fertilizer, initially potassium nitrate from arc-produced nitric acid and later ammonia, hydrogen, and heavy water. The location was chosen for its vicinity to hydroelectric power plants built in the Måna river.
Hydro Transport AS was a railway- and shipping company responsible for the transport of chemicals from Norsk Hydro Rjukan. A subsidiary of Norsk Hydro, the company was founded in 1907, operations ceased in 1991, while the company became defunct at the end of 2009.
Hønefoss Jernbanevogn- og Karosserifabrikk A/S, trading as Høka and at first known as Hønefoss Karosserifabrikk A/S, was a manufacturer of bodywork for buses, trucks and trains. The company was in existence from 1936 to 1968 and was based in Hønefoss, Norway. Among the company's products is Oslo Tramway's SM53 trams, the Trondheim Tramway's GB Class 3 tram and the Norwegian State Railways Skd 221 shunters.
The Norwegian railway network consists of 2,552 kilometers (1,586 mi) of electrified railway lines, constituting 62% of the Norwegian National Rail Administration's 4,114 kilometers (2,556 mi) of line. The first three mainline systems to be electrified were private ore-hauling lines. The Thamshavn Line opened in 1909, and remained in revenue use until 1973, after which it was converted to a heritage railway. It is the world's oldest remaining alternating-current railway and the only narrow gauge railway in the country to have been electrified. It was followed by Norsk Transport's Rjukan and Tinnoset Lines two years later, and Sydvaranger's Kirkenes–Bjørnevatn Line in 1922. The Norwegian State Railways' (NSB) first electrification was parts of the Drammen Line in 1922 and the ore-hauling Ofoten Line, which connects to the Iron Ore Line in Sweden, in 1923. The use of El 1 locomotives on the Drammen Line proved a large cost-saver over steam locomotives, and NSB started electrifying other lines around Oslo; from 1927 to 1930, the remainder of the Drammen Line and the continuation along the Randsfjorden and Sørlandet Lines to Kongsvinger were converted, along with the first section of the Trunk Line. In 1935, the Hardanger Line became the first section of new NSB track to be electrified. From 1936 to 1940, NSB electrified the Østfold Line, as well as more of the Sørland Line and the Bratsberg Line, connecting all electric lines west of Oslo.
