Østensjø Line
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standard gauge | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Electrification | 750 V DC third rail | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Operating speed | 70 km/h (43 mph) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Highest elevation | 152.4 m (500 ft) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The Østensjø Line (
The first section of the line was built by
Route
The Østensjø Line runs from Tøyen on the Common Tunnel to Mortensrud, a distance of 9.0 kilometres (5.6 mi). The segment from Tøyen to Brynseng can arguably be regarded as part of the Common Line[1] or as part of the Østensjø Line. From Tøyen, where the Grorud Line branches off from the Common Tunnel, the line makes a 180-degree loop under the Tøyen Park.[2] At this point there is also a direct, single-track tunnel which allows non-revenue trains access from the Grorud Line.[3] The line passes under the Gjøvik Line and leaves the tunnel just before Ensjø Station, which is located on a short section of ground-level track.[2] After Ensjø the line enters a new tunnel at Malerhaugen, which includes the underground Helsfyr Station.[4] Immediately afterwards it ascends to ground level and continues to Brynseng Station. In this intermediate section the line passes a maintenance of way depot and splits, with the Lambertseter Line receiving separate tracks at Brynseng.[5] Both Helsfyr and Brynseng are the site of several large offices complexes.[4][5]
At Brynseng lines continue concurrently across a bridge over the
Service
The Østensjø Line proper is served by Line 3 of the Oslo Metro. On weekdays there are eight trains per hour most of the day. This is reduced to four trains per hour during late evenings, the summer vacation, and weekends. Line 3 runs through the Common Tunnel and continues along the
History
Construction
The area around Etterstad was originally connected to the city center via the Vålerenga Line and then the Gamlebyen Line of the tramway. The Vålerenga Line was built and operated by Kristiania Sporveisselskab (KSS), which had opened the line on 3 May 1900.[16] Proposals for a link from Etterstad towards the Østensjø area were first articulated in 1917. That year Aker Municipality established the municipal tramway company Akersbanerne to build light rails to the Aker suburbs of Oslo.[17] Meanwhile, Aker and Oslo had issued a contest for a network of tramways throughout the urban area. The winning design, made by Jørgen Barth, included a series of suburban lines, including one to Østensjø.[18] This resulted in a municipal urban rail plan that was passed in 1919.[19]
Construction started in February 1922, and by 18 December 1923, construction had come far enough the 1.4-kilometre (0.87 mi) section from Etterstad to Bryn could open. An agreement was made with KSS, where the latter extended its Line 17 from that operated on the
Tramway operations
Akersbanerne continued construction on the section from Bryn to Oppsal. The original reason for terminating at Bryn had been the prolonged construction of Bryn Bridge across the Trunk Line.
The lack of direct routes to the city center was not popular among travelers, and a direct bus service from the area around Hellerud was introduced. These was taken over by Akersbanerne in 1928, who subcontracted the operations to De Blå Omnibusser. Later the concession was given to the bus company. New negotiations between the tram companies were carried out, but neither party was willing to make sufficient admittances for agreement to be reached. Akersbanerne merged its operation to the west of the city center with Holmenkolbanen in 1933, and the Østensjø Line was the only remaining service they operated. Akersbanerne started negotiating with both Ekebergbanen and Bærumsbanen about either of them taking over the route.[17]
Bærumsbanen, that had become partially owned by Oslo Sporveier, had a similar suburban tramway to the west of the city center, the
Bærumsbanen had a fleet of Class A trams, and these were along with Akersbanerne's units put into use on the combined service. The first
From 1944, the operative responsibility for Bærumbanen was taken over by Oslo Sporveier. The Lilleaker–Østensjø Line was then given the service number 9. The municipalities of Oslo and Aker merged in 1948, and the ownership of the Østensjø Line was transferred to Bærumsbanen. The remaining Class A trams were retired between 1946 and 1958 and replaced with Class E, very similar to Class B, but had been built as street trams in 1939. Class B trams were rebuilt from 1955 so they could operate in trains.[17]
Conversion to metro
Planning of the metro commenced in 1946. An overground system was ruled out because of the increased estimates in traffic and an underground route was instead pursued. This part of the line would need to handle a traffic of 20,000 passengers per hour.[23] Preliminary work on the line planning concluded in 1949 and instead a permanent municipal agency was established, the Planning Office For the Suburban and Underground Lines, on 15 September 1949.[24] Instrumental in the change of magnitude was the change of was a shift in the zoning planning. There was a large housing shortage in Oslo and the region was experiencing rapid population growth. The solution was to build a series of commuter towns in Aker, which would be the basis for the traffic on the metro. Plans for both a metro and new housing were substantiated in a 1950 municipal plan.[25]
The basics for the metro were established in 1951, with a common segment through Enerhaugen with a terminus at
The metro project involved a significant extension of the Østensjø Line. The first part of the extension was built as a tramway; work on the 1.4-kilometre (0.87 mi) section to Bøler commenced in 1957. This included construction of the first tunnel on the Østensjø Line and resulted in Oppsal Station being moved.[17] The tracks were rearranged at Brynseng where the Lambertseters Line's inbound track was placed under the Østensjø Line's outbound track to avoid a level crossing. Between Brynseng and Høyenhall a four-track bridge was built over the Trunk Line.[23] The first revenue trams ran to Bøler from 20 July 1958. During parts the 1960s, the Østensjø Line was also served by Line 3.[17]
The original metro plans had not called for the Østensjø Line to run further than to Bøler. As housing development was gradually forcing its way further south in Nordstrand, the municipal council saw the need for extensions to the line. The section from Bøler to Borgerud was approved on 8 March 1963 and construction started immediately. The section from Borgerud to Skullerud was approved of on 31 January 1964. The total costs of the line from Helsfyr to Skullerud ended at 39 million Norwegian krone.[23]
With the conversion to
Metro operations
Services on the Østensjø Line were carried out by Line 3, originally running from Skullerud to
The line has received one extension after the metro conversion. Additional housing in the Mortensrud area resulted in plans to a metro connection to the area. Also the Lambertseter Line was considered to be extended to the area, but the Østensjø Line was eventually landed upon. Initial plans called for construction to commence in 1992 and be completed in 1994.[33] However, construction did not start until 1995. The 2.4-kilometre (1.5 mi) extension is built to allow speeds of 100 kilometres per hour (62 mph), and represents a considerable longer distance between stations than what is normal on the network. Most of the section is in tunnels, though there are also two viaducts. The extension, excluding the new station, cost 215 million krone.[34] The station cost 35 million krone.[35] It was taken into use on 24 November 1997, but not officially opened until 4 January 1998.[29]
From 12 April 2003 the Østensjø Line was linked to the Sognsvann Line in such a manner Line 4 ran all the way to
The line was closed in April 2015 for extensive maintenance and upgrades. Upon its reopening in April 2016, the weekday daytime frequency increased from four to eight trains per hour. Four trains per hour run through the city center and connect to the Kolsås Line, while the four other trains only run from Mortensrud to Stortinget and are cancelled during the school summer vacation. The evening and weekend service is four trains per hour, with all trains running the full Mortensrud-Kolsås route.[37]
Future
Ruter has looked into the possibilities of extending a rail-based transit further south in Nordstrand, to serve the existing residential areas of Loftrud and Bjørndal, and the proposed housing areas of Gjersrud and Stensrud. Ruter have suggested either extending the Østensjø Line or the tramway's Ekeberg Line.[38] The metro proposal calls for six new stations, one at Lofthus, 0.7 kilometres (0.43 mi) south of Mortensrud, one at Bjørnholt, 1.7 kilometres (1.1 mi) from Mortensrud, two serving Bjørndal (2.6 and 3.5 km or 1.6 and 2.2 mi), one at Gjersrud (4.4 km or 2.7 mi) and one serving Stensrud (5.3 km or 3.3 mi). Travel time from Mortensrud to Stensrud would be 8 minutes and the proposed terminus would be 32 minutes and 18.3 kilometres (11.4 mi) from Stortinget.[39]
Overall investments would be about 2.1 billion kroner.[39] The extension would receive an estimated 14,000 boarding passengers on an average weekday.[40] Handling of this much increased traffic will minimum require eight trains per hour along the Østensjø Line.[41]
References
- ^ Bjerke: 350
- ^ a b Haldsrud: 67
- ^ Halsrud: 87
- ^ a b Halsrud: 69
- ^ a b Halsrud: 72
- ^ Haldsrud: 130
- ^ Haldsrud: 132
- ^ Haldsrud: 133
- ^ Haldsrud: 136
- ^ Haldsrud: 137
- ^ Haldsrud: 138
- ^ a b c Ruter. "Rutetider T-banen" (PDF) (in Norwegian). Retrieved 5 June 2014.
- ^ Sporveien. "Om Sporveien" (in Norwegian). Retrieved 5 June 2014.
- Norwegian Broadcasting Corporation. Archivedfrom the original on 25 April 2010. Retrieved 4 May 2010.
- ^ "Strategi for kollektivtrafikkens utvikling" (PDF) (in Norwegian). Municipality of Oslo. 2003. Archived from the original (PDF) on 22 February 2012. Retrieved 31 March 2009.
- ^ Aspenberg: 10
- ^ a b c d e f g h i j k Andersen, Bjørn (1997). "Østensjø–Bærumsbanen 60 år" (in Norwegian). 32: 14–19.
{{cite journal}}
: Cite journal requires|journal=
(help) - ^ Haldsrud: 27
- ^ Haldsrud: 28
- ^ Haldsrud: 113
- ^ Haldsrud: 115
- ^ a b Haldsrud: 116
- ^ a b c Haldsrud: 118
- ^ Oslo City Archive. "Tunnelbanekontoret" (in Norwegian). Archived from the original on 28 June 2003. Retrieved 22 November 2010.
- ^ Haldsrud: 37
- ^ Strandholt: 207
- ^ Haldsrud: 42
- ^ Aspenberg: 29
- ^ a b c Haldsrud: 195
- ^ Haldsrud: 142
- ^ Aspenberg: 30
- ^ Haldsrud: 153
- Aftenposten Aften. p. 15.
- ^ Oslo Package 2. "Mortensrud – T-baneforlengelse" (in Norwegian). Archived from the original on 25 July 2011. Retrieved 21 March 2009.
{{cite web}}
: CS1 maint: numeric names: authors list (link) - ^ Oslo Package 2. "Mortensrud – ny terminal" (in Norwegian). Archived from the original on 6 October 2011. Retrieved 21 March 2009.
{{cite web}}
: CS1 maint: numeric names: authors list (link) - ^ Haldsrud: 196
- ^ "Rutetabell for T-banen" (PDF). Ruter. Retrieved 17 April 2016.
- ^ Ruter: 10
- ^ a b Ruter: 52
- ^ Ruter: 8
- ^ Ruter: 9
Bibliography
- ISBN 82-91448-03-5.
- Bjerke, Thor; Holom, Finn (2004). Banedata 2004 (in Norwegian). Hamar / Oslo: Norsk Jernbanemuseum / Norsk Jernbaneklubb. ISBN 82-90286-28-7.
- Haldsrud, Stian (2013). Banen og byen (in Norwegian). Oslo: Storbyforlaget. ISBN 978-82-999426-0-7.
- Ruter (2010). "Banebetjening av Bjørndal og Gjersrud/Stensrud" (PDF) (in Norwegian). Archived (PDF) from the original on 6 June 2014.