Bergen Line
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Single[1] | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Character | Express trains Freight trains | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Track gauge | 1,435 mm (4 ft 8+1⁄2 in)[5] | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Electrification | 15 kV 16.7 Hz AC | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Operating speed | 160 km/h (100 mph) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Highest elevation | 1,237 metres (4,058 ft)[6] | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The Bergen Line, or the Bergen Railway (
The railway opened from Bergen to
History
The Voss Line
The first documented idea of building a railway between Norway's two largest cities was launched by Hans Gløersen on 24 August 1871 in Bergensposten. The forest supervisor in Voss suggested building the railway via Voss and Hallingdal to connect with the Krøderen Line. Back in 1866 the same person had launched the idea of the Jæren Line. Within days of the launch of the Bergen Line the city council had assimilated support for the suggestion. In 1872 the railway director Carl Abraham Pihl and two engineers went on a survey tour to look at the suggested line.[11] At the time it was common that proposals for railways came from local initiative, and that local municipalities and private investors would then pay about 20% of the investments, the state covering the rest, mostly through foreign debt.[12]
Political processes
On 20 October 1871 two engineers traversed the two possible routes from Bergen to Voss; the one via
By 1873 agreement had been reached as to the right-of-way to Voss, but not onwards towards Oslo. On 13 January 1874 Bergen city council started issuing stock for the Voss Line, to begin with 400,000
Construction
Vossebanen was built with narrow gauge, 1,067 mm (3 ft 6 in). The first parts of the construction started in December 1875, while the largest part started in March 1876. During the winter the engineers had done the last finesses on the plans. At any given time at least 800 men worked on construction,[15] and at the peak 1,800 men were employed.[16] They worked 12 hours per day, for which they had a daily wage of NOK 2.55, the highest wage for navvies in the country.[17] To a large extent the labor came from Sweden, who had just finished the Norway/Vänern Line and had an excess of skilled labor for construction. This import of labor had the effect of pumping money into the local economy, and several taverns were built along the line. There were some accidents, and several deaths among the workers.[18]
The construction work was finished in 1882 and some test services began, though not scheduled until the spring of 1883. Official opening commenced on 11 July 1883. Many of the navvies settled on Vossebanen after construction, and started working for the Norwegian State Railways (NSB) as part of the operation.[19]
Construction of the Bergen Line
By the time the Voss Line was completed Norway had entered a recession. Parliament was not willing to give more money to railways, and the country had to make do with a transport plan launched in 1886 that did not follow up with any funding. On 1 March 1894 parliament after five days of debate chose, with 60 against 53 votes, to build the Bergen Line.[20] Several different routes had been proposed, including over Krøderen, or down Numedal (which later would get the Numedal Line). In the end Hallingdal was chosen, connecting to Hønefoss and via Sandvika. To save costs a preliminary line would connect Hønefoss to Roa with the branch Roa–Hønefoss Line. The final stage would be along the Gjøvik Line to Oslo. The line would also connect to the system via the Randsfjorden Line at Hønefoss.
Local financing was ready within a year, yet it took six years to survey the line properly, and construction start had to wait until 1901.[21] Construction started with the building of roads to get in supplies to the construction sites, completed in 1902. The construction was exceptionally challenging, at high altitudes in a region without roads and with a climate that saw many meters of snow in the winter and temperatures far below freezing.[22] 113 tunnels, totaling 28 kilometres (17 mi) had to be built; the longest being the 5,311 metres (17,425 ft) Gravehalsen Tunnel, alone costing NOK 3 million and the longest tunnel north of the Alps. It took six years to build, and had to be excavated manually through solid gneiss.[23] Laying of track was started in 1906, and in 1907 the two groups, both having started at their own end, met at Ustaoset. A small celebration was made at the spot (see image).
It had been decided that the Bergen Line, unlike the Voss Line, was to be built with
The first services started on 1 July 1907 from Voss to
On 25 November 1909 a train en route from Bergen rolled into
World War Two
In World War II, during the German occupation of Norway, it was a demanding time for the Norwegian State Railways as a whole.[27] This railway line was also very busy. The track was in heavy use for both German military and civilian transportation, and much of the equipment and maintenance was lacking.
On 28 February 1944, a descending eastbound freight train loaded with oil and petrol lost its braking power and became a runaway train, finally ploughing into a westbound passenger train at Breifoss, just east of Geilo. The crash and subsequent fire killed 25 civilians and an unknown number of German soldiers. Poor lubrication oil combined with the cold weather is believed to have caused the accident.[28] [29][30]
Post-war electrification
With Norway's abundance of
In 1952 a new plan was launched by parliament to electrify 1,153 kilometres (716 mi) of railway, with the line from Voss to Hønefoss prioritized fourth. This section of the line was considered "difficult" because of tight curves, difficult track alignment; and also that the Overhead line might be vulnerable to bad weather, particularly snow and ice. A test 16.5KV transformer was set up at Finse to see if the catenary could be kept ice-free, and it could.[33]
The following year NSB launched the "away with the steam" campaign that would replace all steam locomotives with electric or diesel traction. Since electrification was not imminent, the NSB introduced diesel traction on the Bergen Line in 1958, predominantly using Di 3 stock. Travel time between the two termini was reduced by about one hour. During summer the Class 66 diesel multiple units were put into service, but they were not heavy enough to cope with winter and thus only served during the summer months.[34] The line was electrified in four stages, from Roa to Hønefoss on 1 February 1961, from Hønefoss to Ål on 1 December 1962, from Ål to Ustaoset on 15 December 1963 and finally from Ustaoset to Voss on 7 December 1964.[9] As the point of electrification moved across the mountain, so did the point NSB changed locomotive on the train. The new locomotive El 13 was put into service on the electric parts. The electrification cost NOK 143 million.[35]
The express trains have as one of the main lines always been allocated the newest locomotives by NSB. When the El 14 was delivered in 1968,[36] it was put into service on Bergensbanen, as was the El 16 in 1977,[37] the El 17 in 1981,[38] and finally the El 18 in 1996.[39] The older locomotives have been relegated to freight service. In 2000 electric multiple units were put into service with the Class 73 tilting trains, branded as Signatur and capable of 210 kilometres per hour (130 mph). However, they cannot be used at those speeds on any part of the Bergen Line, and only some parts of the Asker Line and around Finse can they operate quicker than the other rollingstock used.[40] There has also been reason to doubt their winter capability on the very demanding Bergen Line. Occasionally they have been stuck in the snow,[41] and on 21 February 2007, a multiple unit derailed after running into a pack of snow.[42] As refurbished carriages become available, the multiple units will be removed from the line, and replaced by traditional locomotive-hauled trains.[43]
Operator(s)
1883 to 1996
The Norwegian State Railways (Norwegian: Norges Statsbaner or NSB), a government agency / directorate, was the state-owned railway organisation which operated the majority of the railway network in Norway between 1883 and the end of 1996.
1997 to 2017
On 1 December 1996, Norwegian State Railways (NSB) was demerged to create three organisations:[44]
- the infrastructure operator Norwegian National Rail Administration;
- the Norwegian Railway Inspectorate;
- and the train operator (Norwegian: Norges Statsbaner BA) (Norwegian State Railways BA or NSB): the BA indicating a limited liability company without shares. The name and logo "NSB" continued to be used by the train operator Norges Statsbaner BA.
2017 onwards
On 1 January 2017, as part of the railway reforms:[44]
- the Norwegian National Rail Administration was split into Bane NOR, the government agency responsible for railway infrastructure; and the Norwegian Railway Directorate, a government agency having strategic responsibility of the railway network;
- the (Norwegian: Norges Statsbaner BA), (Norwegian State Railways BA), or NSB BA, changed from a limited liability company without shares to one that had shares, so the BA became an AS. The new names were: (Norwegian: Norges Statsbaner AS) or NSB AS: the AS indicating that it was now a limited company with a share holding.
- On 24 April 2019 NSB was renamed Vygruppen and rebranded as Vy.[45]
Infrastructure upgrades
Ulriken Tunnel
The "old" 1960s tunnel
In September 1954, Rieber suggested a package for the politicians, where he would create a company that would borrow money to build both the Ulriken Tunnel, a shortening of the line from Hønefoss to Sandvika (the "proposed"
Shortly afterwards a revised plan, the "Little Rieberplan" was accepted.[46] The first 32 kilometres (20 mi) of the line from Bergen to Takvam represented a very roundabout way, and it was clear that it would be possible to reduce the line by 21 kilometres (13 mi) with the construction of three single-track tunnels, Ulriken Tunnel (7,660 metres or 25,130 feet), Arnanipa Tunnel (2,177 metres or 7,142 feet) and Tunestveit Tunnel (40 metres or 130 feet).[48] This plan was approved by parliament in 1956, based on private financing from the businessman Fritz Rieber. Construction started in 1959 with the tunnels being finished in 1963, while track laying was finished on 29 May 1964, when the first train entered the tunnel.[49] As the new tunnel line deviated from the original line near Arna, a new Arna station had to be constructed adjacent to the tunnel mouth. This also opened in May 1964. The opening of this tunnel meant that it replaced part of the original and that part was no longer needed as a main line. It became a heritage line: the Old Voss Line (Norwegian: Gamle Vossebanen).
The Ulriken Tunnel currently represents the largest bottleneck on the Bergen Line, due to the commuter trains between Bergen and Arna. Building a
The second (new) tunnel
In January 2016,
Because of space constraints at Arna station, due to the need to move trains between platforms within the station, the new tunnel has a double portal at Arna station and is double-tracked for a short distance, before combining into a single running track.
The resultant double tunnel
Bane NOR awarded a contract to Grupo Azvi to refurbish the old 1960s tunnel, with work due to start in February 2021 and due to finish in June 2023.[52] The requirement is do this refurbishment without lifting the existing rail track.[53] As part of this work it will be fire-proofed; two diagonal tunnels at the Arna end are to be blasted between the old and the new tunnels to allow trains to switch from one to the other; as well as blasting 16 other common interconnections for escape and for installing infrastructure.
Double running will only be achieved when the refurbishment of the old 1960s tunnel is complete; and the second half of Arna station, linked to the old tunnel has been rebuilt. To obtain the full benefit of this work, it is intended to double the track all the way from the tunnel to Bergen.[52]
Oslo Tunnel
In 1980, the Oslo Tunnel was opened, allowing trains along the Drammen Line to go to the new Oslo Central Station, an upgrade of the former Oslo Ø. As a consequence of this, passenger trains were since the late 1980s rerouted via Drammen instead of via Roa, following the Drammen Line and the Randsfjord Line to Hønefoss. This allows the trains to pass through more densely populated areas and on trackage with more capacity. However, the change of route actually increased the length between the two termini by 23 kilometres (14 mi). But the better track standard via Drammen results in about the same travel time. Freight trains still goes via Roa.[54]
Finse Tunnel
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During winter NSB had large costs keeping the line snow-free. Large diesel-electric snowploughs were stationed at
In 1989 the
Hallingskeid Station and snow tunnels
Snow drifts and harsh weather (see "Construction of the Bergen Line" section above) had been a problem in the higher-altitude regions of the Bergen line: in one case causing the abandonment of an official opening in December 1909. Hallingskied station is a station built on the
The first station, built in the early 1900s, did not have a snow tunnel when it opened, but snow tunnels and snow fences were progressively added after the autumn of 1909 to cover the running line, the passing loop and the station itself. Part of the snow tunnel caught fire in 1948 and spread to the station; and, there was another fire in the snow tunnel in 1953. Yet another fire in 1960, this time external to the tunnel, caused the loss of the snow tunnel; the railway station, which was rebuilt in 1970; and the station hotel, which was not replaced.
On 16 June 2011, a possible welding accident may have been the "cause behind a fire" in the snow tunnel at
Operation
The Bergen Line as a through line is used for up to five express trains operated by Norwegian State Railways, as well as freight trains by CargoNet. From Myrdal to Bergen there are commuter rail services operated by NSB.
Line
The total distance from Oslo to Bergen via Drammen is 493 kilometres (306 mi), while the Bergen Line proper is 372 kilometres (231 mi).[1] The line has 182 tunnels,[1] totaling ca. 73 kilometres (45 mi), of which ten are over 2.0 kilometres (1.2 mi).[59] Finse Station remains the highest elevated station at 1,222.2 metres (4,010 ft), while the highest point is now in the Finse Tunnel at 1,237 metres (4,058 ft).[6]
Oslo – Hønefoss
→ Main article: Drammenbanen
Section Drammen – Hønefoss see
→ Main article: Randsfjordbanen
Hønefoss – Geilo
Hønefoss in Storelva (Ringerike) valley is left by the line northwest into the Sogna valley, where the route uses its northern valley flanks to Sokna. To get to the Krøderen (lake) valley, Bergen Line follows Rudselva, passes by Langevannet and Breidvannet lakes and also through the 2.3 kilometer Haversting tunnel, which runs parallel to the Norwegian National Road 7, (Riksvei 7), Ørgenvik tunnel. Hallingdal valley is used as a natural corridor further north-west, mostly on the left river bank, serving the larger settlements of Flå and Nesbyen. At Svenkerud to the north of Nesbyen the valley flank is changed. Soutwestbound to Gol, the ascent becomes gradually steeper in the following section to Geilo.
Geilo-Voss (Hardangervidda)
The
With the following Gravhals tunnel, more than five kilometers long, the mountain massif to the catchment area of the Vosso is pierced: Now the railway line, built partly high on the northern flanks of the valleys, uses the merging upper valleys of the Uppsetf, the Kleielva and the Raundalselva westwards until lake Vangsvatnet in Voss is reached.
Voss mountains
From here, the Vosso valley corridor is used on its northern flank as far as Bulken station. At Bolstadøyri, where the Atlantic Ocean is reached by its branch Bolstadfjord, the route crosses over to the southern valley flank. With the more than eight kilometer long Trollkona Tunnel, opened in 1987, the route reaches lower Bergsdal and Dale (Vaksdal). Trollkona had become necessary due to the expansion of the European route E16 (main road connection between Oslo and Bergen) alongside the Bolstadfjord using partly the old railway line substructure. South of Dale, at Stanghelle, the Veafjord, which merges into the Sørfjord (Osterøy), is reached. On its south-east bank, the route to Herland passes by the Osterøy Bridge. Worth mentioning is the six kilometer long Hananipa tunnel between Vaksdal and Trengereid, which was put into operation in 1970 as line improvement. The 2.2 kilometer long Arnanipa tunnel is located behind Herland, immediately followed by the 7.6 kilometer long Ulriken Tunnel, by which the original, much longer, route via Nesttun could be shortened in 1964. Having reached the urban area of Bergen, the route follows a short part of the old line to the Bergen terminus.
Commuter rail
Express service
Express trains operated by NSB have always been the primary passenger service on Bergensbanen. Passenger trains follow the Drammen Line and the Asker Line to Drammen, before heading north to Hønefoss on the Randsfjord Line. The express trains offer both transport from villages along the line to either Bergen or Oslo, as well travel between Norway's two largest cities. Expresses are
Freight
Freight trains are operated by CargoNet, hauled by El 14 and El 16 locomotives. Most transport is from the terminal at Alnabru in Oslo to the terminal at Bergen Station. Freight trains use the Roa-Hønefoss Line instead of going via Drammen since it is shorter—distance is more important than speed for freight trains. CargoNet operates up to four daily trains from Oslo, plus one from Drammen.[65] Rail freight on (the Bergensbanen), the Bergen line, increased by 80% from 2001 to 2005, but further growth is not possible without better infrastructure. In 2006, CargoNet indicated they wanted five more passing loops, as well as lengthening them to increase freight train length from 400 metres (1,300 ft) to 600 metres (2,000 ft), claiming they could double freight traffic with adequate infrastructure.[66][67]
Heritage
Parts of the closed sections of Vossebanen, from
The branch Flåm Line has been converted to a tourist route. The railway has spectacular scenery and a vertical descent of 864 metres (2,835 ft) or 5.5% along the 20 kilometres (12 mi) route from Myrdal to Flåm. Passenger services are provided by Vy, but marketing is performed by Flåm Utvikling.[70] The stock used on the railway are El 18 hauling NSB B3 wagons, the latter all painted green.[71]
Future propositions
A call for more investment in railways
In 2002 the Norwegian National Rail Administration warned that lack of funding might lead to a closure of all long-distance passenger trains in Norway, including the Bergen Line.
Upgrades
The original plans for Bergensbanen from 1894 included the construction of a new line—the Ringerike Line—from Hønefoss to Sandvika just west of Oslo. This line would reduce the distance on Bergensbanen by 60 kilometres (37 mi) and 50 minutes travel time. There has been a continual decision to build this railway line, but it has never received any funding.[74] These plans were discussed more after 2000, and a detailed plan has been done. Combined with other improvements totaling investments of NOK 7 billion, travel time could be reduced to four and a half hours.[75] The project is scheduled to be started in 2024, and finished around 2030, now at a cost of 36 billion NOK including 20 km motorway.[76]
High-speed rail
Several suggestions for high-speed rail from Oslo to Bergen have been launched. Preliminary studies performed for the National Rail Administration suggested a positive
Such long-distance high-speed railways are not included in the preliminary long-term plan for 2010–2040, and it is likely that railways Hamar–Trondheim and Drammen–Kristansand will be built first since they are easier to build. It is likely that a high-speed railway to Bergen will be built sometime in the period 2030–2060.
Stations between Oslo and Bergen
Line gradients
This image gives a graphical illustration of the gradient of the line, with both Oslo and Bergen at, or very close to, sea level; and the highest point on the line being near to Finse, at or above 1,222 metres (
Stations on the line
Station | Elevation (m)[2] |
Distance from Oslo (km) |
Distance from Bergen (km) | |
---|---|---|---|---|
Oslo S | 2 | 0 | 493 | |
Asker
|
104 | 24 | 469 | |
Drammen | 2 | 41 | 452 | |
Hokksund | 8 | 58 | 435 | |
Vikersund | 67 | 84 | 409 | |
Hønefoss | 96 | 112 | 381 | |
Flå | 155 | 174 | 319 | |
Nesbyen | 168 | 208 | 285 | |
Gol | 207 | 225 | 268 | |
Ål | 436 | 250 | 243 | |
Geilo | 794 | 275 | 218 | |
Ustaoset | 990 | 286 | 207 | |
Haugastøl | 988 | 297 | 196 | |
Finse | 1222 | 324 | 169 | |
Hallingskeid | 1110 | 345 | 148 | |
Myrdal | 867 | 358 | 135 | |
Upsete | 850 | 364 | 129 | |
Mjølfjell | 627 | 376 | 117 | |
Voss | 57 | 407 | 86 | |
Dale | 43 | 447 | 46 | |
Arna
|
8 | 483 | 10 | |
Bergen
|
2 | 493 | 0 |
See also
References
Notes
- ^ a b c d e f g h i Jernbaneverket, 2007: 6
- ^ a b "Jernbanestatistikk 2006" (PDF). Norwegian National Rail Administration (in Norwegian and English). Archived from the original on 7 March 2021. Retrieved 4 June 2022.
- ^ "Bergen – Voss – Myrdal". Norwegian National Rail Administration. Archived from the original on 15 October 2007. Retrieved 29 May 2008.
- ^ Holøs, 1984:73
- ^ Holøs, 1984: 63
- ^ a b c Rødland, 1999: 30
- ^ Jernbaneverket, 2007: 13
- ^ Finse Tunnel is the highest point in Bergensbanen, in "Finse". Bergens Tidende. Archived from the original on 30 April 2008. Retrieved 3 June 2008. which is the highest railway in Northern Europe "Norway in a Nutshell – Norway's most popular round trip tour". Norgate Online. 12 March 2008. Archived from the original on 22 June 2008. Retrieved 3 June 2008.
- ^ a b c d Jernbaneverket, 2007: 44
- ^ Jernbaneverket, 2006: 33
- ^ Gubberud, 1983: 16–17
- ^ Gubberud, 1983: 17–19
- ^ Gubberud, 1983: 19–21
- ^ Gubberud, 1983: 21–27
- ^ Gubberud, 1983: 30
- ^ Holøs, 1984: 18
- ^ Hille, L. M. (7 June 1881). "Dagslønn". Bergens Aftenblad.
- ^ Gubberud, 1983: 32
- ^ Gubberud, 1983: 32–33
- ^ Holøs, 1984: 28–30
- ^ Holøs, 1984: 31
- ^ Holøs, 1984: 33–34
- ^ Holøs, 1984: 38–43
- ^ Holøs, 1984: 63–64
- ^ Holøs, 1984: 63–69
- ^ Holøs, 1984: 73–75
- ^ Owen, 1996: 234–236
- ^ "Here and there in Norway". News of Norway. 4. Washington, DC: Royal Norwegian Information Service: 32.
- ^ Franck-Nielsen, Espen (7 December 2011). "The Breifoss Disaster". Norwegian Rail Pages (Blog). Retrieved 26 May 2022.
- ^ Owen, 1996: 242
- ^ Holøs, 1984: 93
- ^ Hobøl, 1984: 93–95
- ^ Owen, 1996: 81–82
- ^ Holbø, 1984: 95–98
- ^ Rødland, 1999: 103
- ^ Aspenberg, 2001: 102
- ^ Aspenberg, 2001: 115
- ^ Aspenberg, 2001: 118
- ^ Aspenberg, 2001: 122
- ^ Aspenberg, 2001: 188
- Norsk Rikskringkasting. "Snø stanser Signatur-togene" (in Norwegian). Archived from the originalon 1 March 2007. Retrieved 20 March 2007.
- ^ Bergens Tidende. "Tåler ikke snøfonner" (in Norwegian). Archived from the original on 5 September 2012. Retrieved 22 February 2007.
- ^ "Attende til framtida" (in Norwegian). Bergen: Bergens Tidende. 24 November 2008. Archived from the original on 23 July 2012. Retrieved 29 November 2009.
- ^ a b "Cooperation creates a better transport offering". Norwegian: NorgeJernbanedirektoratet(The Norwegian Railway Directorate). 14 December 2016. Retrieved 29 May 2022.
- ^ "Vy – New Name and Visual Identity for the Norwegian State Railways". Snøhetta.com. Retrieved 1 June 2022.
- ^ a b Owen, 1996: 82–83
- ^ Rødland, 1999: 98–102
- ^ Norsk Jernbaneklubb, 1994
- ^ Holøs, 1984: 101–02
- ^ Jernbaneverket (2008). "Konsekvcensutredning Arna – Fløen" (PDF) (in Norwegian). Archived from the original (PDF) on 18 December 2007.
- ^ Smith, Kevin (1 September 2017). "Norway celebrates Ulriken tunnel breakthrough". International Rail Journal. Retrieved 27 May 2022.
- ^ a b c d "Northern Europe's busiest single-track railway tunnel gets upgrade". RailTech.com. 29 December 2020. Retrieved 28 May 2022.
- ^ "Ulriken tunnel rehabilitation". Grupo Azvi. Retrieved 28 May 2022.
- ^ Jernbaneverket. "Hønefoss stasjon" (in Norwegian). Archived from the original on 15 August 2007. Retrieved 29 May 2008.
- ^ a b Rødland, 1999: 15–34
- Jernbaneverket. "Finse stasjon" (in Norwegian). Archived from the originalon 29 September 2007. Retrieved 28 May 2008.. Note the full report is available from that site in Norwegian, it includes the English summary.
- ^ "Investigation underway into train fire: Views and News from Norway". Newsinenglish.no. 17 June 2011. Retrieved 15 August 2012.
- ^ "Railway report 2012/05 (Summary in English)". Norwegian Safety Investigation Authority. May 2011. Retrieved 3 June 2022.. Note the full report Rapport Om Jernbaneulykke, Bergensbane, Hallingskeid Stasjon, 16. Juni 2011, Tog 62 is also available from that site in Norwegian, it includes the summary in English referenced here.
- ^ Jernbaneverket, 2007: 26
- ^ Norges Statsbaner (2018). "Bergensbanens vestre del – Vossebanen" (PDF). Archived from the original (PDF) on 12 June 2011. Retrieved 6 August 2019.
- ^ Opheim, Steffen (1 February 2012). "– De "nye" togene er bedre for kundene". Bergensavisen. Retrieved 14 September 2017.
- ^ Norges Statsbaner (2008). "Oslo S-Bergen" (PDF). Archived from the original (PDF) on 20 September 2008. Retrieved 29 May 2008.
- Norwegian Ministry of Transport and Communications (23 January 2007). "Avtale om utførelse av persontransport med tog" (PDF) (in Norwegian). Archived from the original(PDF) on 21 May 2011.
- ^ NSB.no
- ^ CargoNet (6 January 2008). "Produktblad Bergen" (PDF) (in Norwegian).[permanent dead link]
- ^ Hallingdølen. "Vil satse milliarder på gods" (in Norwegian). Archived from the original on 18 February 2012. Retrieved 3 June 2008.
- ^ Institute of Transport Economics (2006). "Mer gods på jernbane – et spørsmål om kvalitet" (in Norwegian).
- ^ Norsk Jernbaneklubb. "Gamle Vossebanen Steam Railway". Archived from the original on 21 December 2007. Retrieved 29 May 2008.
- ^ Rallarmuseet. "Rallarmuseet" (in Norwegian). Archived from the original on 26 April 2008. Retrieved 29 May 2008.
- ^ Flåm Utvikling. "The Flåm Railway". Archived from the original on 7 June 2011. Retrieved 29 May 2008.
- ^ Aspenberg, 2001: 118–21
- NRK Sør-Trøndelag (28 February 2002). "Skjebnevalg for norsk jernbane Choice of fate for Norwegian Railways" (in Norwegian). Archived from the originalon 24 February 2012.
- ^ Bergens Tidende (16 January 2004). "Frp: – Steng Bergensbanen (Progress Party: "Close the Bergen Railway")" (in Norwegian). Archived from the original on 27 September 2007.
- ^ Jernbaneverket. "Bergensbanens forkortelse, Ringeriksbanen" (in Norwegian). Archived from the original on 27 April 2008. Retrieved 28 May 2008.
- ^ Jernbaneverket. "Rask og effektiv Bergensbane for sju milliarder" (in Norwegian). Archived from the original on 21 July 2007. Retrieved 28 May 2008.
- ^ Ringeriksbanen og E16
- Norwegian National Rail Administration (13 May 2008). "Highspeed -lines: Further steps should be taken". Archived from the originalon 1 February 2009.
- ^ Høyhastighetsringen. "Høyhastighetsringen" (in Norwegian). Archived from the original on 16 July 2007. Retrieved 28 May 2008.
- ^ Norsk Bane. "Haukelibanen" (in Norwegian). Archived from the original on 3 August 2007. Retrieved 28 May 2008.
Bibliography
- ISBN 82-91448-42-6.
- Gubberud, Ivar J. (1983). Vossebanen 1883-1983 (in Norwegian). Oslo: ISBN 82-90286-05-8.
- Holøs, Bjørn (1984). Bergensbanen 75 (in Norwegian). Oslo: Gyldendal. ISBN 82-05-19349-5.
- Banedate '94. Oslo: Norsk Jernbaneklubb. 1994. ISBN 82-90286-15-5.
- Owen, Roy (1996). Norwegian Railways: from Stephenson to high-speed. ISBN 0-9528069-08.
- ISBN 82-419-0253-0.
External links
- Media related to Bergensbanen at Wikimedia Commons
- The Yy Group: Hei, hvor vil du reise? (in Norwegian - Bokmål)
- The Yy Group: "Hi, where do you want to travel?" page (in English)
- Norsk Jernbaneklubb Page – Velkommen til Stasjonsdatabasen (STDB) (in Norwegian – Bokmål)
Archived versions of External Links pages
- Jernbaneverket entry – Archived version, no longer live.
- The railway tour in Google Earth (with references to the 7.5 hour documentary)
- Video game that uses the 7.5 hour documentary Archived 8 May 2012 at the Wayback Machine
- "Damplokomotiv på Bergensbanen Se de sjeldne opptakene fra Bergensbanen på 30-tallet." ["Locomotive on the Bergen Line – See the film clips from the 1930s"]
- NRK's 7.5-hour documentary of the train journey (HD)
- Stream or download the NRK Bergensbanen documentary on the Internet Archive