Briskeby Line
Briskeby Line | |
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standard gauge | |
Electrification | 750 V DC overhead line |
Operating speed | 50 km/h (31 mph) |
The Briskeby Line (
When
Route
The Briskeby Line consists of a shared section with the Skøyen Line from Jernbanetorget until it leaves Henrik Ibsens gate at Inkognitogata, just before
![](http://upload.wikimedia.org/wikipedia/commons/thumb/e/e4/Briskebylinjen_map_old.jpg/220px-Briskebylinjen_map_old.jpg)
The concurrent section continued along Stortingsgata, where it passes
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The Briskeby Line continues along Inkognitogata,
The main line continues another block and turns onto Bogstadveien, where it connects with the
Services
From Jernbanetorget the shared section is served by lines 11, 12 and 13. Line 12 branches off onto the
![](http://upload.wikimedia.org/wikipedia/commons/thumb/b/bf/Henrik_Ibsens_gate_-_Oslo_-_west.jpg/220px-Henrik_Ibsens_gate_-_Oslo_-_west.jpg)
At Nationaltheatret and Majorstuen there is transfer to all lines of the
Services are carried out by Sporveien Trikken, which operates SL79 trams on lines 11 and 19. These trams are owned by Oslo Vognselskap. Ownership and maintenance of the infrastructure are the responsibilities of Sporveien, a municipal company which also owns the operator. Services are ordered and coordinated by the transit agency Ruter.
History
![](http://upload.wikimedia.org/wikipedia/commons/thumb/c/c7/Riddervolds_gate_1926.jpg/220px-Riddervolds_gate_1926.jpg)
The Oslo Tramway was established as a horsecar network in 1875 by Kristiania Sporveisselskab (1875). In 1887 it rejected a proposal for L. Samson, a real estate developer, to build a line to Majorstuen to serve his projects. He therefore contacted engineers H. E. Heyerdal and A. Fenger-Krog, the latter who had studied tramways abroad.[7] They sent an application that year to the municipality, at a time when there were no other electric tramways in operation in Europe. However, the application did not explicitly state that the company would use electric traction.[8]
The group received permission to build two lines, one from Jernbanetorget to Majorstuen and a branch to
![](http://upload.wikimedia.org/wikipedia/commons/thumb/9/9a/Trikk_Valkyre_plass_1940s.jpg/220px-Trikk_Valkyre_plass_1940s.jpg)
Trial runs on the line commenced on 10 January 1894, at first between the depot and corner of Bogstadveien and Sorgenfriveien. Motorman courses were carried out by AEG from 15 January to 16 February. The first trip to the
Services were initially provided using
The line was built with
Ahead of the
![](http://upload.wikimedia.org/wikipedia/commons/thumb/8/88/TBO_575_Riddervolds_gate.jpg/220px-TBO_575_Riddervolds_gate.jpg)
Larger Class U trams were introduced in 1899. Extra rush-hour services were introduced in 1906, although they only ran to Akersgata in the city center. A five-minute headway was introduced on 18 January 1909, with every other tram terminating in Akersgata. Class SS trams were introduced that year, accelerating the retirement of the Class A stock until they were completely retired in 1914. Line numbered were introduced on 4 September 1909.[13] KES beat KSS to introduce this and received the lowest digits. The Briskeby service was thus given line number 1.[19]
A balloon loop was installed at Jernbanetorget on 10 November 1909.[13] KES and KSS reached an agreement in 1912 to coordinate their services better. This first materialized in a connecting line in Hegdehaugsveien, which allowed trams to run from Stortorvet via the Ullevål Hageby Line to Majorstuen. This as run such the Line 2 from the Frogner Line would combine with Line 6, which ran along Hegdehaugsveien to Stortorvet.[20]
In conjunction with the 1914 Jubilee Exhibition, the Frogner Line was extended from Frogner plass to Majorstuen. It was officially opened on 15 May 1914. From the services became a ring line: Line 1 ran Jernbanetorget–Briskeby–Majorstuen–Frogner–Jernbanetorget, while Line 2 was designated to run the opposite direction. They were both run every five minutes. The circle scheme was ended on 15 December 1915 and the Briskeby Line again became Line 1. However, this was unpopular with the passengers and the circle service was reintroduced on 24 February 1916. Line 1 was extended from Jernbanetorget along the Gamlebyen Line between 17 December 1917 to 1 October 1918. Six-minute services were introduced from 25 March 1920, five-minute headways from 19 July 1920 and six-minute headways from 25 July 1921.[13]
![](http://upload.wikimedia.org/wikipedia/commons/thumb/6/67/SS_trailer_638_in_Valkyregate.jpg/220px-SS_trailer_638_in_Valkyregate.jpg)
KES was merged with KSS on 1 May 1924 and the Briskeby Line became part of the municipal Oslo Sporveier. This resulted in a change of the routes, and the circle system was abandoned. However, the line was again extended along the Gamlebyen Line. From 9 May 1926 the line was moved from Tollbugata to Prinsens gate, as part of work on the sewer system in Tollbugata. From 6 June 1926 the two lines started serving Briskeby. Line 1 continued to Gamlebyen, while Line 10 ran to the Kampen Line. This lasted until 29 May 1927, when Line 1 instead ran via Homansbyen. From 1 January 1929 the headway was changed to 12 minutes, from 1932 every 15 minutes during summer.[13]
Line 1 was reintroduced on the Briskeby Line on 30 August 1939. Trams would not turn at Majorstuen, but instead continue along the Frogner Line as Line 5. From 10 December 1939 Gullfisk trams were introduced on some of the services on the route. There were several places the tracks were too close and many sites where trams could not meet until new track was laid.[13] The east-bound track in the city center was moved from Prinsens gate to Tollbugata on 15 December 1940.[21] SM53 trams were introduced on some services on the line from 7 April 1953. From 6 September 1953 the combination of lines 1 and 5 was dropped and instead 1 and 2 were combined, allowing the circle through Majorstua to continue. The headway was reduced to 15 minutes. This was altered again on 25 June 1961, when the headway varied between 10, 12 and 15 depending on the time of day.[13]
![](http://upload.wikimedia.org/wikipedia/commons/thumb/b/be/H%C3%B8ka_MBO_238_Riddervolds_gate.jpg/220px-H%C3%B8ka_MBO_238_Riddervolds_gate.jpg)
All remaining older twin-axle trams were retired on 29 October 1967 and thus only used SM53, with a few Gullfisk on morning routes because of them spending the night at Majorstuen. Renovated SM53 started running on the Briskeby Line 1980 and from 18 October 1982 the conductor was removed. Articulated SL79 trams were introduced on 2 April 1984, after which they served most of the departures. From 18 April 1988 evening and Sunday routes from the Briskeby Line terminated at
In 2002 Oslo Sporveier announced plans to severely reduce the tram services in Oslo, ultimately recommending that the entire tramway be closed. They later moderated themselves and proposed closing the Kjelsås Line and the Homansbyen service. The city council granted 8 million krone on 12 April to allow the services via Homansbyen continue. The threat of closing the line sparked a local outcry and spurred demonstrations to keep the tram.[22] Later that year Oslo Sporveier announced new plans to remove tram services, this time both the Briskeby and the Homansbyen services, along with the Sinsen Line. The issue was resolved with increased funding granted on 11 November.[23]
From 2001 Oslo Sporveier and later Ruter removed the Briskeby Line from its long-term investment plans, cutting maintenance to a minimum.[24] Oslo Sporveier carried out a series of improvements to the Briskeby Line between 2004 and 2006. Rosenborgs gate was moved to serve both lines 11 and 19, giving it twice the number of departures. Both lines had their headway cut from 15 to 10 minutes. The station were made more visible and parking restrictions were carried out in Inkognitogata. Meltzers gate was closed as a station. This cause decreased travel time, and saw the daily ridership rise from 1,300 to 2,250 boarding passengers from 2003 to 2007.[5] In 2007 the line was put back on the investment list and the city granted 32 million Norwegian krone to upgrade the line. The funding was used to renew the infrastructure in Holtegata and Briskebyveien between 2007 and 2009.[25]
Future
![]() | This section needs to be updated.(April 2020) |
The Briskeby Line is in poor condition due to insufficient maintenance. The transit authorities are in the process of upgrading the line, which will involve new stations, possibly located at more suitable locations. A report published by Ruter found several shortcomings in the line. In addition to its low technical standard, it often sees operations interrupted by incorrectly parked cars, especially in Riddervolds gate. The intersection of Inkognitogata and Riddervolds gate have a curve radius of 16.7 meters (55 ft), which hinders the newer SL95 trams from operating on the line. Owing to the use of Inkognitogata the services do not pass through the important transit hub at Solli plass.[26]
![](http://upload.wikimedia.org/wikipedia/commons/thumb/a/ae/White_SL79_140_in_Briskebyveien.jpg/220px-White_SL79_140_in_Briskebyveien.jpg)
Ruter is working on plans to make a full upgrade of the line from Briskebyveien to Henrik Ibsens gate. The agency is considering two lines of action: either building the route along the current right-of-way, or moving the section from Riddervolds gate and Inkognitoveien to Skovveien. The latter would involve that the Briskeby Line link up with the Frogner Line in Frognerveien and run concurrently with it to Solli plass.[27]
In the city center, the one-way track in Tollbugata will be moved to Prinsens gate. This will make Prinsens gate a pure tram street, while buses will be designated to Tollbugata. Construction commences in 2014 and will be completed by 2017.
References
- ^ a b Ruter (2010): 27
- ^ a b c "Linjekart Trikk" (PDF). Ruter. Archived from the original (PDF) on 25 May 2014. Retrieved 23 May 2014.
- ^ Ruter (2010): 30
- ^ Fristad (1990): 137
- ^ a b c d e Ruter (2009): 5
- ^ a b c d e f Fristad (1990): 25
- ^ Fasting (1975): 41
- ^ Fasting (1975): 42
- ^ a b Fasting (1975): 43
- ^ Fasting (1975): 44
- ^ Fasting (1975): 45
- ^ Fasting (1975): 48
- ^ a b c d e f g h i j Davidsen, Torgeir; Johannessen, Terje; Andersen, Bjørn (2001). "Line 1 – "Briskebytrikken"". Lokaltrafikk (in Norwegian). 44: 22–29.
- ^ Fristad (1990): 139
- ^ "Norges første fartsbot til Briskebytrikken!". Archived from the original on May 27, 2012. Retrieved September 10, 2016.
- ^ Andersen, Bjørn (1997). "De første "electrikkene"". Lokaltrafikk (in Norwegian). 34: 4–12.
- ^ Fristad (1990): 26
- ^ Fasting (1975): 39
- ^ Aspenberg (1994): 7
- ^ Fristad (1990): 54
- ^ Fristad (1990): 140
- ^ "Oslo-trikken i krise". Lokaltrafikk (in Norwegian). 51: 31. 2003.
- Norwegian Broadcasting Corporation. 13 November 2002. Retrieved 23 May 2014.
- ^ Ruter (2009): 3
- ^ Ruter (2009): 4
- ^ Ruter (2009): 8
- ^ Ruter (2009): 7
- ^ Haakonsen, Anders (8 May 2014). "Trikk og buss skilles i Oslo sentrum". Teknisk Ukeblad (in Norwegian). Archived from the original on 25 May 2014. Retrieved 23 May 2014.
- ^ Ruter (2010): 33
Bibliography
![](http://upload.wikimedia.org/wikipedia/en/thumb/4/4a/Commons-logo.svg/30px-Commons-logo.svg.png)
- ISBN 82-91448-03-5.
- ISBN 82-504-0116-6.
- Fristad, Hans Andreas (1990). Oslo-trikken – storbysjel på skinner (in Norwegian). Oslo: Gyldendal. ISBN 82-05-19084-4.
- Ruter (2009). "Briskebytrikken – Vurdering av trasévalg for nedre del av Briskebytrikken" (PDF) (in Norwegian). Retrieved 22 May 2014.
- Ruter (2010). "Trikkestrategi" (PDF) (in Norwegian). Archived from the original (PDF) on 25 May 2014. Retrieved 22 May 2014.