Ekeberg Line
Ekeberg Line | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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standard gauge | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Electrification | 750 V DC overhead line | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Operating speed | 70 km/h (43 mph) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Highest elevation | 117.8 m (386 ft) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The Ekeberg Line (
Proposals for a line in the area were first launched 1897, but not until 1914 were the necessary permits granted. The line was built and operated by
Future plans include an extension to Hauketo Station on the Østfold Line.
Route
The Ekeberg Line is a 6.6-kilometer (4.1 mi) long continuation of the Gamleby Line,
The next station is
Service
The Ekeberg Line is served by lines 13 and 19 of the Oslo Tramway. Line 13 connects via the city center to the
History
Construction
The Nordstrand area of Aker was first served by steam ships from the 1860s, which connected the lower areas to Oslo. In 1879, the Østfold Line (then the Smaalen Line) opened in 1879, giving these areas a regular service unaffected by the weather. In 1897, a public meeting was held regarding transport in the upper parts of Nordstand, the Ekeberg area. On 15 March 1899, Solicitor Einar Borgen, Engineer A. J. Jackwitz and Robert Iversen sent an application to build an electric railway from Oslo to Ljan. They were later supplemented with Contractor S. Sørensen. The application was considered in Aker Municipal Council on 14 March 1901, and placed on hold. It was again considered a year later, this time it was placed on hold because the politicians wanted to see how the new Railway Act would affect the plans.[8]
A new application for the same route was made on 16 April 1907, this time from Solicitor H. M. Helliesen, Wholesaler A. Thune-Larsen, and Works Manager T. Poppe of
The plans were sent from the ministry to the municipality, whose council passed the plans on 12 November 1908. Among the conditions were that within five years, the municipality could demand that the line be extended to either Ljabru or Ljan. The concession was again considered on 2 November 1911, and there it was decided that the concession would be removed if the line was not finished by the end of 1914. However, in November 1911, Oslo City Council postponed their permissions while the issue was again made subject to reports on the issue. The report suggested a different route, which ran via Lodalen and up Ekebergsletta at Ekeberg hovedgård. After negotiations, the city agreed to allow the line to follow Kongsveien.[9]
The
Since the application, there had been a technological development within tramways. Barth started working with the plans, and proposed that the line be built as a light rail in its own
Early years
The company bought five
Initially there were two services per hour, but this quickly turned out to be too little.[11] However, because of World War I and problems receiving supplies from Germany, it was not until November that all five trams were delivered and a 15-minute headway could be introduced. The company also started purchasing land to allow a future double track and widening of the loading gauge to allow for the wide trams used on the Holmenkollen Line. Also four services per hour proved to be too little. The company had chosen to electrify the line at 1,200 volts instead of the 600 volts used in the rest of the tram network, so the company could not operate rented trams from other operators.[10] The junction between the two networks at Oslo Hospital had a 10-meter (33 ft) section without overhead wires. This allowed both of the pantographs to not touch their wire when the current was switched. When changing between the currents, the lighting, heating, compressor and battery chargers all had to be manually changed with a switch.[12]
In 1919, the company ordered seven new trams from Skabo, with electric equipment from Norsk Elektrisk & Brown Boveri (NEBB). These were the first in the country to have Norwegian-built electrical equipment, and also allowed for multiple-unit train control. They were delivered in 1920 and 1921. In addition, six trailers were built from Hannoversche Waggonfabrik (HaWA) The delivery of new rolling stock required a new depot building at Holtet, two new electric arc transformers and a ticket price increase. The HaWa trailers were delivered in 1925.[13] However, the two-axled trailers did not give as smooth a ride, and in 1927 the company ordered bogie trailers from Atelier Métallurgique de Nivelles, which were put into service in 1928 and 1929.[14]
To allow more frequent services, the line needed to be rebuilt to double track. The first section was from Sportsplassen to Holtet, which opened with double track on 16 January 1930.[14] Next followed the section from Holtet to Kastellet on 12 February 1931, and finally from Sjømannsskolen to Sportsplassen on 30 September 1931.[5] This occurred at the same time the Simensbråten Line was built, as a branch from Jomfrubråten to Simensbråten. Construction of the Simensbråten Line started in December 1928;[15] and this resulted in the Ekeberg Line past Jomfrubråten being moved. Instead of following the street Kongsveien, it the line was moved to a higher elevation. The double-tracked Ekeberg Line was placed on the new line, while the single-tracked Simensbråten Line would follow the old route along Kongsveien. The Simensbråten Line would thus cross under the Ekeberg Line and then through a curve turn onto its right-of-way.[5] The Simensbråten Line was completed in mid-1931 and was officially opened on 30 September 1931.[15]
On the city section, the tracks had been gradually rebuilt to allow 2.5-meter (8 ft 2 in) wide and 15-meter (49 ft) long trams to run on the tramway, including the Gamleby Line. In 1930, tram 1003 was rebuilt to that width. It proved too heavy, and Ekebergbanen ordered new trams which were wider.[15] When delivered, they were capable of hauling a 50-tonne (49-long-ton; 55-short-ton) tram up the hills at 50 kilometres per hour (31 mph).[16]
In 1925, the Østfold Line was rebuilt to double track, and the section past Hauketo was moved, including the demolishing of the Ljan Viaduct. In June 1926, Aker Municipality started the process to demand that the line be extended onwards from Sæter. However, Ekebergbanen stated that the rebuilding of the Østfold Line removed the need of the extension. The company instead applied for concession to extend the line 5 kilometres (3.1 mi) southwards towards Hvervenbukta on Ljanskollen's west side. This was rejected by Aker Municipality. In exchange for not being allowed to extend the line, Aker Municipality agreed to not press the issue of their preferred extension for the time being.[16]
At the time, Akersbanerne was working on building the Lambertseter Line, which is located further east in Aker.[16] This caused an uproar amongst the residents in the Ekeberg area, who wanted the Ekeberg Line extended, in what became known as the thousand meter, before the construction of the Lambertseter Line. The municipality therefore granted free municipal land and a grant of NOK 50,000 for expropriation. Construction started in July 1940, after having been delayed by the German occupation of Norway.[17] The construction included a new double track from Holtet to Bråten. During the construction at Sæter, the trams turned at Bråten and backed to Sæter, where they used the turning loop. The thousand meter extension to Ljabru opened on 17 September 1941.[18]
World War II and the limitations on fuel gave the Ekeberg Line a large increase in traffic, from four million passengers in 1939 to eight million in 1944. Unlike many other Norwegian tramways, the tram vehicles were not confiscated and moved to Germany, because no German tramways used both 1,200 volts and allowed 2.5-meter (8 ft 2 in) wide vehicles.[19] A new depot building was built in 1942 and 1943, which allowed 3.2-meter (10 ft) wide trams.[20]
Following the end of the war, it was decided that Oslo and Aker would merge. Ekebergbanen's concession lasted until 30 June 1947, which was initially extended on year. In March 1948, Oslo Sporveier, the municipal company that operated among other things the street tramways, offered to purchase Ekebergbanen. All but eight shares were sold, and from December the board of Ekebergbanen and Oslo Sporveier was identical. However, the company retained its own name, administration, rolling stock and personnel.[21]
After the nationalization, the company started a renovation process of the infrastructure and rolling stock. Combined with a municipal policy of low fares, the company started going with a loss. Five new trams were delivered from 1948 to 1952, and built at the depot at Holtet, with used equipment from some of the older trams. An additional nine new trams were delivered between 1952 and 1955. Five additional trams were rebuilt from 1955 to 1960, by which time all the narrow trams had been rebuilt or retired.[22] The use of a unique voltage gave operational difficulties, as fuses could regularly blow at Oslo Hospital if errors were made while switching from the one supply to the other. In addition, all the trams were custom-built with extra equipment with limited spare parts. All the trams delivered during the 1950s were built so they could later be converted to only use 600 volt supply.[23] The depot was expanded in 1952.[24]
Threat of closure and renewal
In 1960, the Oslo City Council voted to close the street tramway and replace all routes with either diesel buses or the
From 1 July 1965, Oslo Sporveier took over the operation of the Ekeberg Line, which was numbered Line 16. Oslo Sporveier took over all employees and rolling stock, but Ekebergbanen remained a holding and real estate company.
In 1960, the sale of cars in Norway was
From June 1967, Line 9, that ran along the Lilleaker Line via the Skøyen Line to the city center and onwards along the Østensjø Line, was truncated to Jernbanetorget, as the Østensjø was converted to a metro line. Calculations showed that if the Lilleaker Line or the Skøyen Line and the Ekeberg Line were connected, between them one tram less would be needed, and the Ekeberg Line would have a service through the city center. After trial runs, the new service to Skøyen was taken into use on 4 May 1969.[28]
In 1973, Oslo Sporveier again proposed closing the Ekeberg Line. This time the reason was the construction of the Oslo Tunnel and Oslo Central Station, which would involve construction work around Jernbanetorget. This proposal also resulted in a public reactions, and the same arguments from the mid-1960s were repeated.[29] Again the suggestion to link the Lilleaker Line to the Ekeberg Line were launched. Oslo Sporveier calculated it would cost NOK 3.6 million for investments, including rebuilding 20 Gullfisk trams, new rectifiers and new tracks. This was less than the necessary 30 buses needed for conversion to bus services.[30]
The last of the older Ekeberg Line trams to Skøyen ran on 5 August 1973. From the following day, all trams turned at a new balloon loop at Vognmannsgata.
In 1976, a Gullfisk lost control on the line and derailed near Sjømansskolen, causing the tram to be scrapped. From 1977, Oslo Sporveier also put
In 1982 and 1983, the SL79
As part of the Fjord City and redevelopment of Bjørvika, the Ekeberg Line was connected to the new Bjørvika Line on the south side of Oslo Central Station to Jernbanetorget, with stops at Bjørvika and Middelalderparken. As an alternative. It was proposed that the tracks along Schweigaards gate be kept and that the trams along the Ekeberg Line alternate running via Bjørvika and Schweigaards gate.[42] However, the Gamlebyen Line over Grønland was closed upon the opening of the new line in 2020.
Future
The Ekeberg Line is proposed extended from Ljabru to Hauketo Station on the Østfold Line. To routes have been proposed, either along Ekebergveien, or in a tunnel further east. The extension will allow better correspondence southwards, including transfer to the Oslo Commuter Rail and Ruter buses.[43] Financing has been secured through Oslo Package 3.[44]
Upgrades on the southernmost part of the line will take place during 2014 that will shorten journey times. The single track bridge between Sæter and Ljabru over Nordstrandveien will be demolished and replaced with a new double track bridge. In addition, two curves on the line will be straightened out.[45]
References
- ^ a b c Andersen (1992, p. 10)
- ^ a b c d e f Andersen (1992, p. 9)
- ^ a b Bjerke & Holom (2004, p. 348)
- ^ a b c d e Andersen (1992, p. 6)
- ^ a b c Andersen (1992, p. 18)
- ^ a b Andersen (1992, p. 61)
- ^ Ruter (2010). "Sporvognsruter" (PDF) (in Norwegian). pp. 30–33. Archived from the original (PDF) on 5 November 2010. Retrieved 16 May 2011.
- ^ a b Andersen (1992, p. 5)
- ^ a b Andersen (1992, p. 8)
- ^ a b Andersen (1992, p. 13)
- ^ Andersen (1992, p. 11)
- ^ Andersen (1992, p. 71)
- ^ Andersen (1992, p. 15)
- ^ a b Andersen (1992, p. 17)
- ^ a b c Andersen (1992, p. 21)
- ^ a b c Andersen (1992, p. 23)
- ^ Andersen (1992, p. 24)
- ^ Andersen (1992, p. 25)
- ^ Andersen (1992, p. 33)
- ^ Andersen (1992, p. 34)
- ^ Andersen (1992, p. 35)
- ^ Andersen (1992, p. 36)
- ^ Andersen (1992, p. 37)
- ^ Andersen (1992, p. 39)
- ^ a b c Andersen (1992, p. 41)
- ^ a b Andersen (1992, p. 42)
- ^ Andersen (1992, p. 43)
- ^ a b Andersen (1992, p. 45)
- ^ Andersen (1992, p. 46)
- ^ Andersen (1992, p. 47)
- ^ Andersen (1992, p. 49)
- ^ Andersen (1992, p. 50)
- ^ Andersen (1992, p. 51)
- ^ Andersen (1992, p. 59)
- ^ Andersen (1992, p. 60)
- ^ Andersen (1992, p. 64)
- ^ Andersen (1992, p. 66)
- ^ Andersen (1992, p. 93)
- ^ Andersen (1992, p. 65)
- ^ Backer, Henrik B. and Arild Wold (1997). "SL95, en presentasjon". Lokaltrafikk. 31: 22–23.
- ^ "Trikkelinjer reddet - inntil videre". Aftenposten (in Norwegian). 23 October 2002. Archived from the original on 24 May 2011.
- ^ Rud, Lars Roar (14 October 2010). "Vil ha trikke-ring rundt Gamlebyen". Østkantavisa (in Norwegian). Archived from the original on 17 October 2010. Retrieved 14 November 2010.
- Nordstrands Blad (in Norwegian). Archived from the originalon 14 November 2010. Retrieved 14 November 2010.
- ^ "Slik skal bilkøene kuttes". Aftenposten (in Norwegian). 3 September 2007. Archived from the original on 24 May 2011. Retrieved 14 November 2010.
- ^ "Ekebergbanen mellom Bråten og Ljabru skal oppgraderes" (in Norwegian). Ruter. 11 March 2014. Archived from the original on 14 March 2014. Retrieved 20 March 2014.
Bibliography
- Andersen, Bjørn (1992). Ekebergbanen 75 år; (in Norwegian). Oslo: ISBN 82-91223-00-9.
- Bjerke, Thor; Holom, Finn (2004). Banedata 2004 (in Norwegian). Oslo / Hamar: ISBN 82-90286-28-7.
External links
Media related to Ekebergbanen at Wikimedia Commons