Grorud Line
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standard gauge | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Electrification | 750 V DC third rail | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Operating speed | 70 km/h (43 mph) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Highest elevation | 195.8 m (642 ft) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The Grorud Line (
Proposals for an urban railway through the upper parts of Groruddalen were first articulated in public documents in 1919. Planning started in the late 1940s and the line was politically approved in 1954, along with three other metro lines and the
Route
![](http://upload.wikimedia.org/wikipedia/commons/thumb/0/0c/Stovner_stasjon_Oslo_%28wasielgallery_1%29.jpg/220px-Stovner_stasjon_Oslo_%28wasielgallery_1%29.jpg)
The Grorud Line is a 13.0 kilometers (8.1 mi) and runs through the northern side of
The line continues past
Next the line reaches
Service
The Grorud line is served by lines 4 and 5 of the Oslo Metro, both lines running four times per hour. All have reduced services during late evenings and parts of the weekends. Line 5 runs the entire section of the Grorud Line, while line 4 runs between Vestli and Økern before branching off on the Løren Line and Ring Line. The two lines use the same amount of time to reach Majorstuen. For journeys to the central stations between Tøyen and Nationaltheateret, line 5 is quicker. For journeys to the stations between Blindern and Sinsen, line 4 is quicker.
Operations of the lines are done by
History
![](http://upload.wikimedia.org/wikipedia/commons/thumb/2/2e/Grorudbanen_construction_6.jpg/220px-Grorudbanen_construction_6.jpg)
Planning
The first proposals for a line in the upper part of Groruddalen came as part of a 1917 competition issued by Christiana (later Oslo) and Aker Municipality to plan a new rail transport plan for the capital area. The winning design, made by Jørgen Barth, included a series of suburban lines, including one in the northern Groruddaen (contemporary known as Akerdalen).[18] This resulted in a municipal urban rail plan that was passed in 1919.[19] It proposed a somewhat different routing, with the Ring Line running via Grefsen and the Grorud Line running via Ensjø.[20] Other lines were prioritized first, but from the mid 1930s lines through Groruddalen were again considered.[21] A report was published in 1937, but all work was placed on hold following the German occupation of Norway in 1940.[22]
Work on the plans resumed in 1946. The new committee quickly concluded that an increase in the magnitude of the suburban lines was needed. 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. At this time the Grorud Line was proposed as a branch of the Østensjø Line, which would divert at Etterstad.[23] The municipalities of Oslo and Aker merged in 1948.[24] 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.[25] 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.[26]
![](http://upload.wikimedia.org/wikipedia/commons/thumb/8/88/Grorudbanen_construction_12.jpg/220px-Grorudbanen_construction_12.jpg)
The basics for the metro were established in 1951, with a common segment through Enerhaugen with a terminus at
Construction
Construction of the Grorud Line started in February 1956. Landwork and electrical equipment was contracted to developers, while the
![](http://upload.wikimedia.org/wikipedia/commons/thumb/0/0d/Grorudbanen_construction_11.jpg/220px-Grorudbanen_construction_11.jpg)
The first parts of construction started in February 1956 at Rødtvet. Most of the earthwork was concluded by early 1964 on the 6.7 kilometers (4.2 mi) section from Hasle to Grorud. This included building a 37-million-kroner tunnel under Ring 3 and the Alna Line.[33] The construction of the Grorud Line ran parallel with a large-scale residential construction along the line, especially on the upper sections. Commuter towns with a mix of row housing, condominiums and high-rises were built along the line, often concentrating close to the stations. Some also received small shopping centers.[33]
The Grorud Line was originally planned as the inaugural part of the metro, as it was the line which would receive the most traffic. However, lack of sufficient personnel and technical difficulties caused a last-minute shift in these plans and instead the Lambertseter Line opened on 22 May 1966.[34] Opening of the Grorud Line from Tøyen to Grorud was therefore delayed until 16 November 1966.[35] The line took into use T1000 trains which could be up to six cars long.[36] Originally the service terminated at Jernbanetorget in the city center,[37] in addition to a service which ran via the branch from Carl Berners plass to the Lambertseter Line, and terminated at Ryen.[38]
![](http://upload.wikimedia.org/wikipedia/commons/thumb/0/03/Kalbakken_stasjon.jpg/220px-Kalbakken_stasjon.jpg)
The line was extended three during the 1970s, when new residential areas further northeast in the valley were completed. The first extension opened on 3 March 1974 from grorud to Rommen.[37] Most of this ran through a tunnel, including Romsås Station. However, that station was not completed and for the expansion only Rommen was taken into use. The second extension took place on 18 August, with the tunnel from Rommen to Stovner. On the same date Romsås State opened. The final opening took place on 21 December 1975 when the tunnel past Stovener was extended to Vestli.[39]
Operating history
On 9 January 1977, the city center service was extended to
![](http://upload.wikimedia.org/wikipedia/commons/thumb/1/1d/Grorudbanen_Vollebekk.jpg/220px-Grorudbanen_Vollebekk.jpg)
Line 5 had its western terminus extended to Storo on 20 August 2003, when the first part of the Ring Line opened.
Construction of the 1.6 kilometers (0.99 mi) Løren Line began in June 2013. It was scheduled for completion in October 2015 and it was opened in 2016. As part of the project three stations, Romsås, Stovner and Vestli, were to receive upgrades. The work involved closing the Grorud Line's southern portion between September and December 2013.
Future
![](http://upload.wikimedia.org/wikipedia/commons/thumb/8/88/Roms_t_tog_vest.jpg/220px-Roms_t_tog_vest.jpg)
Ruter has also proposed building a connection with the Furuset Line, between Furuset and Økern. Trains running on the line will connect to the Ring Line via the Løren Line.[49] Other proposals involve extending the line to Slattum in Nittedal.[50]
In the western end of the Grorudalen, a branch from Stovner has been proposed to connect to the Furuset Line. It would have new stations at Øvre Stovner, Lørenskog Station of the Trunk Line and the Oslo Commuter Rail, and Visperud.[51] Visperud has also been proposed as a location for a park and ride for between 500 and 2,000 cars, as it is located on National Road 159 and European Route E6.[52] Part of the rationale is to serve the new suburb of Skårerødgården, which is planned with 1,200 new houses, located within the catchment area of Lørenskog Station.[51] The line would run entirely underground.[53] The cost of building the 4.8 kilometers (3.0 mi) from Ellingsrudåsen to Stovner is estimated at NOK 2.4 billion.[54]
Independent of the northern extension, is a branch from the Furuset Line to a point on the Grorud Line.[49] The plan is to build a new line from Økern via Breivoll, where there would be an interchange with the Trunk Line, to Trosterud Station on the Furuset Line. Such a cross connection will allow both interconnection between the lower levels of the Grorud Line and the Furuset Line, and at the same time give access from the Furuset Line to the Ring Line. In addition to this, the plans call for a parallel line to the Furuset Line to run through the lower parts of Grurudalen, between the Furuset Line and the Trunk Line. This line could either connect to the Furuset Line at Furuset, or run across the valley, via Grorud Station on the Trunk Line, and connect to the Grorud Line at Rommen.[55]
Notes
- ^ Bjerke & Holom (2004, p. 350)
- ^ a b Haldsrud (2013, p. 87)
- ^ Haldsrud (2013, p. 88)
- ^ Haldsrud (2013, p. 89)
- ^ Haldsrud (2013, p. 91)
- ^ Haldsrud (2013, p. 93)
- ^ Haldsrud (2013, p. 95)
- ^ Haldsrud (2013, p. 97)
- ^ Haldsrud (2013, p. 99)
- ^ Haldsrud (2013, p. 103)
- ^ Haldsrud (2013, p. 104)
- ^ Haldsrud (2013, p. 106)
- ^ Haldsrud (2013, p. 108)
- ^ a b Ruter. "Rutetider T-banen" (PDF) (in Norwegian). Archived from the original (PDF) on 6 June 2014. Retrieved 5 June 2014.
- ^ Sporveien. "Om Sporveien" (in Norwegian). Archived from the original on 15 March 2015. Retrieved 5 June 2014.
- ^ Norwegian Broadcasting Corporation. Archived from the originalon 25 April 2010. Retrieved 4 May 2010.
- ^ a b Haakaas, Einar (14 August 2005). "Tunnelras i retten Kamp om utgifter etter byggetabben i Hasletunnelen". Aftenposten (in Norwegian). p. 10.
- ^ Haldsrud (2013, p. 27)
- ^ Haldsrud (2013, p. 28)
- ^ Haldsrud (2013, p. 31)
- ^ Haldsrud (2013, p. 34)
- ^ Haldsrud (2013, p. 35)
- ^ Fasting (1975, p. 118)
- ^ a b Strandholt (1994, p. 207)
- ^ Oslo City Archive. "Tunnelbanekontoret" (in Norwegian). Archived from the original on 22 July 2011. Retrieved 22 November 2010.
- ^ Haldsrud (2013, p. 37)
- ^ Haldsrud (2013, p. 42)
- ^ Strandholt (1994, p. 208)
- ^ Strandholt (1994, p. 209)
- ^ Strandholt (1994, p. 211)
- ^ Haldsrud (2013, p. 46)
- ^ Haldsrud (2013, p. 48)
- ^ a b Haldsrud (2013, p. 83)
- ^ Haldsrud (2013, p. 53)
- ^ Aspenberg (1994, p. 29)
- ^ Strandholt (1994, p. 210)
- ^ a b c Aspenberg (1994, p. 30)
- ^ Aspenberg (1994, p. 33)
- ^ Aspenberg (1994, p. 87)
- ^ Haldsrud (2013, p. 153)
- ^ Wiik, Karsten (8 April 1995). "Stor ruteomlegging". Aftenposten (in Norwegian). p. 43.
- ^ Skomakerstuen, Bjørn (15 August 2003). "Tyvstart for T-baneringen". Aftenposten (in Norwegian). p. 12.
- ^ Nergård, Eirik (17 August 2006). "Én ring skal samle Oslo". Dagsavisen (in Norwegian). p. 34.
- Oslo T-banedrift (2006). "Nye T-banevoger i prøvedrift" (PDF) (in Norwegian). Archived from the original(PDF) on 2011-05-26.
- Akers Avis Groruddalen (in Norwegian). Archived from the originalon 19 July 2011. Retrieved 26 November 2010.
- Nordstrands Blad. Retrieved 5 June 2014.
- ^ "Sporveien inngår millionkontrakt i Oslo" (in Norwegian). Norwegian News Agency. 13 May 2013.
- ^ "Oslopakke 3 – Beskrivelse av tiltaksporteføljen for Oslo og Akershus" (in Norwegian). Norwegian Public Roads Administration. Archived from the original on 10 March 2011. Retrieved 26 November 2010.
- ^ a b "K2010" (PDF) (in Norwegian). Ruter. p. 72. Archived from the original (PDF) on 7 August 2011. Retrieved 26 November 2010.
- ^ Sunde, Knut Olaf (May 2006). "Offentlig Transport i Oslo-området" (in Norwegian). Archived from the original on 24 July 2011. Retrieved 26 November 2010.
- ^ a b Akershus County Municipality (2008, p. 38)
- ^ Akershus County Municipality (2008, p. 10)
- ^ Akershus County Municipality (2008, p. 35)
- ^ Akershus County Municipality (2008, p. 75)
- ^ "Planprogram Breivoll- /Alanområdet" (PDF) (in Norwegian). Oslo Municipality. p. 51. Archived from the original (PDF) on 17 July 2011. Retrieved 30 November 2010.
References
- Akershus County Municipality (2008). "Baneløsninger på Nedre Romerike" (PDF) (in Norwegian). Archived from the original (PDF) on 19 July 2011. Retrieved 30 November 2010.
- ISBN 82-91448-03-5.
- Bjerke, Thor & Holom, Finn (2004). Banedata 2004. Oslo / Hamar: ISBN 82-90286-28-7.
- Fasting, Kåre (1975). Sporveier i Oslo gjennom 100 år : 1875-1975. Oslo: Oslo Sporveier. ISBN 82-504-0116-6.
- Haldsrud, Stian (2013). Banen og byen (in Norwegian). Oslo: Storbyforlaget. ISBN 978-82-999426-0-7.
- Strandholt, Thorleif (1994). A/S Oslo Sporveier – Busser, T-banen (in Norwegian). Oslo: Sporvejshistorisk Selskab. ISBN 87-87589-35-4.
External links
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