History of the Oslo Tramway and Metro

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Forskningsparken
mainline railway
(black)
Map showing the Oslo Tramway in 1939

The history of the

Oslo Tramway and Oslo Metro in Oslo (Kristiania until 1925), Norway, starts in 1875, when Kristiania Sporveisselskab (KSS) opened two horsecar lines through the city centre. In 1894, Kristiania Elektriske Sporvei (KES) built the first electric street tramways, which ran west from the city centre. Within six years, all tramways were electric. The city council established Kristiania Kommunale Sporveie (KKS) in 1899, which built three lines before it was sold to KSS six years later. Both KSS and KES were taken over by the municipality in 1924, becoming Oslo Sporveier
. The company gradually expanded the city tram network, which reached its peak length in 1939.

The

Sognsvann Line (1934) and the Kolsås Line (1942). From 1928, they ran to the city centre via the Common Tunnel. East of the city, the Ekeberg Line opened in 1917, followed by the Østensjø Line (opened in 1926) and the Lambertseter Line (1957). The light rail lines were built by three private companies, Holmenkolbanen, Ekebergbanen and Bærumsbanen
. By 1975, all had been bought by Oslo Sporveier.

The Oslo Metro opened in 1966, consisting of a line through the Common Tunnel to

Jernbanetorget and the upgraded Lambertseter light rail line. The same year the Grorud Line opened. The next year the Østensjø Line was connected, and in 1970 the Furuset Line opened. The city council decided to close the tramways in 1960, and several lines were closed until the decision was revoked in 1977. In 1987, the Common Tunnel was completed. From 1993, the western lines were upgraded and connected to the Metro, allowing Metro trains to run through the city centre. The Metro's Ring Line
was completed in 2006.

Street trams

Horsecars

Main article: Kristiania Sporveisselskab

The first attempt to introduce horsecar operations in Oslo (at the time called Christiania) were in 1868, when the engineer

Jens Theodor Pauldan Vogt and the architect Paul Due applied for a concession.[1] The application was rejected because the city council felt that the streets were too narrow. They made a second application in April 1874, and this time permission was granted. On 26 August 1874, Vogt and Due established Christiania Sporveisselskab ("Christiania Tramway Company"). Twenty-two 4.1-metre (13 ft) long cars were delivered from the United States manufacturer John Stephenson Company, arriving in Christiania on 31 August 1875. The official opening took place on 6 October 1875.[2][3] In 1879, the city and company changed the spelling of the name "Christiania" to "Kristiania".[4]

Trams at Athenum in 1904

The system initially had four

Homansbyen, where the depot was located. In addition, there was a short connecting line between the Ullevål Hageby Line and the Vestbanen Line, but it was closed on 19 October 1875. The two lines that connected to the station only ran services that corresponded with train arrivals and departures; the other two lines had fixed fifteen-minute headway—decreasing to ten minutes from 22 June 1876. During the winter of 1875 and 1876, the company attempted to use sleds instead of wagons. They took delivery of seventeen units, but these were not as suitable as the wagons and the company instead chose to salt the rail tracks.[3]

Profits were made immediately, and in 1877 an additional seven cars were delivered. The following year, a new line from Stortorvet to

double track.[3] Between 1887 and 1892, the company took delivery of 14 additional cars from Skabo Jernbanevognfabrikk, the same length as the Stephenson cars. The last horsecar delivery was 15 cars from Falkenried in 1897, which were designed so they could be converted to electric tram trailers. They were 6.6 metres (22 ft) long and remained in service until 1939.[5] In 1880, Kristiania Sporveisselskab registered a ridership of 1,499,000 passengers.[6]

Electrification

Main article: Kristiania Elektriske Sporvei

The horsecar system was more expensive to operate than electric trams, and Christiania (later Kristiania) Elektriske Sporvei ("Kristiania Electric Tramway") was founded to establish an electric tram service. The initiative came from the

Skøyen station on 21 June 1903 and is now known as the Skøyen Line.[11]

Tram at Carl Johans Gate and Egertorget in 1907

The last street line built by KES was the Frogner Line, which opened in 1902 from Solli plass on the Skøyen Line to Frogner plass. It was extended to Majorstuen, where the depot was located, on 15 May 1914. From 1909, KES introduced numbered services, with the Briskeby Line numbered 1, the Frogner Line numbered 2 and the Skøyen Line numbered 3.[11] KES bought 78 motorized cars and 66 unmotorized trailers; of which 20 cars were later rebuilt to trailers. The main manufacturers were Herbrand, Falkenried and Skabo, who delivering a continual stream of stock to the company until 1914. From then until 1925, there was sufficient rolling stock that only ten more vehicles were delivered.[12][13]

KSS decided to convert its lines to electric traction as well.

meter gauge. One of the original Stephenson cars has been preserved at the Oslo Tramway Museum.[5]

The Vestbanen Line was extended west from Vestbanen station towards Skillebekk in two stages, on 21 December 1898 and again on 23 June 1899. The Gamlebyen Line was extended further east on 17 November 1899 to

Grefsen Station on 28 November 1902.[14] For the electrification, KSS ordered 47 new trams from Falkenried and Waggonfabrik Linke-Hoffmann; these remained in service until 1967.[15] In 1900, the tramway had a ridership of almost 17 million passengers, or 75 trips per inhabitant.[8]

First municipal trams

Main article: Kristiania Kommunale Sporveie

Since both tram companies were profitable, the city council decided to start another service—Kristiania Kommunale Sporveie (KKS, "Kristiania Municipal Tramways")—the first municipally owned tram operator in Norway.

Sagene Ring was the first line, which opened on 24 November 1899 from Sagene to Akersgata, where there was a connection onwards to Østbanen station using KES tracks. On 26 January 1901, a connection line was built from Tollbugaten to Kirkeristen in the city centre to avoid running on KES tracks.[16]

Heritage tram no. 70 in Oslo Sporveier livery that was inherited from KSS.

A second KKS line was opened on 27 March 1900, from Nybrua, located on the KSS's Grünerløkka–Torshov Line, via Trondheimsveien to Rodeløkka. Named the Rodeløkka Line, the southern section would later become part of the Sinsen Line. From Nybrua to the city centre, KSS track was used. The depot was located at Rodeløkka. A third line opened on 28 August 1900, from Tollbugaten in the city centre southwards to Festningsbryggen at Vippetangen—the Vippetangen Line. Again, KSS track was needed to connect the line into the city centre.[16] Twenty cars and twelve trailers were bought from Busch with electric components delivered from Schuk—stock that remained in service until 1967.[15] The company failed to make any profits, and was sold to KSS in 1905.[16]

Consolidation

After the take-over in 1905, KSS was operating seven routes: Homansbyen–Oslo, Homansbyen–Sannergata, Munkedamsveien–Sannergata–Grefsen, Munkedamsveien–Vålerenga, Sagene – St. Hanshaugen – Kampen, St. Hanshaugen – Rodeløkka and Stortorvet–Vippetangen. KSS extended the Vippetangen Line on 8 November 1905, and opened an extension from Homansbyen to Adamstuen on 24 September 1909. KSS and KES agreed to link their two networks, and a connecting line opened on 1 May 1912 between Homansbyen and

Rosenborg station on KES's Line 1. An extension of the Vestbanen Line to Skillebekk was finished on 2 November 1911.[17]

KES tram on the Skøyen Line in 1919

This expansion caused the need for more rolling stock, and KSS took delivery of 42 trams from Falkenried and Skabo between 1912 and 1914. At 10.5 metres (34 ft) long they were somewhat longer than the other trams.

Brill and Busch, commonly referred to as the HaWa Class.[15] KSS had an annual ridership of almost 60 million in 1922.[18]

Light rail

Holmenkolbanen

Main article: Holmenkolbanen
Nationaltheatret
in 1928

Frognerseteren station to Tryvann, which was single track and used for freight was demolished in 1939.[20][22][23]

In 1912, Holmenkolbanen started construction of a 2.0-kilometre (1.2 mi) long tunnel from Majorstuen station to

Sognsvann station with 11 new stations. The Smestad Line was extended 2.8 kilometres (1.7 mi) to Røa station in 1935 with six new stations and was renamed Røa Line.[24]

Ekeberg Line

Main article: Ekeberg Line
Ekeberg trams at Stortorvet in the city centre in 1918

The

Ljabru station on 17 September 1941, but the extension remained single track until 1967.[26]

Lilleaker Line

Main article: Lilleaker Line
Jar station on the Lilleaker Line
in 1935

The success of the light rail lines tempted KES to extend the Skøyen Line west from Skøyen as a suburban line. The Lilleaker Line opened to

Sørbyhaugen station opened in 1942, connecting the Jar—Kolsås Line to Nationaltheatret station. The Jar—Kolsås Line was upgraded and the stock was replaced with wider suburban trams. Kolsås station is 16.7 kilometres (10.4 mi) from Nationaltheatret station.[28][29]

Akersbanerne

Main article: Akersbanerne

Before its 1948 merger with the city of Oslo, Aker was a municipality which surrounded Oslo on all sides.[30] Akersbanerne ("The Aker Lines") was founded on 7 June 1917 by Aker Municipality to coordinate the construction of a new light rail line from Kristiania to new suburbs in Aker.[31] The company planned to build several lines from the ends of the street tramways and extend them on grade-separated rights-of-way. Construction of the Østensjø Line started in 1922 and opened from Vålerenga eastwards to Bryn on 18 December 1923, and to Oppsal on 10 January 1926.[31] For the first three years, street trams operated by KSS, and later Oslo Sporveier, ran the 1.5-kilometre (0.93 mi) route to Bryn. After the full line opened, spanning another 3.2 kilometres (2.0 mi), Akersbanerne could not reach agreement with Oslo Sporveier, owned by Oslo Municipality. It was not until 1937 that direct services to the city centre were provided via the Vålerenga Line.[24]

Second World War

The tramways of Oslo experienced a higher ridership and several sabotage actions during the Second World War.[32] During the "April Days of 1940", rumour had it that Oslo was going to be bombed, and the tram service was therefore stopped for half an hour that day.[33] Later, on 19 December 1943, an explosion at the ammunition supply at Filipstad caused a total stop of tramway service from 14:30 a.m.[34] A small explosion accident also took place at Vålerenga Depot in December 1944.[35] On 31 December 1944, a tram was hit by an airbomb at Drammensveien (now Henrik Ibsens gate) next to the Palace Park, where all passengers but the conductor were killed.[35]

Due to a low supply of petrol, bus traffic was replaced by electric tramways during the war.[33] The trams experienced therefore an increase in ridership, from 64 million passengers per year in 1939 to 151 million in 1944.[36] The three lines of Holmenkolbanen had together a ridership of 9.5 billion in 1939, 10.9 billions in 1940, 21 billions in 1943 and at the peak 22.6 billion passengers in 1945.[37] In addition to the regular tram passenger services, Oslo Sporveier started to transport goods across the city in tram wagons.[36]

The leadership of the tramway was transferred to the German occupiers, who printed tickets and signs with Nazi emblems on them.[38] If a passenger "demonstrated" by changing his seat when seated next to a German officer, he was expelled at the next stop.[39]

Except from damage to the rail tracks at

Frøen caused by a bomb, the Oslo Metro experienced no sabotage actions.[40][41]

Municipalization

Main article: Oslo Sporveier
Kjelsås tram in 1934

The city had granted concessions to the two private tram companies until 1924, after which the city could

expropriate the companies. Both companies were well run and highly profitable, and on 1 May 1924, KSS and KES were merged and taken over by the city council, which gave the new company the name Kristiania Sporveier ("Kristiania Tramways"). The municipality owned 51 per cent.[42] On 1 January 1925, the city changed its name to Oslo, with the company's name also changing. The light rail lines operated by Holmenkolbanen and Ekebergbanen were not taken over, nor was the Lilleaker Line operated by KES; the city council did not want to take over tram lines in Aker. The Lilleaker Line operations of KES were transferred to the private company Bærumsbanen ("The Bærum Line").[16][43]

After the take-over, Oslo Sporveier immediately started expanding the tram network.

Sinsen. At this point the city had its most extensive tram network.[16]

Holmenkolbanen had built-up large debts in building the underground section to Nationaltheatret, including large amounts of compensation to house-owners who had their buildings damaged during construction. To finance their debt, the Akersbanerne-owned Smestad Line was transferred to Holmenkolbanen on 16 November 1933, with Akersbanerene taking over the majority of shares in Holmenkolbanen. The latter remained listed on the

trolleybus lines from 1939.[46] On 1 October 1944, Oslo Sporveier bought Bærumsbanen and took over the operation of the Lillaker and Østensjø Lines.[47] On 1 January 1948, the municipalities of Oslo and Aker merged,[24] and on 31 May 1949, the two municipally-owned companies, Oslo Sporveier and Akersbanerne, merged, taking the name of Oslo Sporveier.[31] The following year, Oslo Sporveier took over Ekebergbanen.[44] In 1975, Oslo Sporveier bought all but a few of the shares in Holmenkolbanen, and at the same time took over operation of all the suburban lines.[26]

Partial closing

In 1960, the city council decided to close the whole tramway, including the Ekeberg Line

The Oslo Tramway had a ridership of 108 million passengers in 1948.[44] On 17 January 1949, the Korsvoll Line became the first tram line to be closed.[44] followed by the Rodeløkka Line on 6 February.[44] The latter reopened following a new route on 2 January 1955.[48] In 1960, with the deregulation of the sale of cars, cheap diesel and the decision to build the metro, the city council decided to close the tram and the trolleybus networks. Tracks would be kept and trams would run until they would be naturally retired. However, no major investments would be made in the lines or rolling stock. Within a year, the Kampen, Rodeløkka, Vippetangen, Simensbråten and Vestbanen Lines were closed,[49] as were trolleybus lines 18 and 24. The remaining two trolleybus routes were closed in 1968.[44] On 24 June 1968, Vålerenga Line was closed.[50]

However, no further tram lines were closed. In 1969, the site of the turning loop at Sinsen needed to be moved to allow the construction of the Sinsen Interchange. Instead of closing the line, Oslo Sporveier chose to build a new loop at Muselunden at Sinsen. The Ekeberg Line was scheduled to close in 1972, because a new line needed to be built to allow passage during the construction of Oslo Central Station, which would replace the Østbanen. After heavy protests from Ekeberg residents, Oslo Sporveier chose to build a loop in Vognmannsgata in the city centre.[41]

Metro

Main article: Oslo Metro
Mortensrud
on the Østensjø Line.

The city established the Metro Office on 15 September 1949, and the first plans were launched in 1951.

cab signaling with automatic train protection, stations long enough for six-car trains and level crossings replaced by bridges and underpasses—specifications christened "metro standard" by Oslo Sporveier.[52]

The Østensjø Line would be converted to metro standard, and three new lines would be built. The

overhead wires, low platforms and was served using trams. The Ekeberg Line would remain a tramway. The Lambertseter Line served the area located between the Ekeberg and Østensjø Lines. The Østensjø Line was extended to Bøler station in 1958.[52]

Schematic of the Oslo Metro as of 2010. Six of the branches were originally built as light rail lines.

The Metro took delivery of

Jernbanetorget station in the city centre, located beside the Østbanen. The same day, the Lambertseter Line was reopened after it had been upgraded to metro standard. On 16 October 1966, the then 9.2-kilometre (5.7 mi) and twelve station long Grorud Line, which ran northeast on the northern hillside of the Grorud Valley, opened to Grorud station. The Lambertseter Line was connected to the system in 1967, when the line was extended to Skullerud station.[53]

The

Ellingsrudåsen station, which is 11.5 kilometres (7.1 mi) from Jernbanetorget.[54] The western light rail lines took delivery of 33 T1300 train cars from 1978 to 1981, with an additional 16 converted from the existing T1000 cars. The T1300 cars differed in that they could run on both third rail and overhead wires. Although not connected to the metro, the western lines were gradually becoming more like the metro, although they retained overhead wires, a different signaling system and shorter platforms.[53]

Common Tunnel

Main article: Common Tunnel

The western lines terminated at an underground station on the west side of the city centre, while the metro terminated at an underground station at the east side of the city centre. The two termini were located 1.2 kilometres (0.75 mi) apart.

Montebello station, respectively.[55][37] In 1994, six two-car T2000 trains were delivered for the Holmenkollen Line to meet the need for more rolling stock. Additional orders of the class were originally planned to replace the older stock, but the T2000 trains proved unreliable and no further order was made.[56]

Nydalen on the Ring Line

In 2003, the section of the Kolsås Line in

MX3000 trains, which replaced all the old stock.[60] By 2010, all T1000, T1300 and T2000 trains had been retired.[61] In 2010, the Holmenkollen Line reopened with metro standard, after it had been closed for renovation for a year.[62]

Revival of the tramway

Majorstuen
.

In 1977, the city council changed their decision to close down the tramway.

articulated trams were delivered in 1982 and 1983, followed by a further fifteen in 1989 and 1990.[65] Oslo Sporveier merged with Holmenkolbanen in 1991, and with Ekebergbanen in 1993.[26]

During the 1990s, a number of expansions were made to the tram network. The disused line from Storo via the depot at Grefsen to Sinsen opened for revenue traffic in 1993. In 1995, the

Rikshospitalet. For these new lines, 32 SL95 low-floor trams were delivered from 1996 to 2004, replacing all but the SL79 units.[66] The voltage was increased from 600 to 750 volts on 4 June 2000, once all non-articulated trams had been retired.[27]

The SL95 low-floor trams were introduced in 2000

In 2002, Oslo Sporveier announced that it would close the Ekeberg, Sinsen, Briskeby and Kjelsås Lines to reduce costs. Only the Kjelsås Line was actually closed and replaced by buses, which occurred 21 November 2002. After local protests, and a compromise in the city council, the Kjelsås Line was reopened on 22 November 2004.[67]

On 1 July 2003, Oslo Sporveier was reorganized with the operation of the trams transferred to

Kollektivtransportproduksjon ("Public Transport Production"). The latter also became the parent of the operating companies, who retained the actual running of the trams and metro trains. The brand name Oslo Sporveier was discontinued on 1 January 2008, when Ruter was created as a merger between the Oslo Public Transport Administration and Stor-Oslo Lokaltrafikk ("Greater Oslo Local Traffic")—which had been responsible for public transport in Akershus.[43]

Preservation

Main article: Oslo Tramway Museum

In 1966, the Oslo Tramway Museum was founded to preserve the tramway and trolleybus vehicles. The museum is run by a 450-member non-profit organization Lokaltrafikkhistorisk Forening (LTF, "Local Traffic History Association").[68] It was founded as a reaction to the aftermath of the closing of the Bergen Tramway, where only a single tram was preserved, and where volunteers realized that a similar lack of preservation could happen in Oslo. As of 2004, the museum had 56 rail vehicles, 31 buses and seven other vehicles, including four trolleybuses.[69] It has a museum with 25 trams and 10 buses on display at Majorstuen,[70] as well as a full heritage tramway, including Slemdal station, which is under construction at Vinterbro.[71]

Future plans

Main article: Oslo Package 3
MX3000
stock started in 2006.

Oslo Package 3 is a political agreement between all the major projects on what to spend public funding for transport in Oslo and Akershus on. The agreement was made in 2007, and consists of 53 billion Norwegian krone (NOK), which will be shared between investments in road infrastructure, public transport infrastructure, and operating subsidies for Ruter. Financing comes from the state, the counties and from toll roads. The agreement states the major investments which are planned during a 20-year period. In addition, the previous agreement, Oslo Package 2, still has funding for some smaller projects.[72]

An upgrade of the Kolsås Line to metro standard started in 2006,

Homansbyen Station is planned between Majorstuen and Nationaltheatret. The Grorud Line is planned be connected to the Ring Line via the Løren Line, allowing trains to run directly from Grorud to the Ring via a station at Løren. An extension has been proposed for the Furuset Line to Lørenskog, which would give stations at Visperud, Lørenskog Centre and a new terminus at Akershus University Hospital (Ahus). The travel time from Ahus to Jernbanetorget would be 27 minutes.[72]

The

Furulund via Lysaker Station to Fornebu. The line was previously planned as a people mover, but the solution was unsuccessful, and planning now focuses on building a tramway instead. An extension of the Sinsen Line to Tonsenhagen is planned.[72]

References

Notes

  1. ^ "A/S Kristiania Sporveisselskab (A-40204)". Oslo City Archive (in Norwegian). Retrieved 8 December 2010.
  2. Oslo Sporvognsdrift. "Oslotrikkens røtter går tilbake til 1875" [The roots of the Oslo Tramway go back to 1875.] (in Norwegian). Archived from the original
    on 22 July 2011. Retrieved 22 November 2010.
  3. ^ a b c Aspenberg 1994, p. 6.
  4. Store norske leksikon
    (in Norwegian). Oslo: Kunnskapsforlaget. Retrieved 22 November 2010.
  5. ^ a b Aspenberg 1994, p. 39.
  6. ^ Fasting 1975, p. 157.
  7. ^ Nilsen 1998, p. 43.
  8. ^ a b Hartmann & Mangset 2001, p. 17.
  9. ^ Andersen 1992, p. 13.
  10. ^ Fristad 1987, p. 25.
  11. ^ a b c d Aspenberg 1994, p. 7.
  12. ^ Aspenberg 1994, p. 43.
  13. ^ Aspenberg 1994, p. 44.
  14. ^ a b Aspenberg 1994, p. 10.
  15. ^ a b c d Aspenberg 1994, p. 45.
  16. ^ a b c d e f Aspenberg 1994, p. 9.
  17. ^ a b Aspenberg 1994, p. 11.
  18. ^ Hartmann & Mangset 2001, p. 57.
  19. ^ Aspenberg 1994, p. 8.
  20. ^ a b c Aspenberg 1994, p. 38.
  21. ^ Aspenberg 1994, p. 12.
  22. ^ Aspenberg 1994, p. 14.
  23. ^ Bjerke & Holom 1994, p. 347.
  24. ^ a b c d e Aspenberg 1994, p. 16–7.
  25. ^ "A/S Ekebergbanen" (in Norwegian). Oslo City Archive. Archived from the original on 22 July 2011. Retrieved 21 November 2010.
  26. ^ a b c d Aspenberg 1994, p. 15.
  27. ^ a b Bjerke & Holom 1994, p. 348.
  28. ^ Bjerke & Holom 1994, p. 346.
  29. ^
    Oslo T-banedrift. Archived from the original
    on 26 May 2011. Retrieved 9 June 2008.
  30. Store norske leksikon
    (in Norwegian). Oslo: Kunnskapsforlaget.
  31. ^ a b c "A/S Akersbanerne" (in Norwegian). Oslo City Archive. Archived from the original on 22 July 2011. Retrieved 22 November 2010.
  32. ^ Fristad 1987, p. 94.
  33. ^ a b Fristad 1987, p. 95.
  34. ^ Fristad 1987, p. 99.
  35. ^ a b Fristad 1987, p. 100.
  36. ^ a b Fristad 1987, p. 96.
  37. ^ a b Aspenberg 1994, p. 30.
  38. ^ 20 øre (Ticket) (in Norwegian). Oslo: AS Oslo Sporveier.
  39. ^ Nilsen 1998, p. 124.
  40. ^ Nilsen 1998, p. 126.
  41. ^ a b Aspenberg 1994, p. 31.
  42. ^
    Store norske leksikon
    (in Norwegian). Oslo: Kunnskapsforlaget.
  43. ^ a b "Tidslinje" [Timeline] (in Norwegian). Ruter. Archived from the original on 21 June 2008. Retrieved 19 August 2008.
  44. ^ a b c d e f Thuesen, Waage & Lorentzen 2007, p. 123.
  45. ^ Aspenberg, 1994: 48–49
  46. ^ Aspenberg 1994, p. 21.
  47. ^ "A/S Bærumsbanen" (in Norwegian). Oslo City Archive. Archived from the original on 22 July 2011. Retrieved 22 November 2010.
  48. ^ Aspenberg 1994, p. 24.
  49. ^ Aspenberg 1994, p. 5.
  50. ^ Aspenberg 1994, p. 22.
  51. ^ "Tunnelbanekontoret" [The subway office] (in Norwegian). Oslo City Archive. Archived from the original on 22 July 2011. Retrieved 22 November 2010.
  52. ^ a b Aspenberg 1994, p. 29.
  53. ^ a b Aspenberg 1994, p. 62–3.
  54. ^ Aspenberg 1994, p. 29–30.
  55. ^ "Milepæler 1875–2005" [Milestones 1875-2005]. Oslo Sporveier. Archived from the original on 29 April 2008. Retrieved 9 June 2008.
  56. ^ Johansson, Erik W. (1995). "T2000 – AS Oslo Sporveiers nye T-banevogner". På Sporet. 81: 44–6.
  57. ^ "Kolsåsbanen i mai" [The Kolsås Line in May] (in Norwegian). Oslo T-banedrift. Archived from the original on 26 May 2011. Retrieved 21 November 2010.
  58. ^ Svenningsen, Jens (17 August 2010). "Banen nærmer seg Bærum" [The line approaches Bærum]. Budstikka (in Norwegian). www.budstikka.no. Archived from the original on 20 August 2010. Retrieved 19 October 2010.
  59. Akers Avis Groruddalen
    (in Norwegian). 28 July 2004.
  60. Oslo T-banedrift. 2006. Archived from the original
    (PDF) on 26 May 2011.
  61. www.nrk.no. Archived from the original
    on 25 April 2010. Retrieved 4 May 2010.
  62. www.nrk.no. Archived from the original
    on 25 April 2010. Retrieved 4 May 2010.
  63. ^ Hartmann & Mangset 2001, p. 108.
  64. ^ Aspenberg 1994, p. 34.
  65. ^ Aspenberg 1994, p. 51–2.
  66. ^ "Leddtrikk SL 95" (in Norwegian). Ruter. Archived from the original on 15 June 2008. Retrieved 22 November 2010.
  67. ^
  68. Lokaltrafikkhistorisk Forening (in Norwegian). www.sporveismuseet.no. 29 August 2000. Archived from the original
    on 15 May 2011. Retrieved 17 March 2009.
  69. Lokaltrafikkhistorisk Forening (in Norwegian). www.sporveismuseet.no. 20 March 2004. Archived from the original
    on 11 June 2011. Retrieved 17 March 2009.
  70. Lokaltrafikkhistorisk Forening (in Norwegian). www.sporveismuseet.no. 7 November 1999. Archived from the original
    on 18 October 2003. Retrieved 17 March 2009.
  71. Lokaltrafikkhistorisk Forening (in Norwegian). www.sporveismusset.no. 29 April 2008. Archived from the original
    on 15 May 2011. Retrieved 17 March 2009.
  72. ^ a b c "Oslopakke 3" [Oslo Package 3]. Akershus County Municipality (in Norwegian). www.akershus.no. 29 May 2006. Archived from the original on 19 July 2011. Retrieved 22 November 2010.
  73. ^ "Husebybakken stasjon nedlegges" [Husebybakken Station will be closed]. Ruter (in Norwegian). ruter.no. Archived from the original on 1 August 2008. Retrieved 13 August 2008.
  74. ^ Halvor, Hegtun (15 March 2009). "Kolsåsbanen i det blå" [Kolsås Line in the blue]. Aftenposten (in Norwegian). www.aftenposten.no. Archived from the original on 24 May 2011. Retrieved 16 March 2009.
  75. ^ "Tilgjengelighet i Fjordbyen: Del 3 Prinsipper for transportsystemet" [Accessibility in the Fjord City: Part 3 - The foundamentals for the transportation system] (PDF). Oslo Waterfront Planning Office. www.prosjekt-fjordbyen.oslo.kommune.no: 87. 16 November 2006. Archived from the original (PDF) on 24 July 2011. Retrieved 22 November 2010.

Bibliography

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