Røa Line

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Røa Line
standard gauge
Electrification750 V DC third rail
Operating speed70 km/h (43 mph)
Highest elevation142.4 m (467 ft)
Route map

Legend
km.0
elev
in m
10.2
Østerås
130.0
9.6
 Lijordet
123.2
8.9
 Eiksmarka
138.5
8.9
 Grini
138.5
Lysakerelva
7.9
 Ekraveien
137.3
7.5
 Røa
142.4
7.0
 Huseby skole
133.4
6.7
 Hovseter
135.6
6.1
 Holmen
119.4
5.4
 Makrellbekken
99.6
Kolsås Line
4.6
Smestad
63.7
4.2
 Heggeli
55.0
3.8
Borgen
54.0
3.4
 Volvat
52.3
Sognsvann Line
2.7
Majorstuen
47.7
Common Tunnel
km
This diagram:

The Røa Line (

Oslo T-banedrift on contract with the public transport agency Ruter
.

The first part of the line, originally a

Holmenkoll Line's terminus. In 1928, the line received a connection to the city center when the first part of the Common Tunnel was completed. In 1935, the first extension of the Røa Line proper was made, when the line was extended to Røa. In 1942, the Kolsås Line became a branch. Additional extensions to the Røa Line were made in 1948 to Grini, in 1951 to Lijordet and in 1972 to Østerås. By then, the line had become an integrated part of the municipal Oslo Sporveier. The line was upgraded to rapid transit in 1995, became part of the metro and started running through the city center.[1]

History

Establishment

Construction of housing in the

Majorstuen in 1894. Four years later, fund-raising started to build the Aker Avenue towards Smestad, but the recession made fund-raising difficult. The plans were launched again in 1904, and subsequently revised in 1908, by which time they including a tramway along the avenue. In 1910, A. S. Guldberg, Iver Lycke, W. Munthes-Kaas and H. A. Mørk applied for a concession to build a tramway along the route. This was granted by the municipal council in Aker on 26 May. The four individuals then transferred their rights to the municipality, who started negotiating rights with KES, and Holmenkolbanen—the latter who had a suburban tramway running from Majorstuen, the Holmenkollen Line.[2]

An arrangement was made with Holmenkolbanen, where the municipality would

Smestad, which were the only stations in addition to Majorstuen. Holmenkolbanen used a single tram, with departures every 20 minutes. There were extra departures from Borgen to Majorstuen during the afternoon rush-hour.[3]

Nationaltheatret expansion

Main article:
Nationaltheatret (station)

The process of extending the Holmenkollen Line from Majorstuen to the city center had started in 1901. The process had been delayed several times because of disagreements between the city and the company, in part because the two could not agree if it should be classified as a railway or a tramway. Construction started in 1912, but stopped again in 1914 because the municipality and the company could not agree on the location of the

terminus. The municipality wanted it at Ruseløkkveien, but this would make it difficult for the company to build the tunnel through the city center to connect to the suburban tramways east of the city center. Construction was stopped in October 1914.[4]

The following year, the municipality launched a contest to make the best suggestion for the tram networks. It took five years to select a winner, and this allowed the municipality and company to make a compromise by locating the terminus at Nationaltheatret. But not until 1926 was permission granted for the station. Construction commenced that year and the station and tunnel opened in 1928. When the tunnel had not been completed by 1922, Aker Municipality decided to purchase the line. At the time, the municipality was planning to start its own tram company,

Sognsvann Line. But delays caused the Sognsvann Line not to open until 1934. The take-over caused a disagreement between the two companies about payment for the common section, which would still be owned by Holmenkolbanen. Not until 1932 was the issue resolved.[5]

The investments had drained Holmenkolbanen, particularly after it had received a massive lawsuit for damage to adjacent properties during the tunneling. After the issue had been resolved by the Supreme Court in 1931, the company needed more capital to start operations. Aker Municipality offered to transfer its ownership of the Smestad Line and the Sognsvann Line to Holmenkolbanen, in exchange for the majority of shares in the company.[6]

Makrellbekken in 1935, the year the station opened.

Røa extension

In the 1920s, the area towards Røa experienced a growth in housing. Akersbanerne proposed in 1931 to the municipal council that the Smestad Line be extended towards Makrellbekken. Government permission was granted on 26 May 1933, and construction started the same year. The extension was built with single track. When the line was taken over by Holmenkolbanen, the new owner suggested extending the line to Røa. Government permission was granted in on 29 June 1934, and construction started immediately. The 2.9-kilometer (1.8 mi) extension opened on 24 January 1935.[7]

The new line was initially not profitable, because

Schøyens Bilcentraler had kept its concession to operate buses in the area. Not until World War II was the bus route terminated. The Røa Line and the Sognsvann Line were both upgraded in 1939. On 6 July, the section from Makrellbekken to Røa was upgraded to double track, and later Volvat was moved and placed inside a tunnel. A level crossing was built at the intersection with Sørkedalsveien, and was completed on 15 December.[8]

Branch to Kolsås

Main article: Kolsås Line

The

Sørbyhaugen on the Røa Line. The construction was delayed because a bridge needed to be built across Mærradalen, and the company ran out of money, and construction stopped for nine months in 1940. The line was opened on 15 June 1942, and the section from Sørbyhaugen to Kolsås was renamed the Kolsås Line. This resulted in two companies operating from Sørbyhaugen to Nationaltheatret, but an agreement was made where only Holmenkolbanen's tickets were sold on the section, so all revenue went to that company, regardless of the train's operator. The Kolsås Line operated every fifteen minutes along the Røa Line part.[9]

Bærum extensions

The bridge over Grinidammen.

Proposals to extend the line into the neighboring municipality of Bærum had first been launched in 1919. In 1941, construction of an extension to Grini started. The main problem was getting building materials for a bridge to cross Grinidammen, and a local disagreement about where the station at Røa was to be located. The 0.9-kilometer (1 mi) extension was opened on 22 December 1948, after Røa Station had been moved, and the line put in a short tunnel under the center of Røa.[10]

The 1.5-kilometer (0.93 mi) extension via

block signaling system was installed between Røa and Makrellbekken.[11]

During the early 1970s, Bærum Municipality wanted to extend the line onwards to

Østerås, which could be reached using the existing fleet. The 0.6-kilometer (0.37 mi) extension was opened in 1972.[12] Since 1978, Holmenkolbanen has had sufficient trams to operate an extension, but since then the municipality has not been interested in extending the line further.[13]

Smestad

Metro standard

The ownership of the line was gradually taken over by the municipality through Oslo Sporveier. In 1975, most of the shares were bought, along with those that Oslo Sporveier had received as part of the municipal merger with Aker in 1948. Gradually during the 1970s and 1980s, Holmenkolbanen became more integrated into Oslo Sporveier, including the two using the same rolling stock, tickets and uniforms. Oslo Sporveier upgraded the line in the last half of the 1970s, laying new ties, upgrading the tracks to higher weight and purchasing new trams.[14]

Plans to have trams run through the city center have existed since 1919. In the late 1940s, Holmenkolbanen revised the plan, and proposed extending the Common Tunnel eastwards. From 1951, the municipality started working on plans for the Oslo Metro in the eastern part of the city. The large difference in traffic between the eastern and western lines caused the plans to be changed during the 1960s, and the eastern network was equipped with

Stortinget, a station that allowed transfer to the metro.[15]

T1000 train at Eiksmarka

The Sognsvann Line was upgraded to metro standard and reopened on 3 April 1993. The Røa Line was closed on 5 February 1995 to be upgraded to metro standard. The upgrades meant that all platforms needed to be extended to 110 meters (360 ft) to allow six-car metro trains. The only exception was Østerås, that was made only long enough for five cars, although this could easily be extended later. The upgrade involved a complete renovation of the tracks, with the old ones being replaced with new, and increasing the weight to 49 kilograms per meter (33 lb/ft). The overhead wire was replaced with a third rail; this required all four level crossings, at Makrellbekken, Hovseter, Eiksmarka and Ekraveien, to be replaced. In the former three, the track was sunk under the level of the road, requiring several hundred meters of the line to be rebuilt. Pedestrian underpasses were built at Ekreveien, Borgen, Holmen, Huseby skole and Lijordet.[16]

Three stations were closed: Grini, Huseby skole and Heggeli. Volvat kept the two-car length, and was no longer served by the Røa Line, only the Kolsås Line. To compensate for the closing of Huseby skole, Røa was moved back to it original position, causing a heated local debate. The

Husebybakken, where twelve people were injured. During the upgrade, the area along the line was served by buses. Bus stops could only be established at places where cars could pass, making it difficult to place stops at Røa and Sørbyhaugen. Passengers transferring to the Kolsås Line would normally have 15 minutes longer travel time, and congestion caused delays of up to 30 minutes. This caused more people to use cars, which increased the congestion further. Ridership on the buses was significantly lower than on the rail. The Kolsås Line opened on 20 August and the Røa Line on 19 November. After the opening, the line connected with the Furuset Line as Line 2, and started being served by T1000 trains.[17] The Røa Line, including the common section in the city center, has been extended eight times, more than any other line of the Oslo Metro.[1]

Route

Two T1000 trains meeting at Røa

The Røa Line starts at Majorstuen, a major public transport hub located 2.7 kilometers (1.7 mi) from Stortinget. Majorstuen was the site of the company's head offices, depots, workshops and employee residences.

MF Norwegian School of Theology, the Norwegian Academy of Music, the Norwegian Police University College, several larger office complexes and the Oslo Tramway Museum.[19] From Majorstuen, the Røa Line and the Kolsås Line follow the same tracks. The line immediately enters a short tunnel, in which the now closed Volvat Station is located, 0.7 kilometers (0.43 mi) from Majorstuen. Borgen follows next, located 1.5 kilometers (0.93 mi) from Majorstuen,[18] and serves a primarily housing area and a larger cemetery.[20]

Next is the now closed Heggeli, and Smestad, located 1.9 kilometers (1.2 mi) from Majorstuen.

Royal Guard.[23] The next station is Røa, located 4.8 kilometers (3.0 mi) from Majorstuen, which has also been a terminus for extra rush-hour trains.[23] Røa has substantial commercial properties and is located close to Bogstadvannet and a golf course.[25] The line then passes Ekraveien, located 5.2 kilometers (3.2 mi) from Majorstuen, which is the last station located in Oslo.[23]

Borgen

The line then runs over

Lysakerelva, which is also the border to Bærum, and past the closed Grini.[26] The next station is Eiksmarka, located 6.2 kilometers (3.9 mi) from Majorstuen, which until the late 1970s had the line's only spur, to allow ballast stone to be loaded from Franzefoss.[27] The area has single dwellings from the 1950s.[28] Next is Lijordet, located 6.9 kilometers (4.3 mi) from Majorstuen, which serves Øvrevoll Galoppbane, the country's only gallop race course. The line's terminus is Østerås, located 7.5 kilometers (4.7 mi) from Majorstuen.[27] There are some commercial and office buildings in the vicinity of the station, although the area is dominated by housing.[29]

Service

Østerås
has a short distance between the metro and buses.

The Røa Line is served by Line 2 of the Oslo Metro, which continues from Majorstuen via the Common Tunnel and connects to the

Oslo T-banedrift on contract with Ruter.[30]

The line crosses into Bærum, but the entire metro system is within a single fare zone. Ticket machines are available at all stations, and the system is operated with a

Nationaltheatret.[30]

Future

Proposals for the line have been made since the extension to Østerås.

right-of-way has been secured, which will simplify construction.[32]

References

  1. ^ a b Aspenberg, 1995: 6
  2. ^ Aspenberg, 1995: 7–9
  3. ^ Aspenberg, 1995: 10
  4. ^ Aspenberg, 1995: 11–13
  5. ^ Aspenberg, 1995: 17
  6. ^ Aspenberg, 1995: 20–21
  7. ^ Aspenberg, 1995: 22–23
  8. ^ Aspenberg, 1995: 23–24
  9. ^ Aspenberg, 1995: 24–27
  10. ^ Aspenberg, 1995: 33
  11. ^ Aspenberg, 1995: 34
  12. ^ a b "Kan du Asker og Bærum?". Aftenposten Aften (in Norwegian). p. 19.
  13. ^ Aspenberg, 1995: 35
  14. ^ Aspenberg, 1995: 36–39
  15. ^ Aspenberg, 1995: 39–43
  16. ^ Aspenberg, 1995: 43–48
  17. ^ Aspenberg, 1995: 46–51
  18. ^ a b c Aspenberg, 1995: 54
  19. Store Norske Leksikon (in Norwegian). Oslo: Kunnskapsforlaget. Archived
    from the original on 11 October 2012. Retrieved 21 October 2010.
  20. Store Norske Leksikon (in Norwegian). Oslo: Kunnskapsforlaget. Archived
    from the original on 23 October 2012. Retrieved 21 October 2010.
  21. Store Norske Leksikon (in Norwegian). Oslo: Kunnskapsforlaget. Archived
    from the original on 23 October 2012. Retrieved 21 October 2010.
  22. ^ Aspenberg, 1995: 56
  23. ^ a b c d e Aspenberg, 1995: 59
  24. Store Norske Leksikon (in Norwegian). Oslo: Kunnskapsforlaget. Archived
    from the original on 1 October 2012. Retrieved 21 October 2010.
  25. Store Norske Leksikon (in Norwegian). Oslo: Kunnskapsforlaget. Archived
    from the original on 23 October 2012. Retrieved 21 October 2010.
  26. ^ Aspenberg, 1995: 60
  27. ^ a b Aspenberg, 1995: 63
  28. Store Norske Leksikon (in Norwegian). Oslo: Kunnskapsforlaget. Archived
    from the original on 23 October 2012. Retrieved 21 October 2010.
  29. Store Norske Leksikon (in Norwegian). Oslo: Kunnskapsforlaget. Archived
    from the original on 23 October 2012. Retrieved 21 October 2010.
  30. ^ a b "Rutetider" (PDF) (in Norwegian). Ruter. Archived (PDF) from the original on 22 July 2011. Retrieved 21 October 2010.
  31. ^ "Tillleggsinformasjon om Bærums-samfunnet" (PDF) (in Norwegian). Bærum Municipality. January 2007. p. 13. Archived from the original (PDF) on 26 September 2011. Retrieved 1 November 2010.
  32. ^ Seip, Didrik (2007). "Kombibaner, lokaltrafikkens høyhastighet" (PDF). For Jernbane (in Norwegian) (4): 16. Archived from the original (PDF) on 24 July 2011. Retrieved 1 November 2010.

Biography

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