Ring Line (Oslo)

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Ring Line
standard gauge
Electrification750 V DC third rail
Operating speed70 km/h (43 mph)
Route map

Legend
Sognsvann Line
Ullevål stadion
1934
Sognsvann Line
Nydalen
2003
Storo
2003
to Gjøvik Line
 Sinsen
2006
Løren Line
Grorud Line
Carl Berners plass
1966
Grorud Line
This diagram:

The Ring Line (

Ullevål stadion
.

Planning for the line began in the late 1980s, and the city council approved the line 1997. Construction started in 2000; Nydalen and Storo opened on 20 August 2003, and Sinsen opened on 20 August 2006. The line cost 1,348 million kr to build and was financed through Oslo Package 2. The Ring Line is served by lines 4 and 5 of the metro, operated by Sporveien T-banen on contract with the Ruter transport authority. All lines operate each fifteen minutes. Nydalen and Storo are such located that trains in either direction use the same time along the loop, effectively giving a five-minute headway to the city centre. After the opening of the line, the areas around the stations have had increased urban redevelopment. The infrastructure is owned and maintained by the municipal company Sporveien.

History

By the 1960s, Oslo had a rapid transit network that branched out north-east and north-west from the city centre. In 1987, the western and eastern network were connected, and through-trains started operating between the two networks from 1993.

Oslo Tramway, except the Ekeberg- and Lilleaker Line.[2] Oslo Sporveier, the contemporary operator of the metro, started planning the line during the late 1980s.[3] The plans would take advantage of the Gjøvik Line's right-of-way between Storo and Sinsen, while the section from Storo to Tåsen would have to be built in a tunnel.[4]

Satellite map of the Ring Line, including the downtown section

A projection for the line was presented in 1991 by Oslo Sporveier, where daily ridership was estimated to be 54,000 passengers. The plans included a possibility for the high-speed

overhead wires and get longer platforms.[8]

In 1992, the tram division of Oslo Sporveier launched an alternative Ring Line that would have been built as a

Majorstuen, where it would connect to the tramway and follow the Frogner Line into the city, via a new Vika Line through Aker Brygge. This alternative would cost NOK 61 million to build, compared to NOK 470 million estimated for the rapid transit solution. Named the Light Rail Ring (Norwegian: Bybaneringen), it would have 38 stops instead of 16 stops, and a travel time of 34 minutes instead of 22 minutes. Annual operating costs for the light rail solution would be NOK 57.5 million, compared to 43.9 million for the rapid transit solution.[9]

Nydalen

Between 1994 and 1998, there was local political debate about how

Forskningsparken.[11]

A detailed proposal was presented by Oslo Sporveier in August 1996. It became clear that Berg would not be served by the Ring Line. Many neighbours to the route of the Sognsvann Line complained about this proposal, stating that they had hoped that the section from Majorstuen to Berg would have been rebuilt as a tunnel. They also argued that it was irrational that the line was running at-grade in densely populated areas, while it would run in a tunnel through the then mostly unpopulated Nydalen. To compensate, Oslo Sporveier stated that they would build noise screens along the line.[12] Also, the Norwegian Public Roads Administration protested to the plans, and stated that funding should be allocated to upgrading Ring 3 to six lanes before public transport investments were made in the area.[13]

The city council voted in favour of building the Ring Line on 25 June 1997, against the votes of the Progress Party. However, the decision did not include how the line would be financed, and the politicians stated that they were hoping that the state would use national road funds to finance the project.[14] This was partially ensured in December, when a political agreement was reached for Oslo Package 2, a financing plan for investments in public transport in Oslo and Akershus between 2002 and 2011.[15]

The Tunnel of Light at Nydalen

In December 1999, a disagreement arose between the

Conservative Party, agreed upon the distribution of funding from the city and state, and both wanted construction to start as soon as possible.[16] The city council did not accept the guarantees from the state until March 2000. Construction started in June, with the Agency for Road and Transport of the municipality responsible for construction. The city would pay NOK 224 million, while the state would pay NOK 673 million.[17]

The first section opened from Ullevål stadion via Nydalen to Storo on 20 August 2003,

urban redevelopment area after the local industry had been abandoned in the 1980s,[18] where 14,800 jobs had been located by 2004.[18] On 20 August 2006, the final section opened, from Storo via Sinsen to Carl Berners plass,[20] with the whole project costing NOK 1,348 million.[3]

A report published by the city in 2007 declared the line a success and stated that all goals for the line had been exceeded. A survey conducted by the city in 2003 and 2007 showed that the Ring Line had a significant impact on the use of public transport in the area. Total public transport usage increased from 28 to 45%; use for

Norwegian School of Management (BI), 85% of the students used public transport. The Ring Line reduced the estimated number of daily car trips by 10,000, and generated 11,000 more daily public transport trips. In 2007, daily passenger numbers at the stations were 8420 for Nydalen, 3630 for Storo and 2300 at Sinsen.[18] The line allowed travel time from the Nydalen and Storo to the city centre to be halved,[19] and travel time from Nydalen to the city center is faster by metro than by taxi.[13]

Route

Norwegian School of Management
is located across the street from Nydalen Station

The 5.0-kilometer (3.1 mi) Ring Line branches off from the Sognsvann Line after Ullevål stadion, just before

Oslo Tramway and the Ring 3 motorway follow the same corridor between the two stations.[3][20] The section between Ullevål stadion and Storo is 3.3 kilometres (2.1 mi), while the section from Storo to Carl Berners plass is 1.7 kilometres (1.1 mi). Of these, 4.0 kilometres (2.5 mi) are in tunnels.[19]

The Nydalen district, formerly an industrial area, has since undergone urban redevelopment. The immediate vicinity of the station includes several large workplaces. In 2005, BI, with 8000 students and faculty, moved into a new campus across the street from Nydalen Station.[13] Nydalen is the only underground station on the Ring Line. The escalators leading down to the platform features The Tunnel of Light, an artistic presentation of sound and colour around the passengers as they ascend from or to descend to the station. The artwork contains 1800 lights and 44 speakers. Nydalen also serves as a bus hub.[21]

Diagram showing how the Ring Line will operate when the Hasle Line is built

Storo opened as a tram station as part of the

NSB Gjøvikbanen's commuter rail services, and the metro.[23] Storo functions as a bus and tram hub; it serves line 11, 12 and 18 on the Grünerløkka–Torshov- and Kjelsås Line, and line 17 on the Sinsen Line.[24]

Sinsen opened on 20 August 2006, three years after the two other stations.

Sinsenkrysset on the Sinsen Line (tram no. 17). Located at the interchange between Ring 3 and Trondheimsveien, it also serves as a bus hub.[24]

Ring Line and Common Line
Nydalen
2003
Storo
2003
connection to Gjøvik Line
Sognsvann Line
5.3 km
Ullevål stadion
1934
 Vestgrensa
1934–1999
4.6 km
Forskningsparken
1999
4.0 km
Blindern
1934
Sinsen
2006
Holmenkoll Lines
Løren Line 2016
2.7 km
Majorstuen
1898
Grorud Line
3.3 km
Carl Berners plass
1966
 Homansbyen
planned
Lambertseter, Østensjø,
and Furuset Lines
2.1 km
Tøyen
1966
0.7 km
Nationaltheatret
1928
1.0 km
Grønland
1966
0.0 km
Stortinget
1977
0.5 km
Jernbanetorget
1966
The Ring Line forms the portion of
the line between Nydalen and Sinsen.

This diagram:

Løren, was built. The line allows metro trains to run directly from the Grorud Line to the Ring Line, and thus pass from east to west without passing through the packed Common Tunnel. It was part of the political compromise Oslo Package 3
, completed by 2016.

Service

When operating a full

Forskningsparken and Ullevål stadion. The Ring Line proper then splits off, and the trains serve Nydalen, Storo and Sinsen, before Carl Berners plass on the Grorud Line. After that, the trains again enter the Common Tunnel at Tøyen.[25]

Sinsen

Line 5 operates the entire ring with a 15-minute headway. From east to west, trains on line 5 enter the common tunnel from the

Sognsvann Line
.

Line 4, also with a 15-minute headway, serves all the stations on the ring except

Carl Berners plass. As with Line 5, trains originate on the Grorud Line in the northeast, but they branch off at Økern and enter the Ring via the Løren Line. Line 4 trains then run counter-clockwise through most of the ring, branching off at Tøyen and continuing on the Lambertseter Line
.

Travel time from Nydalen and Storo stations to the city centre stations is about the same, independent of which direction on the Ring Line travellers choose. Passengers heading for the city centre can therefore take the first train that comes, independent of which direction it is heading, thus giving Nydalen and Storo a five-minute headway service to the city centre. The trains are operated by Sporveien T-banen, a subsidiary of Sporveien, on contract with the public transport authority Ruter.[25]

Transfer to the Kolsås-,

Tinghuset. Lines 11 and 13 can also be reached at Nationaltheatret. Lines 11, 12 and 19 all terminate at Majorstuen; lines 17 and 18 run via Forskningsparken; lines 11, 12 and 18 can be reached at Storo; and line 17 runs past Carl Berners plass.[24]

References

  1. ^ a b Ruter (2008). "Tidslinje" (in Norwegian). Archived from the original on 20 February 2009. Retrieved 21 March 2009.
  2. Aftenposten Aften
    . p. 5.
  3. ^ a b c d Oslo Package 2. "T-baneringen" (in Norwegian). Archived from the original on May 1, 2011. Retrieved 21 March 2009.{{cite web}}: CS1 maint: numeric names: authors list (link)
  4. Aftenposten Aften
    . p. 6.
  5. Aftenposten Aften
    . p. 21.
  6. Aftenposten Aften
    . p. 7.
  7. ^ Johansson, Erik W. (1995). "T2000 - AS Oslo Sporveiers nye T-banevogner". På Sporet. 81: 44–46.
  8. Aftenposten Aften
    . p. 5.
  9. Aftenposten Aften
    . p. 16.
  10. Aftenposten Aften
    (in Norwegian). 18 June 1996. p. 4.
  11. Aftenposten Aften
    (in Norwegian). p. 17.
  12. Aftenposten Aften
    (in Norwegian). p. 6.
  13. ^ a b c Rathe, Per (2009). "Med klokkertro på T-bane" (PDF). Transportforum (in Norwegian) (1): 12–15. Retrieved 29 March 2009.[permanent dead link]
  14. Aftenposten Aften
    (in Norwegian). p. 14.
  15. Aftenposten Aften
    (in Norwegian). p. 6.
  16. Aftenposten Aften
    (in Norwegian). p. 10.
  17. Aftenposten Aften
    (in Norwegian). p. 12.
  18. ^ a b c d Municipality of Oslo (3 January 2008). "T-baneringen en miljøsuksess" (in Norwegian). Archived from the original on 2 October 2011. Retrieved 21 March 2009.
  19. ^ a b c Oslo Package 2 (2001). "Fellesløft for bedre kollektivtransport Oslopakke 2" (PDF) (in Norwegian). Archived from the original (PDF) on 23 July 2011. Retrieved 21 March 2009.{{cite web}}: CS1 maint: numeric names: authors list (link)
  20. ^ a b Mo, Helene (21 August 2006). "Nå er ringen sluttet". Aftenposten (in Norwegian). Archived from the original on 4 June 2011. Retrieved 21 March 2009.
  21. ^ Ruter (11 March 2008). "The Tunnel of Light" (in Norwegian). Archived from the original on June 15, 2008. Retrieved 21 March 2009.
  22. ISBN 82-91448-03-5
    .
  23. Nordre Aker Budstikke
    (in Norwegian). Retrieved 21 March 2008.
  24. ^ a b c Ruter (2007). "Linjekart" (PDF) (in Norwegian). Archived from the original (PDF) on 26 March 2009. Retrieved 21 March 2009.
  25. ^ a b Ruter (18 August 2008). "Rutetider T-banen" (PDF) (in Norwegian). Retrieved 21 March 2009.[permanent dead link]
  26. ^ Ruter (18 August 2008). "Linjekart T-banen" (PDF) (in Norwegian). Retrieved 21 March 2009. [dead link]
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