OnA brief look at the activitiestrack of Jernbaneverket in 2010 2010

Much to look forward to! Budget allocations for Jernbaneverket, the Norwegian National Rail Administration, have been increased to develop the national railway network. Take a look at all there is to look forward to in the years ahead.

på skinner 2009 | 1 1: Jernbaneverket og kundene 2: Utbyggingsprosjekter 3: En moderne jernbane 4: miljø og samfunnsansvar

Mighty mountains rich in iron ore In , 75 per cent of all railway freight is transported on the . Read more about Norwegian iron ore on page 14.

2 | on track on track 3 «The management and track workers alike are doing their utmost to meet the objective Contents of a more reliable service.» Editorial

Editorial 5 A new spring for the railways 6 Train services 8 Customer services 10 Better times ahead The train is for everyone 12 Customer surveys conducted amongst rail passengers show a direct link between Freight traffic 14 punctuality and customer satisfaction. At Jernbaneverket, we do our utmost to Development projects 20 provide a more reliable rail service for our passengers. Maintenance and upgrades 24 ernbaneverket is in delivery Research and development 26 mode. However, despite our best efforts during 2010 we Training in Jernbaneverket 30 did not manage to provide Safety 32 our customers with the Jpunctuality they deserve. The Ministry The environment and corporate of Transport and Communications, the media and our customers are now social responsibility 38 paying close attention to developments in punctuality. The management and The future 42 track workers alike are doing their ut- Highlights of the year 46 most to meet the objective of a more reliable service. However, upgrading History 47 a neglected railway network requires considerable effort over time, so we must keep up our efforts. We are convinced that as the systematic Jernbaneverket modernisation work progresses, the The state railway network is an important part of society’s infrastructure, infrastructure will become more working systematically and continuously section between Skien and Lillehammer. contributing to the safe, efficient and environmentally-friendly transpor- robust and rail services will gradually to improve safety. Managing and im- Jernbaneverket will continue to de- tation of freight and passengers. improve. proving our safety culture throughout velop the network in the years ahead. Jernbaneverket is the Norwegian government’s agency for railway Jernbaneverket has been our top priority services. Our task is to provide Norway’s train companies with a safe and Whatever it takes this year. Safety has also played a key role Promising future efficient transport system. We plan, construct and maintain the railway This winter we managed to cut the in planning our operations for 2011. There is little doubt that rail is the network, including railway stations and terminals. We are also responsible for day-to-day traffic management and for pro- number of delays by half, compared We must all be vigilant and prepared transport mode of the future. Budget viding traffic information to passengers at all railway stations in Norway. with the same period last year. This was to prevent potentially dangerous situa- allocations for 2010 for operation and Our employees have expertise in a range of specialist fields such as possible by successfully increasing our tions. We have, therefore, introduced maintenance of the railway infra- electrical engineering, construction, telecommunications, social plan- winter response efforts by increasing mandatory safety seminars for all of our structure were up 15.2 per cent compa- ning, scheduling and traffic management. staff and introducing new snow clea- 3 300 employees. These will take place in red with the year before to NOK 4.462 Jernbaneverket reports to the Ministry of Transport and Communicati- ring equipment at our hubs, the areas the first half of 2011. billion, whereas investment increased ons. The Norwegian Parliament, the , sets out long-term plans for developing the rail network in the National Transport Plan (NTP), as well near Central Station and Alnabru by 22.5 per cent to NOK 3.919 billion. as approving Jernbaneverket’s annual budget. Freight Terminal. Gaining trust When presenting our input to the Large-scale improvements and In August, we opened a new customer National Transport Plan (NTP) for Organisational structure maintenance work have been imple- service centre to improve passenger 2014 – 2023 in cooperation with other Jernbaneverket comprises the following main divisions: mented, and were stepped up in the information. We will do our utmost to transport agencies, we have been pre- The Director General and her staff, Traffic Operations and Customer four-week long period last summer ensure that all customer groups regain sented with an additional challenge; Services, Infrastructure Management and Infrastructure Construction. when train services in the Oslo area were their trust in the current railway system, to specify the costs and, regardless suspended. Much remains to be done, including passengers, potential new of economic frameworks, present a Objectives for the rail sector however, and more extensive improve- users, train companies and freight realistic timeframe for implementing The Ministry of Transport and Communications sets specific requi- ments are scheduled for this summer. transporters. When disruptions to our major strategic projects such as the rements for how Jernbaneverket should manage the resources it is services are unavoidable it is vital that further extension of the double track allocated in order to best achieve our objectives within three key focus areas. Safety culture we are able to provide our customers in and introduction of Regretfully, incidents and challenges with reliable information. We will make the new signalling system ERTMS. Our three focus areas are: occurred in 2010 as well. We were deeply commuting easier by turning the There is every reason to be optimis- • Safety, punctuality and customer satisfaction affected by the tragic accident on 24 commute into efficient work time. To tic on behalf of the railways! • Productivity and quality March 2010, when carriages from Alna- do this, we need reliable mobile phone • Competence and culture bru Freight Terminal broke loose and and internet access. As a step towards Our achievements for the 2010 fiscal year within the focus ended up crashing on Sjursøya, causing this, Jernbaneverket and the Norwegian areas are detailed in the Annual Report for 2010 available on loss of lives and major material damage. State Railways (NSB) introduced free www.jernbaneverket.no. We were reminded of the significance of internet access as a pilot scheme on the Director General

4 | on track on track | 5 Modernisation projects throughout the country The «Oslo effect» to be introduced from autumn 2010 A new spring for the railways 85-year-old technology to be replaced

On the upper floors of Oslo’s Posthuset, a team of employees are planning the future of Norwegian railways. From the left: Eivind Randen, Kenneth Nielsen, Ida Hanne Ørnhøi, Rolf P. Høydal, Thomas Nesset, Audun Kvelstad and Thomas Stokke. Preparing for the future The political focus on railways has shifted from what it was just a few years ago. This means that Jernbaneverket can start laying tracks for the future.

ive years ago, the railway Visible results. Even though the investment budget was debate on high-speed trains is around NOK 1 billion. prominent in the media, there is no Now it is approximately doubt that there is a pressing need for NOK 4 billion. systematic upgrades and investments F– In society at large, there is a much in the existing railway network. That keener interest in and enthusiasm for work is already well underway. Skauge railways as a means of transportation points out the ongoing work on the than just a few years ago. Furthermore, , the Lysaker–Sandvika there is political will and desire to section, the Østfold Line, the Dovre achieve something, says Director of Line and the construction of the Strategic Planning and Development, Gevingåsen Tunnel north of . Anita Skauge of Jernbaneverket. – These are all projects we were – Developments are moving too working on last year, and many of and involves replacing much of the slowly for most people, and for us them will be completed in 2011, infrastructure components, including too. However, if the commitment to Skaugen says, pointing to other rails, cables, switches and overhead ongoing projects which will have contact lines. One of the major events SINTEF positive ripple effects: last year was the installation of axle «In society at large, – By working systematically to counters in the . The old Correct measures to reduce delays there is a much keener improve the longest railway sections track circuit technology was 85 years SINTEF researchers have concluded that work and ordinarily Permanent Way Super- The uncertainty of the estimates is plus/ we will be able to transfer much of the old and highly prone to technical interest in and Jernbaneverket has introduced the cor- intendent on the Ofoten Line. minus 1 000 hours. enthusiasm for rail- heavy freight traffic onto the railway, problems. The new axle counters can rect measures to reduce the number of – The report confirms that we are The measures have already proved thus relieving the road network. The be computer-monitored and delays. This is the main conclusion from a making good progress towards achieving effective. The number of trains delayed ways as a means of additional effort to step up the work in Jernbaneverket estimates that 45 per recent report. a reduction in delay hours of around 3 000 in the InterCity region (see illustration on transportation than the Oslo area is also positive in terms cent of signal errors will be elimina- Anita Skauge, According to SINTEF, Scandinavia’s hours, Brækkan says. page 44) were, for instance, halved of increasing punctuality. Although ted when the new axle counters enter Director of Strategic largest independent research group, SINTEF has conducted a thorough during the period 15 December–15 Planning and Development only a few years ago.» the project is not complete, we can use. This will significantly improve improved analyses and more measures to review of Jernbaneverket’s plans and ef- January 2011, compared with the same lower the railway’s vulnerability to external forts to reduce the number of delay hours period last year. already see results, Skauge says. regularity. factors could cut the so-called “delay in 2013 to 6 000 hours, compared with an railways continues and we see further The next big project is installing over- hours” by 30 per cent. average of 10 300 hours in the past four investments, the railway could play an The main artery. One aspect of the head conductor rails in the Oslo Tunnel – The SINTEF report confirms that we are years. According to the report, the number even more important part in the future, project comprises upgrades of the during the 2011 summer closure, bene- on the right track, and that the measures of delay hours may be reduced to 7 200 particularly in densely populated areas Etterstad–Lysaker section. This section fitting passengers in the autumn. that we have introduced will have the by 2013, taking into account the planned where there is a need for an efficient is often considered the main artery The cost of the Oslo project is estimated desired effect, says Thor Brækkan, SINTEF’s measures and the measures that have means of transport which is also of the Norwegian railway network. at NOK 1.5 billion and the project is main contact person during the report already been implemented. environmentally-friendly, Skauge says. Modification work started in 2009 scheduled for completion in 2012.

6 | on track on track | 7 Stepping up preparedness for harsh winters More information screens and tidier stations Train services More railway staff

Rail Technician Einar Nilsen removes crushed stone and ice from the switches, maintaining punctuality and reliability – during winter as well. Many measures, better winters The number of delay hours in 2010 was higher than in previous years. This was mainly due to the harsh winter of 2009/2010. A number of measures were The good commute introduced to avoid a recurrence of last year’s situation. Even though the winter of 2010/2011 was equally cold with heavy 2010 saw the introduction of a number of new measures which improved the snowfall, we fared much better. daily commute for many of our passengers. Frøydis Hovden is just one of our – We increased our winter preparedness. With more staff and better machinery passengers who make the most of the peace and quiet on the train to catch and equipment we were better prepared for heavy snowfall and severe cold. up on some work. Regular train services were resumed much quicker, says Beate Isetorp, Permanent Way Superintendent for the Greater Oslo Region. – The 2010 renewal work in the Oslo t the time of our and tidy, easily accessible, cleared of Tunnel and at Skøyen and Oslo Central interview, Hovden had snow and gritted, all to make sure our Station has paid off. The result of all been commuting from customers have a pleasant journey, measures combined is a more robust to her job at Kristiansen says. infrastructure with fewer faults. The effect the Norwegian Associa- Last year, a number of new electronic of the various upgrades will become noticeable in the near future, Isetorp says. Ation of the Blind and Partially Sighted information screens were installed in the in Oslo for four months. So far she is Oslo area. very pleased. – This is a significant improvement. − My impression of the Vestfold The objective of the screens is to provide Keeping an Line is far better than its reputation customers with the latest information, might suggest. So far I have not expe- not just over the loudspeakers. We have rienced any significant delays and it’s received positive feedback on this initia- eye out for ice generally a good place to work. I have tive, Kristiansen says. Jernbaneverket’s ice guards are ready to my most undisturbed working hours According to Customer and Traffic respond to ice falling from the trains onto on the train, she says. Vestfold commuter Frøydis Hovden Information Manager Yngve S. Andreas- tracks and switches. Temperatures of 25 – We hope that many more of our sen another 58 stations were able to offer degrees below freezing and drifting snow passengers will share Hovden’s expe- expertise in terms of train information, their passengers information on train do not deter them. rience as better economic framework ensuring that we provide relevant and services on new screens during 2010. A small lump of ice can create a lot of trouble for Jernbaneverket, NSB and the conditions benefit passengers. In 2010, correct information whenever possible. Screens had previously been installed at passengers. If ice drops on to a central Jernbaneverket introduced a number This is particularly important in the 68 stations. switch or a diamond crossover at, for of measures to improve train punc- event of disruptions. In Oslo alone, – The screens will provide customers instance, , it can easily tuality and customer information, says 50 employees are working shifts to with information about which trains are cause major delays, unless the traffic con- Traffic Director Bjørn Kristiansen. provide a 24-hour information service. due, what platform the train will be depar- troller is able to contact someone with the Furthermore, we are in continuous ting from, any disruptions to services and proper expertise who is also familiar with Many points of information. – In dialogue with the Norwegian State alternative transport, Andreassen says. the rail section. This is when the ice guards play a key role. 2010, Jernbaneverket established a Railway (NSB) and the Airport Express Other initiatives which the customers – When a train covered by snow enters new Traffic Operations and Customer () to make sure that any will benefit from include mobile smart- a warm tunnel, lumps of ice will form Services Division with new areas of re- disruptions are reported as early as phone solutions displaying train services which may drop down onto the track. If sponsibility, including increased focus possible. This enables us to help our in real time, as well as a station timetable the traffic controller spots any ice he will on traffic and customer information. customers find alternative means of with real time information available at call us and we will respond immediately, The division opened a new customer transport such as bus or taxis, says Jernbaneverket.no. says Rail Technician Einar Nilsen. service centre in September. The ser- Kristiansen. – In September, we launched our new On weekdays in the Oslo area two ice guards are ready to turn out during the vice centre handles everything from customer service centre web pages morning and afternoon rush hour. The ice customer inquiries and comments to Positive feedback. It is not only the and, starting in November, we launched guards are on duty no matter how cold it is. positive and negative feedback. The information work which will be impro- access to an information screen via web – There is no lower temperature limit in centre is conveniently located and ved; the station areas will also get a browsers. This service is intended for this job. We just have to dress accordingly. uses many different forms of contact, make-over: organisations who wish to display train Then we can work even if the temperatu- says Traffic Director Bjørn Kristiansen. – A separate unit will be responsible information on their own information re drops to 30 degrees below zero. We will – We have also increased our level of for ensuring that the stations are clean screens, Andreassen says. do what it takes to make sure that trains are running, Nielsen says.

8 | on track on track | 9 Real time traffic information on smartphones Information on Facebook and Twitter Customer service Track your case until it is resolved

– Use the app! encourages Kamal Kamboj.

There for you Jernbaneverket’s customer service centre has experienced a massive response and receives good feedback on its services.

ernbaneverket’s customer A wide range of services. The station, until they board the train. It can FACTS service centre was estab- customer service centre is still finding be anything from a clock being wrong Service declaration lished in September 2010 its feet, and has only just started to a malfunctioning screen, or there and is located in . marketing its services. Nevertheless, might not be enough parking spaces. Information: Department head Kamal the centre already receives more than 2. Insufficient or incorrect traffic We will provide JKamboj was responsible for establish- 400 inquiries every month. information. you with relevant ing the centre. She was joined by two – Customers are often the first to 3. Feedback on Jernbaneverket’s new information. executive officers who are responsible spot if something is wrong, so it is mobile phone application. Customer contact: We will be easily for providing the best customer important that we respond promptly. accessible. service possible. We are able to get in touch with the − By the way, the new app is Railway stations: We – Our main task is to receive and right people quickly, and launch im- fantastic! It provides real time infor- will provide a clean, register customer inquiries and provements measures, Kamboj says. mation about train services, and is accessible and tidy requests, process them and reply to – The customer service centre re- reliable and easy to use. Most of the station area. the customers. We also make sure ceives a wide range of inquiries and feedback we receive says that it is a that improvement measures are requests. However, most of them fall good tool, Kamboj states. implemented, says Kamal Kamboj. into the following main categories, 1 New posters with Customers can contact us by Kamboj tells us: Jernbaneverket’s service FACTS e-mail and text message. 1. Matters relating to train stations. This «Customers are often declaration are posted at Oslo Central Station. – We are also available on social includes anything the customers the first to spot if Station upgrades media such as Facebook and experience from the moment they get There are a total of 357 passenger railway stations on the Norwegian railway network, Twitter, Kamboj says. off their bikes or park their cars at the something is wrong, constructed over a period spanning 150 years. This means that many of them do not so it is important that meet current requirements for accessibility and service. The need to ensure that all we respond promptly.» stations are accessible to all people regardless of mobility (universal design) will signifi- Getting along with our neighbours cantly improve the stations’ passenger areas in the years to come.

Keeping a good dialogue with our also responsible for providing informa- Tracking the case processing. The Below are some of the minimum requirements which apply to modern stations: neighbours is an important factor for tion about planned projects which may customer service centre often receives The principle of universal design applies in the station area and all the way to the establishing credibility for Jernbaneverket cause inconvenience for the neighbours, positive feedback from customers who platform. It also includes easy access to the station. as a professional developer. such as noise, dust and increased traffic. are pleased with the service they receive All stations must have platforms with hazard signs and complete signage. For major developments and renewal pro- In such cases we send out information jects there are dedicated information officers by post. During tunnel blasting work in and the way we have handled their case. Hourly schedules, railway maps, loudspeakers and other travel information must be who function as neighbourhood contacts. populated areas we notify neighbours by – Many customers appreciate that available. Monitors and/or information screens showing current departure times and – Their responsibility is to function as text message if desired. They will then be we are present at so many platforms. any delays are required. points of contact for people living in the notified ten minutes before the blasting We register every single request or Information about Jernbaneverket’s service declaration must be posted at all stations neighbourhoods and inform them about work starts in a certain area, Carazo says. inquiry. Where improvements are and railway stops. all aspects of the projects. It is good for In certain periods there may be a lot of possible, the customers can observe Benches, lighting and protection against the wind and bad weather (waiting rooms or the neighbours to have someone they can noise, also in the night. In such instances, the case processing via our web-based shelters) must be available. contact if needs be, says Communications the neighbourhood contacts organise Litter bins and tidy and clean passenger areas are required. Advisor Miguel Carazo of Jernbaneverket. hotel accommodation for the neighbours. support system by giving us their 1 There are currently twelve employees – We also establish contact with schools e-mail address. They will then be able working as neighbourhood contacts. in the area during the construction to check what we do and can track the – The neighbourhood contacts are period, Carazo says. whole process, Kamboj says.

10 | on track on track | 11 More passengers will get free broadband internet access on the train Jernbaneverket’s target is internet access for “all” by 2017 The train is for everyone Commuters are satisfied

Commuters have been quick to The most make use of the new service. More satisfied customers beautiful office Jernbaneverket has seen a significant related to the operating difficulties we improvement in customer satisfac- experienced during winter. However, tion during disruptions to services. the measures that we implemented to The Norwegian State Railways, improve customer information were NSB, measures passenger satisfaction evidently very successful, because by in the country twice a year in twelve different areas. autumn customer satisfaction had Jernbaneverket has a direct impact in increased to 66 points. This is the best The pilot project providing broadband and mobile three of these areas: result we have achieved since the • The station area autumn of 2006 and applied to both service access has been a success. The service will • Information at the station area local and regional services. now be introduced on more railway sections. • Information in traffic disruption The measures included new moni- situations tors and loudspeakers at stations ith green forests, 2010. We have received new funding this in the InterCity area (the Oslo blue lakes and yellow year to extend coverage even further, The objective is to achieve at least –Lillehammer, Oslo–Halden and summer meadows Grimsmo says. 67 points out of 100 on NSB’s customer Oslo –Skien lines). We also increased zooming past your satisfaction index (CSI). The survey con- the number of traffic information window, it is difficult Free broadband services. The ducted in the spring of 2010 showed staff, renovated waiting rooms and toW imagine a more beautiful office than Norwegian State Railways (NSB), too, that customer satisfaction was at a his- established the new customer the train. However, to be able to work are happy with the broadband services, torically low level of 60 points. This was service centre. efficiently in a railway carriage, the and would like to offer free wireless technical facilities must also be in place. connection on all regional trains in the Until now, however, the mobile phone course of 2011. Tore Amblie Bjørback, the Norwegian Association of Disabled (from the and internet services along the railway – In our experience, the customers left), Dagfrid , NSB and Egil Thorodd Andersen of the Delta Centre have been of a highly variable quality. are not willing to pay for these services. are active participants at Jernbaneverket’s user participation meetings. We therefore decided to offer it for free Mobile phone operators said no. as part of our customer service pledge, Now many people are happy that things says Project Manager Arne Vidar Hesje- are about to change. First, last year’s dal of NSB. pilot project offering broadband and wi- – The Østfold Line will be ready in the reless internet access in the Oslo Tunnel summer and most trains on the was thoroughly tested, with satisfactory Lillehammer–Skien section already results, then the “broadband section” provide the service. The service is also Lillehammer–Skien was launched. available on some trains on the – For many years the Ministry of Oslo–, Oslo–Trondheim and Transport and Communications has tried Oslo– lines, Hesjedal says. to persuade broadband and mobile phone operators to extend coverage Happy commuter. Pål Nome from along the railway. However, the opera- Tønsberg is an unofficial spokesman tors concluded that to do so would not for commuters from Vestfold County. be profitable. In 2009, Jernbaneverket He has enjoyed wireless internet ac- was contacted by the Ministry with cess on the train for a while. We listen to our customers a request to assess the possibility of – On the whole, it is a very good extending the coverage. In our assess- service. At first it was reserved for com- Jernbaneverket has launched a number of Represented in the group are different ment we operate with a cost estimate of muters with monthly or annual season activities and projects which will improve disability organisations, train companies, customer accessibility at the stations. the Delta Centre (a national resource centre NOK 450 million to develop mobile and tickets, and during the period when the The 357 stations currently used for for participation and accessibility) and the internet services on the entire railway wireless internet access was first made passenger traffic were constructed over a Ministry of Transport and Communications. network, and with a schedule from 2010 available to everyone, it was pretty long period of time and are of a varying Jernbaneverket functions as coordina- to 2017, says Senior Engineer Martinus useless. Now, however, it has become standard. Many of our customers find it tor and secretariat, says Head of Section Grimsmo of Jernbaneverket. much more reliable, though tunnels challenging to access the platform and Erik Hajum. – Last year, the Ministry of Transport still present a challenge, Nome says. board the train. In our work to make the – Working with the user participation and Communication responded by al- – If we didn’t have access to wireless stations more accessible, it is important to group for several years has been a very listen to customer input and experiences. positive experience. The group members locating NOK 20 million to start work on internet on the train, many of us would – To ensure that users with different have extensive experience and all-round the first long test section between not have been able to commute. We disabilities are represented, we have estab- expertise, which is a valuable resource for Lillehammer and Skien. This was spend between two and four hours on lished the Train Group, which is a special Jernbaneverket’s station planning and launched as early as in the autumn of the train every day, Nome says. Illustrative photo user participation group for rail transport. development, Hajum says.

12 | on track on track | 13 Increasing demand for rail freight transport One freight train equals 24 heavy goods vehicles on the roads Freight traffic Iron ore record in

Jernbaneverket will double freight transport capacity by 2020. ernbaneverket’s objective freight terminals. was is to double the freight established to develop the Autolink transport capacity on Nor- Group’s focus on rail transport. wegian railways by 2020. Our Cargolink transports timber for objective is contingent on Norske Skog and Borregaard, iron Jextensive cooperation with the freight ore for Rana Gruber, cars for Autolink companies. One such company is and consolidated goods for Schenker, CargoNet, a wholly-owned subsidiary Norway post, Bring and Tollpost, says of the Norwegian State Railways (NSB), Head of Intermodal Transport of operating a network of 21 freight Cargolink, Karl Ivar Nilsen. His terminals in Norway and Sweden. experience is that there is an increa- Hanne Linnert, Information Manager of BAMA sed demand in the market for rail Norway well ahead. − Despite our transport, spurred by a concern for are a number of logistical challenges. long and narrow country, we are the environment. Transportation of fresh produce relatively well advanced in terms of entails that BAMA has higher precision using the railway. Compared with «Our target is to requirements than other companies. many other European countries, we Moreover, the choice of transportation transport a high share of our part-load transfer half of mode greatly impacts the quality of goods and fresh produce by train, and BAMA’s goods our produce, says Information quality requirements are higher in transport onto the Manager of BAMA, Hanne Linnert. Norway than in many other countries, says Head of Strategy and Information railway by 2020.» 60 per cent reduction in carbon of CargoNet, Bjarne Wist. emissions. In 2009, BAMA adopted a In 2009, CargoNet’s conveyances – A freight train normally holds 48 strategy to increase the company’s use replaced 700 heavy goods vehicles containers, whereas a heavy goods of the railway as a mode of conveyance. from the roads every day all year vehicle takes two. This means that one – Our target is to transfer half of round. This equals a reduction of freight train equals 24 heavy goods BAMA’s goods transport onto rail by 860 tonnes NOx emissions (nitrogen vehicles. Our customers are concer- 2020. This will reduce carbon emis- oxide). Energy consumption was ned with the environment and wish to sions by 60 per cent, and it is a faster reduced by an average of more than use rail transport if the quality is high means of transport. Moreover, the EU 82 per cent and carbon emissions enough. We have seen an increasing practises a very aggressive toll road were reduced by more than 94 per demand for just that, Nilsen says. policy, which means that the cost cent – compared with the correspon- picture has changed in favour of rail- ding quantities of road freight. Fruit and vegetables on the train. ways, Linnert says. BAMA is on track to – We have noticed that our custo- BAMA is one company which trans- achieve its strategy: mers want to transport goods in the ports much of their goods by rail. – Since 2009, we have used Bring most environmentally-friendly man- Approximately 25 per cent of the Frigoscandia to transport fruit and ner. There is a fundamentally positive company’s import volumes (approx. vegetables by rail from Rotterdam, attitude to the railway. However, qua- 40 000 tonnes) from Europe arrive by which is a key hub in our import lity is the determining factor, Wist says. train. Once in Norway, 20 per cent of logistics. Produce from producers in the onward transport is by rail. the Netherlands, Belgium and Spain Environmental focus. In 2010, a new – Rail transport saves time and the passes through Rotterdam, as do con- company, CargoLink, entered the environment. Concurrently, there tainers from overseas, Linnert tells us. Freight – worth its Increasing volumes of iron ore to Narvik Measured in tonnes, transportation of iron Together with Swedish transport adminis- the tracks in the tightest curves every six to ore to Narvik already makes up the majority tration and colleague Trafikverket, seven years. Now, we might have to replace of freight transportation on Norwegian rail- Jernbaneverket has started planning how them every fourth year. But we will look into weight in gold ways. Due to an increase in mining activities the line capacity can be improved to handle improving the technical facilities and the in Northern Sweden, this figure is likely to the increase in traffic. maintenance system to reduce wear and tear. double in the next five years. – We will have an even more challenging The track supplier is already testing rail steel Transferring traffic from road to railway is good for the The main player on the Ofoten Line is and hectic work day in the time ahead, says of an even more durable quality. Swedish iron ore producer LKAB. From 17 Thor Brækkan, Permanent Way Superinten- More iron ore means that more trains will environment. Moreover, it increases road safety and accessibility. million tonnes in 2010, the company’s need dent of the Ofoten Line, with a smile. Brækkan be passing each other, and we will therefore for rail transport will double by 2020. 2013 is very pleased with the development and is have more passing loops. Moreover, other One freight train replaces 24 heavy goods vehicles, and more will also see the introduction of a new player, ready to meet the challenges that will arise. mining companies are also considering using Northland Resources, whose need for freight – The increase in traffic will result in greater the Ofoten Line. This is in addition to the great and more players wish to transport their freight by railway. transportation is estimated to reach five need for maintenance. Because of the weight increase in the general freight traffic into Oslo. million tonnes by 2015. of the trains, we currently have to replace In other words, Narvik’s future is looking bright.

14 | on track on track | 15 Freight traffic

Your home arrived by train Did you know that 70 per cent of goods sold in 1 Bergen have been transported by train? No? Neither 3 did the Hordnes family.

8 «There is hardly one hat was a lot more than I thought and I was very product group not surprised the first time I represented on the heard, says Anita Hordnes freight trains» (42), who lives in Lyngbø, a Tsuburb outside Bergen, together with her husband Tor (56) and her children Marte (14.5) and Matias (10.5). − I don’t think most people in Bergen are aware of how much we depend on the railway. On the other hand, I was pleased when I found out, both because of the environment and because I assume it means fewer 2 1 Building materials trucks and better road safety, she says. A number of large construction firms 4 transport most of their goods by rail. Other cities too . − Depending on 2 Books where you draw the city line, it is fair 7 Reading the latest best-seller? It probably to say that 70 per cent of all goods for 5 came by train. sale in Bergen were transported by rail, confirms Information Manager 3 Furniture Bjarne Wist of CargoNet AS, Norway’s IKEA is one of the companies transporting largest freight company. much of their goods by rail. – One could almost say that there is hardly one product group that is not 4 Drinks represented on the freight trains, Wist Bergen has plenty of fresh water, but says. Nor is Bergen the only city which most other drinks come by train. 6 depends a lot more on the train than 5 Electronics most people are aware of. The latest version arrives by train. – Stavanger, Trondheim and Bodø are examples of other cities where 6 Entertainment most of the goods are transported by Board games are fun for the whole family. rail, Wist says. A lot of fun arrives by train. New awareness. After having gone 7 Fruit through all household items trans- Straight lines and gentle curves over the ported by train in her home with our Norwegian mountains are good for fruit and vegetables. photographer, Anita Hordnes is ready to redefine one of life’s great myths. 8 Clothes and sports equipment – One could almost think that the Often, the latest trends also come to town children came by train too, rather than on iron wheels. the stork, Anita says with a smile.

16 | on track on track | 17 1: Jernbaneverket og kundene 2: Utbyggingsprosjekter 3: En moderne jernbane 4: miljø og samfunnsansvar

Man and machine On Norwegian railways, more construction, cleaning and maintenance work have been conducted recently than in the past ten years. On the following pages you can read more about what we have done for you and your railway section.

18 | on track on track 19 Winner of the «Best Construction» award Capacity doubled in County Development projects Building high-tech station inside the mountain

Best railway – New, modern facilities will increase capacity, says Infrastructure Construction Director Harald Nikolaisen construction in (right). Pictured here with Director General Elisabeth Enger and colleagues from the Infrastructure the country Construction Division. The expansion of the single track to a double track between and Stavanger resulted in a significant increase in traffic. At the annual industry trade fair Byggedagene, the double track section between Sandnes and Stavanger was named “Best Construction” in 2010. Before the construction work, capacity on the section was strained. Building the The new double track reversed the situation, doubling the number of departures between the two cities from every 30 minutes to every 15 minutes. At the same time, three new stations were opened. The result of the development project is striking; after one year of opera- tion, the average daily train traffic is up by 30 per cent. country by rail Jernbaneverket is making plans for and upgrading Norwegian railways for the future. High speed on the ernbaneverket’s Infrastruc- Harald Nikolaisen claims that the Jernbaneverket is planning to construct a new double ture Construction Division is modern facilities will improve the track between Oslo Central Station and Ski (the Follo Line). responsible for major railway daily commute and make the journey Most of the double track will run through a continuous tunnel from Oslo to Vevelstad near Ski. The new track will developments, from the easier for everyone who wishes to be constructed to handle speeds of up to 250 km/h. detailed engineering stage travel by train. The current Østfold Line is a bottleneck for passenger Jto complete railway facilities. In 2011, – It will make living outside the city and freight traffic into Oslo, and capacity on the line is major planning and assessment work centre and travelling efficiently by stretched to the limit (strained section) at certain times is being conducted to modernise the public transport a viable alternative, of the day. Without the new double track no additional Norwegian railways. Concurrently, Nikolaisen says. trains can be run on the section. A new 22-kilometre development projects are ongoing He points out that transporting a double track between Oslo and Ski will increase capacity, reduce travel times and improve punctuality on what is throughout the country. great number of people by railway one of the busiest railway sections in Norway. is both area-effective and energy- When construction of the new track is complete, the A modern railway. The projects have conserving. shortest travel time between Oslo and Ski is estimated one common objective: To create a – We provide significant cost to be 11 minutes. modern railway for a modern society. reductions for society, in terms of – The railway is an environmentally- financial as well as human costs, by friendly and area-effective means of reducing the number of serious traffic transport. However, we need new accidents, Nikolaisen emphasises. tracks to be able to develop the rail- Constructing a way in line with future needs. Much Efficient transport network.The de- of the current railway infrastructure velopments will first and foremost pro- railway station in Norway is old and worn, with a vide a modern and efficient transport inside the mountain high proportion of single tracks. network in the InterCity area in Eastern This means poor capacity and long Norway (see illustration on page 44) A new step towards a modern Vesfold Line is now being travel times. New modern facilities and for local services around the major constructed between Holm and Nykirke. will improve capacity and make sure cities: Stavanger, Bergen and The work on the area development plan was started passengers have a better journey. The Trondheim. There is also a desire to in 2007 and construction was scheduled to begin in late increase in capacity will also benefit transfer more goods from roads onto rail. 2010/early 2011. However, construction commenced as freight traffic, says Infrastructure Con- – Moreover, it is important to us to early as in the summer of 2010. The current route from Holm to Nykirke is 15.1 kilo- struction Director Harald Nikolaisen. realise projects already on the drawing metres long and has many curves and a poor standard. board. We want to be perceived as a The line runs through avalanche-prone sections with a Reduced travel times. You and I will professional developer who deli- high risk of landslides. benefit from the measures in several vers long-term projects with stable The new double track between Holm and Nykirke will ways. The new stations will have operational reliability. By doing so we reduce travel times, increase capacity and, not least, bicycle parking and be accessible to will fulfil our responsibility to society improve punctuality of regional traffic. The new station wheelchair users etc. But the journey at large, the Norwegian state and the for Holmestrand will be located inside the mountain. Constructing the station is technologically challenging; itself remains our main priority. It country’s inhabitants, concludes Infra- it will have four tracks and serve trains passing the will be more comfortable, with more structure Construction Director Harald station at speeds of up to 250 km/h. departures and shorter travel times. Nikolaisen.

20 | on track on track | 21 Development projects

A time for everything 5 Jernbaneverket worked on several major development projects in 2010, and more is to come. Below is a list of the most important projects.

between and . The project Started in 2010 will increase capacity on one of the most heavily-trafficked single track sections in 1 Holm–Holmestrand–Nykirke the country. A new double track will reduce travel times, increase capacity and, not least, 4 6 improve punctuality for regional services. Being planned Moreover, the double track will reduce the need for maintenance related to rock cuts 7 The Follo Line and poor soil conditions. Scheduled for completion in 2018. A new double track between Oslo and Ski will 2 increase capacity, reduce travel times and improve punctuality on one of the most Redevelopments at Ski station will take densely trafficked lines in Norway. This place in several stages. The work is part project will provide Norwegian society of Norway’s largest railway project, the with a four-track railway line into Oslo Central 1 Follo Line, consisting of 22 kilometres of Station through Oslo and . double track from Oslo to Ski. 8 Farriseidet–Porsgrunn 7 8 To be opened The Norwegian Government will consider start-up of the project in connection with in 2011 the 2012 fiscal budget. A new double track will reduce the travel time between 3 Lysaker–Sandvika Larvik and Grenland/Porsgrunn to 12 mi- The Lysaker–Sandvika section marks the nutes, compared with the current travel final step in the removal of the bottleneck time of 34 minutes, linking the Grenland on the towards increasing and Vestfold regions closer together. capacity to improve train services in the Furthermore, the new double track will entire Oslo area. be constructed to improve punctuality and safety, increase capacity and provide 4 Barkåker–Tønsberg environmentally-friendly transportation. A new double track will help reduce travel 2 times between Tønsberg and Oslo. It will 9 Bergen–Arna also increase capacity and thus improve The section between Bergen and Arna is regularity and punctuality to the benefit of the most heavily-trafficked single track all passengers on the Vestfold Line. section in Norway. A double track on the section will more than double the capa- 5 Gevingåsen tunnel city, as well as facilitate increased speed and a more flexible service. Gevinåsen Tunnel will improve capacity on the Trondheim–Stjørdal section, and close down an avalanche-prone and Sandbukta–Moss Other projects maintenance-heavy section. • Passing loops Kleverud–Sørli • Converters, electricity supply Second section Eidsvoll–Hamar • Freight terminals Starting in 2012 • Marshalling yards • Customer information systems 6 Minnesund–Kleverud Eidsvoll–Minnesund 9 • Platform developments The first section of a new double track Third section Eidsvoll–Hamar 3 • Station developments

22 | on track on track | 23 NOK 2 billion for upgrades in the Oslo area NOK 480 million for upgrades in the Greater Oslo Area in 2010 Maintenance and upgrades Upgrades significantly improve punctuality Maintenance coming to a place near you Other major maintenance measures The Sørland Line (Drammen–Stavanger) (replacement of components and facilities) • Preparation for ballast cleaning aimed at boosting punctuality which were • Replacing sleepers completed in 2010: • Replacing tracks • Replacing insulated rail joints The Oslo area Egersund–Stavanger (Ski–Eidsvoll–Drammen) • Drainage facilities In 2010, NOK 480 million was invested in projects in the Greater Oslo Area. The • Fences Egersund–Stavanger target is a robust and dependable railway • Rock and tunnel protection line through Oslo providing a punctual and reliable train service. A total of NOK 2 The (Hokksund–Bergen) billion will be spent on upgrading the rail- • Preparation for ballast cleaning way in the Oslo area in the period leading • Replacing sleepers up to 2014. Major projects implemented in • Replacing tracks 2010 included: • Drainage facilities A huge summer job • Vegetation clearance Lysaker–Etterstad • Replacing ballast • Substructure / superstructure • Replacing pads and insulators • Neutralising track In order to be able to carry out work During the summer closure, axle Station and ballast cleaning (cleaning Lysaker–Etterstad • Avalanche protection on the Etterstad–Oslo Central Station counters were installed in the entire and replacement of new crushed • Overhead line Lysaker–Etterstad –Lysaker section, train services had tunnel. At Skøyen station, a major stone under the tracks) was con- • Information facility Lysaker–Etterstad The (Eidsvoll–Trondheim) to be suspended for 30 days in the inspection was conducted of cables ducted on the Skøyen–Lysaker Line. • Overhead line upgrades Spikkestad Line • Accelerated forest clearing summer of 2010. However, the time and cable joints, and better earthing The measures which were introduced • Electric power upgrades Spikkestad Line • Track renewal Dombås–Hjerkinn was well spent and a number of facilities were installed for the signal- in the summer of 2010 will continue in • Superstructure renewal Spikkestad Line urgent maintenance and moderni- ling system. Furthermore, points 2011 during a six-week closure of the • Information facility Røros Line (Hamar–Støren) sation measures were implemented. heating was installed and switch- Skøyen–Oslo Central Station–Bryn • Track replacements • Replacing and rehabilitation of sleepers One of the measures in the Oslo Tun- boards for railway power constructed. section. • Minor track renewals in the Oslo area • Signal system upgrades Hamar and nel is to replace the current overhead At Oslo Central Station, several • Tunnel modifications upper Main Line associated stations line with an overhead conductor switches and diamond crossovers – A lot of work still remains in the Oslo rail. This means that the problem of were replaced. This work will continue area in the years ahead. Once this is Østfold Line (Ski–Kornsjø) (Trondheim–Bodø) torn-down lines on the section will during the summer of 2011. complete, we will see further impro- • Accelerated forest clearing • Accelerated forest clearing disappear all together. The work will vements in uptime and punctuality, • Station and platform improvements • Preparation for ballast cleaning commence in the summer of 2010 In the same period, new tracks were says Beate Isetorp, Jernbaneverket’s • Replacing sleepers and rehabilitation and is scheduled to be completed in laid for the airport express trains, two Permanent Way Superintendent for Alnabru • Replacing tracks 2011. new switches were installed at Skøyen the Greater Oslo Area. • Points heating and return circuit upgrades • Replacing line – Medjå Tunnel at Alnabru freight terminal • Bridge rehabilitation • Rock and landslide protection (Lillestrøm– • Substructure measures Charlottenberg) • Avalanche and landslide protection • Electric power upgrades at Kongsvinger Grong Station

Ofoten Line (Narvik–national border) Gjøvik Line (Grefsen–Gjøvik) • Ballast cleaning • Accelerated forest clearing • Replacing sleepers • Replacing concrete sleepers with alkali Roger inspects • Replacing tracks reaction • Renewal of avalanche protection – Kvitur the rails • Replacing tracks The rail line measurement and inspection Significant improvement in Landslide Vestfold and Bratsberg Line vehicle Roger uses advanced technical punctuality equipment to measure the condition (Drammen–Skien–Nordagutu) It is worth noting that punctuality figures of the track and record any changes. protection • Preparation for ballast cleaning for the autumn of 2010 show a significant Grooving and waving on the surface of Climate change necessitates reinforcement • Replacing sleepers improvement in punctuality for all the rail are measured by using two lasers of the track substructure in exposed areas. • Replacing tracks sections where measures were and a camera which monitor the axle Jernbaneverket has conducted extensive • Replacing switches implemented. movements, whilst six lasers and camera mapping of areas prone to avalanches • Replacing fences measure the geometry of the track. The and landslides. In the first half of 2010, 18 geometry of overhead lines is measured new weather stations were planned and • Neutralising tracks See attached Key Figures for more using a pantograph equipped with load prepared along the railway network. On • Renewing overhead line installations information about Jernbaneverket’s cells and conventional electronics. In ad- the Nordland Line alone, 57 new landslide • New track plan for Station maintenance work in 2010. dition, images are taken every 20 metres. measures were introduced in 2010. • Preparing public information at stations

24 | on track on track | 25 Combating ice and snow Bolting down rocks and draining away water Research and development Focus on physical protection and warning systems

Together with colleague Erling Nesbø, geologist Julie Engelien Bjørlien does what she knows best: solving challenges Demanding scenery for the Norwegian railways. Here she studies the layers in a snowdrift north of The Norwegian landscape is stunning, but also very challenging in terms of rail- Station. way construction and operations. Fortunately, Jernbaneverket has many skilled experts who continually monitor and develop efficient avalanche and landslide prevention systems.

Strong iron rails cut past rocky hills, 2011, measures will be introduced on Jernbaneverket also uses wheel damage through tunnels and along lush fjords, the Bergen Line, Nordland Line, Ofoten detectors to discover damage and faults running over mountain plateaux, de- Line and Flåm Line, among others. This on railway wheels. Defective wheels fying snow, ice, water and cold. There will be supplemented by dedicated will cause major additional strain on the is no doubt: Norway is a rugged and clearance teams on most sections. tracks and may be another reason for storm-scarred country. – Safe cuts and open drainage rail breakages, particularly in the winter For Jernbaneverket, this presents a systems will save Jernbaneverket signi- when the steel in the rails is more brittle. wide number of challenges. Geologist ficant costs which could otherwise arise Furthermore, intense cold and ice Julie Engelien Bjørlien describes the due to repairs and traffic disruptions, make overhead lines more susceptible main challenges and what and could, in the worst case scenario, to damage. Ice on the lines causes Jernbaneverket does to address them. cause damage to material or personal arcing between the overhead line injury, Bjørlien states. and the current collector on the train Narrow cuts . New railway tracks are due to poor contact. The arcing may constructed at a safe distance from their Snow and ice. An efficient drainage cause damage to the top piece of the surroundings. Nevertheless, much of system with ditches along the sides and current collector, which may result in the current railway still runs along the culverts under the railway line will drain the overhead line being torn down. country’s first, narrow railway route, off most of the surface water. However, If severe ice formation occurs, the where the trains pass close to the rock ice, gravel, stones, twigs and leaves may ice will be knocked off the lines by face. This is referred to as narrow cuts and block the drainage. The culverts also Jernbaneverket’s Operations Section. represents a challenge as ice and rocks tend to freeze in winter. Bjørlien points may fall down on to the track. These sec- out that inspection and follow-up FACTS tions are inspected regularly and secured measures of vulnerable substructure by dedicated rock removal teams. objects such as water channels are im- Gradual emergency – The rock removal teams have a portant for robust railways in general, special responsibility for cuts and tun- and particularly in extreme weather. preparedness nels. Protection work is conducted by – It is essential that any blockages Jernbaneverket has introduced a gradual either clearing the mountain of loose are removed. If not, the water will find emergency preparedness system throug- rocks and ice, or by bolting loose rocks a new course and wash away embank- hout the country. This will be effected and boulders. The teams do a very ments and foundations from under the in the event of extreme precipitation important job, Bjørlien says. track, which in the worst case scenario, warnings, and uses three colour codes: could leave the track hanging in the air. Green Avalanche and landslide risk. In This has happened before, last time on Jernbaneverket collects weather data several places the railway runs along sec- the Nordland Line in 2010, Bjørlien says. from the Norwegian Meteorological tions prone to avalanches and landslides. Provided that the drainage systems Institute and its own weather stations As a preventive measure, Jernbaneverket work, Jernbaneverket is able to hand- and conducts inspections of, for instance, has established warning systems on many le most weather situations involving culverts and the embankment terrain. of the sections. More warning systems will heavy precipitation. Yellow be introduced in 2011 on, among others, The operative traffic controller assesses the Bergen Line and Ofoten Line. Cold. In winter, rail breakages may whether the speed should be reduced in To ensure a more robust and safe occur. The rails contract and the steel cooperation with supervisors and the on- duty administration representative. Data railway, NOK 70 million has been al- structure becomes more brittle in the from the weather stations are followed- located for investment in avalanche cold. Jernbaneverket’s most efficient up continually. protection in 2011. means of avoiding rail breakage is to Jernbaneverket’s avalanche com- ensure proper groundwork and regular Red Major risk of avalanches or landslides. The mittee has mapped many of the maintenance. This includes ensuring the Permanent Way Superintendent continually avalanche-prone sections and is correct neutral rail temperature and ma- assesses closure of the line. In winter, avalanche now working to implement physical king sure that the ballast gravel under preparedness warnings are also provided by protection and warning systems. In the tracks is properly compacted. the Norwegian Geotechnical Institute (NGI).

26 | on track on track | 27 Master of Railway Engineering to be offered soon New engineering programmes in Trondheim and Oslo Research and development Students believe in the railway

nterest in railway studies has ties, not least because it is a focus area soared, says Alf Helge Løhren, where the Norwegian government Jernbaneverket’s external exa- allocates funding for construction and miner for tracklayer apprentices upgrades, says Thor-Gunnar Hansen. and Adjunct Assistant Professor Thor-Gunnar and his fellow students Students on the right track Iof railway studies at the Norwegian consider Jernbaneverket a potential University of Science and Technology future employer. Consultancy firms (NTNU) in Trondheim. Løhren is and industry construction firms are Interest in railway studies has grown rapidly in the last year. Six months of convinced that the increasing interest other good alternatives. But first they railway engineering studies at Oslo University has left the students in no is a result of the political promises must finish their joint bachelor thesis. to focus on the railway in the years – Our thesis looks at a new west- doubt: Railways are exciting! ahead. ward railway tunnel from Oslo Central Station, which would be linked to the Full focus on education. All of a sudden new Bærum Tunnel opening in 2011. apprenticeships are hard to come by and We believe that this tunnel could help there are ten times as many applicants solve the capacity problems in the for railway studies as before. This is existing tunnel, says Christian Halland. reflected in the Norwegian Railway Christian knows that there is not School’s activities which have increased much chance of seeing the light at tenfold in five years. Last year, the school the end of this particular tunnel in the set a new record with 2 000 course parti- near future. During their studies, the cipants/students. students have been told that it takes an average of 50 years from when a trans- «We have learned port project is first planned until it is completed. That has given the students about the railway a new perspective on working life. sector in general and – My dream job is to become project have been provided manager of a project that is actually completed, Christian says laughing. with a good basis for deciding what Realistic approach. Upon completion of the course, the students feel they direction to take have been given a good foundation. next.» – We have learned about the railway sector in general and have been provided Jernbaneverket has a wide focus on with a good basis for deciding what direc- education. Future railway managers are tion to take next, concludes Espen H. Raa. trained on several levels: Espen and his fellow students are Jernbaneverket has implemented working on a bachelor thesis together trainee schemes offering engineering with the consulting engineering group training in several subjects. Further- Rambøll, a cooperation much apprecia- more, we organise 13 courses through ted by Christian. our own project management school. – It’s very valuable to be tutored by Jernbaneverket also cooperates with the people who work on this type of project Norwegian Public Roads Administration on a daily basis. A practical approach on establishing a transport school and a is an important supplement to the tunnel school. Moreover, new enginee- more theoretical part of the course. I’m ring courses are now available at NTNU in now looking forward to gaining some Trondheim and Oslo University College. work experience before starting on my master’s degree, Espen says. Attractive career opportunities. We Anders Holager is the only one of meet up with four happy construction the four not quite ready to embark on engineer students at Oslo University a career. College. They do not deny that career – I have always been interested in opportunities were a decisive factor the railway, but I have decided to start Students find the course in railway engineering at Oslo University College “interesting and useful.” when choosing railway engineering as on a master’s degree straight away. Pictured, from left, are Christian Halland, Andreas their optional subject in their third year. Then who knows? Perhaps I get a job at Holager, Thor Gunnar Hansen and Espen H. Raa. – Railway studies seemed interesting Jernbaneverket when I am done? and useful for future career opportuni-

28 | on track on track | 29 Brand new simulator system Popular apprenticeships Training in Jernbaneverket Extensive management training

Training in 3D Outside the engine driver simulator, the landscape rushes by in 3D. From the driver’s seat, Principal of the Norwegian Railway School, Eva Ervik, confirms that the school is well equipped for the increasing number of applicants.

FActs sn’t it great? Principal Eva and an updated school in line with the Ervik’s eyes light up in harmony needs of the railway sector. The Norwegian Railway with the warning lights on the – The number of applicants for School control panel. Up until now, railway subjects has increased enor- The Norwegian Railway the Norwegian Railway School mously and we have extended our School offers vocational Ihas rented simulator training facilities courses correspondingly. The reason training for engine drivers, from the Norwegian State Railways for this is increased developments, several basic training (NSB). But in 2011, the school will extensive maintenance and, not least, courses, vocational courses open its very own simulator centre for highly required safety measures. In for apprentices and further traffic controllers and engine drivers. addition, we have frequent recertifi- education and training for The solution offers state-of-the art cations. In 2010, we had almost 3 000 the entire railway sector. The Norwegian Railway School technology. The two simulators are students studying exclusively railway requirements. Furthermore, we are is located in Jernkroken in actually able to communicate with subjects, Ervik says proudly. preparing a quality assurance system Thomas Stokke (left), Tine Pedersen, Siv Seljesæter Grorud, Oslo. The school is a each other directly. This has not been The school provides training for which will enable others to check that and Thomas Nesset in training for future centre of excellence for the possible before. Jernbaneverket and other players we supply quality, Ervik says. management tasks in Jernbaneverket. entire Norwegian railway – The simulator will give the who work on or for the railway. Ervik The next challenge is to further sector. students very realistic training. In says she would like to steer the school improve the structure, system and The Norwegian Railway addition, we can enter undesirable towards further partnerships in the quality assurance of the school’s School works closely with incidents into the simulator which will sector. management systems, in cooperation Training at all levels the railway sector and give the students training in handling – I believe interaction with the with Jernbaneverket. Implementation offers courses which match difficult situations. They will also get people we are here for is vital for is contingent on close collaboration Jernbaneverket’s project management strengthen managers’ confidence and At Oslo University College, 19 students the needs of the railway plenty of train driving experience, the services we provide. We must be with many players. Consequently, the school willingness to change and adjust their own chose the newly established course in railway sector. The school’s ambi- Jernbaneverket’s project management behaviour. Jernbaneverket’s values and engineering as their optional subject, many tion is to become a hub for Ervik says. competent and attractive, and able process will take some time. However, school consists of 13 courses in project desired cooperation, result, accuracy and of whom are writing their bachelor thesis in skills development within The simulator centre is a result of to adapt to different needs. I focus on Eva Ervik expects to have a sound management available to employees. safety culture are key terms in this respect. cooperation with the railway sector. Also in railway subjects in Norway. collaboration between the Airport quality and, not least, on establish- framework in place for the further The courses combine e-learning with The Infrastructure Construction Division Trondheim, there was a marked increase in Express and the Norwegian Railway ing good partnerships, internally and work by autumn. classroom teaching. A specially offers a trainee programme for graduate the number of students choosing railway School. Consequently, the cockpit si- externally, she says. – The development of educational developed case from Jernbaneverket’s engineers/master’s degree graduates engineering; 39 students attended the lec- daily project work is used for both who are motivated and suitable for mana- tures at NTNU. In 2011, work will start on the 1 – The simulator mulator is just like entering the interior material, such as e-learning, is a ne- provides very realistic e-learning and practical group gement tasks. The programme runs over establishment of a practical master’s degree of an airport express train. Providing quality. After 15 years as cessary and continuous process at all training, says Principal of – Students will still have driving principal at three different schools, schools and centres of expertise. This assignments during taught courses. two years and includes three practical in railway engineering at NTNU. the Norwegian Railway From 2011, Jernbaneverket’s project training periods, various courses, training School, Eva Ervik. practice and take their exams out Eva Ervik has experienced the value is also the case at this school, Ervik management school will be available sessions and a mentor who monitors the 50 apprentices recruited in the field. However, the simulator of quality assurance. Now she wishes points out. to the entire railway sector. project manager candidate’s professional For the second year running, training provides a unique opportu- to apply her experience to the The principal has a measurable development. Up to six candidates are Jernbaneverket recruited more than 50 nity for safe and varied training, Ervik Norwegian Railway School. ambition for 2011: Extensive management training recruited each year. apprentices in 2010. Many of them have Jernbaneverket also offers a special been offered traineeships and find that points out. – I wish to further develop the qua- – My ambition is that we will be able management training programme. A Increasing student interest in railway the railway of the future represents an lity of vocational training, ensuring to provide the railway industry with total of 280 managers will complete the engineering exciting and challenging career choice. 3 000 students. Eva Ervik took over that regulations and the curriculum most of the courses and expertise they management training programme. About Jernbaneverket was represented at various The training office for the railway sector as principal of the Norwegian Railway comply with NOKUT guidelines (the need. And that we enjoy good and half of them completed their training in career fairs at universities and university col- has been granted more resources as a School at the end of October 2010. After Norwegian Agency for Quality As- close enough collaborations with the 2010, and the remaining 160 will complete leges in 2010. We have seen a sharp increase result of the growing number of only a few months at the helm, she has surance in Education). We are already industry to have access to the best in- their training in 2011. The intention is to in student interest. apprentices in the railway sector. already staked out a course: the well on our way. At the railway school, structors, which is absolutely essential. Norwegian Railway School will continue we are in the process of updating the We will deliver – and we will deliver its development as a centre of excellence regulations in accordance with new quality, promises Principal Eva Ervik.

30 | on track on track | 31 Securing as many level crossings as possible Teaching children railway safety Safety School visits yield results

– The children are very active and ask many questions, says Mona Tviberg Hille (left).

hen Jernbaneverket Had to use the emergency brake. many level crossings as possible in re- teaches school – Whenever we make a school visit, sidential areas. Children are attracted children rail safety, we try to get some media coverage so to flashing lights and railway barriers it has a clear effect. that we can inform as many people as closing and opening. The effect can even possible. beW measured – by the reduction in – When we visited Mosby School Makes an impression. Mona Tviberg the number of potentially dangerous in this autumn, the local Hille finds that children who have incidents along the railways. TV-station had a major feature, where been involved in incidents are very they also interviewed the children, embarrassed about it afterwards. «Undesirable incidents.» The majo- says Tviberg Hille. No doubt many – Children view trains in the same rity of undesirable incidents registe- people watched the programme. way they view cars. They do not red by Jernbaneverket are related to understand that a train cannot swerve the public walking on tracks or level off or stop. That’s why it’s so impor- crossings. Safety advisor Mona Tviberg «Our aim is to influ- tant to teach them how heavy and Hille from the Sørland Line pays ence the children’s long a train is, especially freight trains, regular visits to schools in the region and how difficult it is for the engine to teach children about the dangers. attitude, making driver to brake, Tviberg Hille says. – We use a database of undesirable them understand – It makes an impression on the incidents called Synergi to plan our how dangerous it is children when an engine driver who school visits. We check whether any has had to use the emergency brake of the incidents in Synergi relate to to walk on, or along, tells them how unpleasant it is to schools in the area. I then contact the tracks and level cros- see people walking on the track. The principal and the school prepares a Egersund–Stavanger section is the programme so that we can visit all sings.» worst in the country in this respect, the classes in the school. We usually and it’s not just children who walk on spend one lesson with each class, – On one of our subsequent school the track, Tviberg Hille adds. Tviberg Hille says. visits we were asked to sign auto- – The school visits require a lot of Whenever possible, she is accom- graphs afterwards, Tviberg Hille says. resources. However, the reduction in panied by a uniformed police officer, The visit to Mosby School was the number of incidents after a school an engine driver from the Norwegian prompted by an incident on a level visit means that we will continue State Railways (NSB) who has engaged crossing where four children ran with our work, Mona Tviberg Hille the emergency brake, as well as a across the track just as a train was concludes. track inspector. passing. The driver had to engage the – Our aim is to influence the emergency brake. children’s attitude, making them – The engine driver had a word with understand how dangerous it is to the children straight after the incident. walk on, or along, tracks and level They lived nearby, and their mother facts crossings. We do a short presentation came running out. She had seen the No one beats the train! where we show photographs of local train braking, but could not see the Level crossings stations or level crossings and inform children, and was of course terrified. It the children about the dangers. We was a very scary incident. The children’s also keep an open dialogue with mother contacted us and asked us to Jernbaneverket works continuously The train is larger and heavier than most. No one understands this better to secure and remove level crossings. them. The children are very active and inform the children. The school also got than children – at least after they have given it some thought. have many questions and comments. involved and we organised a school 2010 saw the introduction of approxi- They seem to understand the gravity visit, says Tviberg Hille. mately 230 measures. of the situation, Tviberg Hille says. – Such incidents show that we need to continue our work to remove as

32 | on track on track | 33 Trains have automatic brakes Bespoke radio communications system Safety Monitoring the tracks and the train traffic

The Bergen Line flexes muscles

Last year, the Bergen Line put on some more muscle to be able to withstand the strain from snow loads in the mountains. At Kleven and Reinunga, two sections highly prone to avalanches, new and strong embankment structures were installed which will be able to withstand snow depths of up to five metres! In the period leading up to summer this year, Jernbaneverket will step up its work to secure the railway against rock falls and other types of landslides. Head of landslide and avalanche protection on the Bergen Line, Rune Kilen, informs us that there are special challenges on this line compared to other railway sections, due to steep and avalanche-prone embankments. – In many places, the Bergen Line runs very close to rock cuts and through uncovered tunnel entrances. These sections are therefore very vulnerable. However, we are now inspecting, clearing and securing the rock faces in a number of places, Kilen says. Special attention is given to Track 2 at Trengereid station. Here, trains are not allowed to stop and wait for passing trains because of the high landslide and avalanche risk. Once the upgrade work is complete in May/June, the track will again be used as a , and capacity Why trains are on the Bergen Line will improve. so safe Compared with other means of transport, rail travel is one of the safest ways of travelling. This is due to a number of factors.

rains travel fast, require will then be repaired as soon as pos- train radio communications system. high-quality rails and sible. The network is based on GSM tech- have a very long breaking nology, but has additional functions distance. This may sound Order of departures . The majority of such as emergency calling , group dangerous, but according Norwegian railway sections are single calling and broadcasting functions. Tto Statistics Norway train travel in tracks. This means that the order of The system’s availability requirement Norway is one of the safest means of train departures onto the different is 99.975 per cent and is available on transport. tracks is very important. To run on all Norwegian railway lines, including This is because of a number of sa- schedule, and above all for safety in tunnels. The network is monitored fety barriers incorporated into railway reasons, the trains must be able to around the clock from an operations operations. Here are some of the main pass each other in an optimum man- centre in Trondheim. safety features: ner at stations or on sections designed for this purpose. The order of train Other measures. Jernbaneverket . ATC departures is based on meticulous works systematically to continually is a system which intervenes in calculations and a signalling system improve safety to avoid personal dangerous situations. The control which is monitored by control centres injuries and damage to the environ- systems ensure that the train brakes at all times and across the country. ment or material assets. Moreover, automatically if speeds are too high, the railway network is being upgra- the engine driver brakes too late or ded to allow for climate change and is about to pass a stop signal. special maintenance routines are «Jernbaneverket designed with a focus on safety. In Reduced speed. Sometimes con- works systematically 2010, Det Norske Veritas evaluated struction work is conducted along the to continually improve Jernbaneverket’s safety work, and an railway or there is damage to tracks. action plan has been prepared on the Jernbaneverket has a system which safety.» basis of the conclusions in the report. ensures that tracks are monitored at all times. This means that if minor Bespoke train radio communicati- All to make sure that Norway’s safest faults occur on a section of the track, ons system available everywhere. means of transport is even safer! the train will be told to reduce speed Jernbaneverket has developed its on the relevant section. In rare cases, own bespoke mobile network, refer- This embankment structure is able faults will cause a full stop. The tracks red to as GSM-R, which is a modern to withstand snow depths of up to five metres! 34 | on track 1: Jernbaneverket og kundene 2: Utbyggingsprosjekter 3: En moderne jernbane 4: miljø og samfunnsansvar Visions and values One of the most environmentally-friendly means of transportation in the world is undergoing constant changes. Read more about what we are doing for the environment today, and what you can expect in the coming 10, 20 and 30 years.

36 | on track on track 37 Mapping biodiversity Protecting endangered species The environment and corporate social responsibility Combating alien species

The railway is an environmentally- friendly means of transport. However, Jernbaneverket’s activities have an impact on the external environment. When developing, operating and main- taining the railway, Jernbaneverket takes into account factors such as the natural environment, the cultivated landscape, biodiversity, noise, energy consumption and the visual environment.

Meeting the national target By 2020, the number of people exposed to noise levels above 38 dB must be reduced by 30 per cent compared with the level in 2005. The Norwegian Pollution Regulations set requirements for the maximum permitted noise level from roads and railways. The maximum permitted average noise level for indoor areas over a 24-hour period is 42 dB. In addition, the Norwegian Government and Parliament (the Storting) have adopted a national objective to reduce noise disturbance by ten per cent by 2020, compared with 1999 levels, and the Ensuring survival number of people exposed to average noise levels above 38 dB over a 24-hour period by 30 per cent by 2020, compared of the species with 2005 levels. A noise level of 38 dB compares to having a road with medium traffic load right outside your window. A mapping conducted by Jernbaneverket The Norwegian railway does not just provide clean energy and in 2010 shows that façade measures and/ emission-free transport. Measures implemented along the railway or noise abatement measures will be required for about 250 residences along will also prevent the loss of biodiversity in Norway. the railway to meet the national objective of indoor noise level. The costs are roughly estimated at NOK 50 million.

facts ccording to the Norwegian constructions, it is a challenge to registered several thousand valuable Eidanger railway station at the terminus along many railway sections. biodiversity. We will identify suitable Directorate for Nature reduce the impact on biodiversity. natural areas along the railway. Last of the Vestfold Line. Dragonhead is – We believe the ortolan bunting methods for how to do this and the The Norwegian Red List Management, biodiver- year, we assessed these areas and another endangered plant for which bird likes the scorched areas along cost of these, says Astrid Busengdal. is a list of plants and spe- cies that are endangered in sity is being reduced 100 Mapping biodiversity concluded that railway operations Norway has a Nordic responsibility to the railway. There are currently some way, faced with times quicker than 50 As one of the largest property owners and maintenance will have a negative protect. Dragonhead is found at four only about 100 pairs left in Norway Limiting alien species major population reduction yearsA ago. The reason is human activity. in Norway, Jernbaneverket has impact on about 500 of the areas, railway locations in Eastern Norway. and they live within a small area in The railway is a dispersion corridor or are naturally rare. As much as 85 per cent of the loss is mapped biodiversity on its own land says Environment Advisor Astrid Bees, bumble bees and wasps also southern Hedmark close to the Solør and habitat for endangered spe- The Norwegian Black List caused by landscape interventions. since the year 2000. This is done so Busengdal. The effort to quantify Line. Since 2003, Jernbaneverket has cies (Norwegian Red List), but also is a list of alien species which The rest is mainly linked to pollution that adverse environmental impact conflicts has not yet been concluded «In 2011, we will look scorched vegetation along the Solør for alien species (Norwegian Black have a negative impact on and climate change. Biodiversity is caused by the railway can be limited and will continue in 2011. Line embankments to help provide List). Jernbaneverket has prioritised the existing ecosystem in important for human existence. There as much as possible. The mapping at how we can limit a suitable habitat for the ortolan combating cow parsnip, the “Tromsø Norway. is an international commitment to halt has become more extensive and Flowers along the railway line vegetation on bunting, says Astrid Busengdal. palm” (Persian Hogweed), Japanese the loss of biodiversity. systematic in the last two years as Sometimes, the design of railway embankments and at Many species that become extinct are knotweed and Himalayan balsam. The railway is an area-efficient a result of the adoption of a new facilities provides the eco-balance linked to the old cultivated landscape – The dispersal of these species has means of transport. For instance, as nature biodiversity act and require- necessary to maintain or even create the same time retain in Norway. The species disappear as been mapped previously and in 2010 many people can be transported on a ments from the Ministry of Transport new valuable habitats for endangered biodiversity.» agriculture and the landscape change. we will continue to limit the number double track railway as on two or even and Communications. plants and species. One example of Perhaps railway embankments can help of plants. However, to succeed in three-lane motorways. It goes without – The railway cuts through the such a plant is the mountain clover, thrive in open, sunny and sandy are- crate new habitats for these species? combating the Black List species, we saying that habitats can be saved if landscape, and by doing so, it also which is one of the rarest plants in as, which can be found in areas along – In 2011, we will look at how we need help from private and public railways become the preferred means cuts through a cross-section of Norway. It grows only on Hovedøya the railway. The ortolan bunting can limit vegetation on embank- property owners, concludes Astrid of transport. However, even for railway Norwegian nature. So far, we have Island in the Oslofjord and at the bird was formerly known for nesting ments and at the same time retain Busengdal.

38 | on track on track | 39 Recycling more and more, and introducing an environmental budget

CO2 emissions reduced The environment and corporate social responsibility The most environmentally-friendly rails in Europe

The correct choice of rails is important for the environment.

facts ommon European requi- percentage of recycled steel in their rements for a sustainable production process. And now we have life-cycle for railway purchased the most environmentally- Owns, technical equipment will friendly rails that can be found in all develops promote more environ- of Europe. They have been put in Cmentally-friendly acquisitions. The place all over Norway as the old rails and man- International Union of Railways (UIC) are gradually being replaced, says Per has prepared guidelines for environ- Melby proudly. ages infra- mentally-friendly train procurement and is now in the process of estab- Complete focus on the structure lishing environmental guidelines for environment. The InfraGuidER pro- Jernbaneverket manages the acquisition of railway technical ject has now been completed. In 2011, much of society’s infra- equipment. guidelines will be established on how structure. Jernbaneverket’s The work conducted so far has resul- to set environmental requirements for property includes railway ted in a list of products which the pro- purchasing of railway material. tracks, platforms, waiting ject group believes should be subject – This guideline will help us create rooms, stations built after to environmental requirements. The Per Melby, Procurement Director a uniform environmental profile. 1996, electrical railway facilities, signalling systems list is called InfraGuidER (Infrastruc- Furthermore, it will help us establish and facilities as well as ture Guidelines for Environmental into new framework agreements for environmental requirements for the traffic control facilities Railway Performance). rails and switches, we focused on three entire value chain. Consequently, we and telecommunication key elements: energy consumption, will contribute to reducing carbon facilities. As well as being Sound environmental criteria. waste and the use of recycled steel. emission, minimising the use of toxic responsible for operations For Jernbaneverket, the timing of We hired the consultancy firm substances and increasing the use of and maintenance, Jernbaneverket also con- the introduction of the InfraGuidER ECo2Win to help us ensure that we renewable resources from cradle to structs new infrastructure. guide­lines is impeccable. received the proper documentation grave. We will then have a complete – The list was a good tool for estab- from our suppliers. sustainable process chain – from lishing sound environmental criteria – They helped us ask the right ques- purchasing of office equipment and when we were going to implement tions, so we can conduct a good and cleaning to major development pro- an NOU (official Norwegian report) for reliable assessment of the information jects, says Per Melby. the environment and corporate social we have requested. It means we can responsibility last year. At approxi- compare apples with apples, says Per mately the same time, we were about Melby with a smile. to establish framework agreements for At the start of the process, Melby set rails and switches, both of which were a requirement; when choosing suppli- covered in the InfraGuidER guidelines. ers the procurement group should let It helped us apply the guidelines says environmental considerations count CO2- Procurement Director, Per Melby. 20 per cent. Melby admits that in the past reductions on the Jernbaneverket has focused too «We have now purcha- Follo Line much on establishing environmental Environmentally-friendly tracks and swit- requirements which limit the negative sed the most environ- ches yield CO2 reduction for the Follo Line. environmental impact of finished mentally-friendly rails On the Follo Line, all elements relating products. that can be found in to construction must be recorded in an – The InfraGuidER list taught us to environmental budget. In the budget, also focus on the production process. all of Europe.» new environmental rails and switches will

The final product is only as environ- yield substantial CO2 profit. The measuring Shining from the inside mentally-friendly as its production It was very ambitious. It meant that, method, which has been developed by Jernbaneverket, comprises the entire life of process, Melby states. ultimately, the environment could all input factors. Jernbaneverket encourages suppliers to compete even be a determining factor on par with – This pilot project ensures that we are Stiff competition.The InfraGuidER other criteria such as price. But we one step ahead, so that we can make the more – for the sake of the environment. list puts forward many proposals for did it. The suppliers competed on the most environmentally-friendly decisions in what you should ask yourself during lowest carbon emissions, the most the further planning process. In the long the selection process. However, this is environmentally-friendly energy mix term, we aim to use environmental budgets not a comprehensive list. When for the production phase, the lowest for all major projects, says Environmental Advisor Håvard Kjerkol of Jernbaneverket. Jernbaneverket was going to enter waste quantities and the highest

40 | on track on track | 41 7 out of 10 prefer high-speed trains to air travel Predicts 12 000 passengers daily between Oslo and Bergen/Stavanger The future Looking at costs and ticket prices

Norwegians are keen on high speed A new study shows that Norwegians are very positive towards high- speed rail services between the major cities in .

n February 2010, Jernbaneverket prefer to travel by high-speed trains construction of high-speed railway was tasked by the Ministry of on all sections. The only exception sections, as long as they are built Transportation to study the is Gothenburg which is currently and operated with the weather future of high-speed railway dominated by car use. Time-saving, conditions in mind. In countries such services in Norway. The second comfort and the possibility of working as Germany, with both high-speed Iphase of the study was to establish fun- while travelling are the main reasons train services and winters, speeds are damental prerequisites for high-speed why people would prefer travelling by lowered in winter. trains, and the phase was completed high-speed trains. – We need to make accommo- in March 2011. In the coming year, the – The premises of the survey were dations for weather conditions, for project group will study the sections that ticket prices would be the same, instance by making sure that the and estimate the cost of constructing travel time would be equal to, or shor- maintenance organisation is staffed such train sections in Norway. ter than air travel, the total travel time around the clock should something happen, Stillesby says. Five sections. – We are a small project Calculations also show that high- group in Jernbaneverket who work on «We have massive speed trains are just as safe as regular this, so we have hired some external amounts of data and trains, even if speeds can reach up to consultants, in addition to the execu- will prepare alterna- 350 km/h. The reason is that these trains tive committee and the expert group, are constructed in an even safer way. says Project Head Tom Stillesby. tives for both 2024 Although passengers are positive, Together with Project Coordinator and 2040.» there is not a large market for using Britt Narmo, Commercial and Contract high-speed trains for freight as the Manager Per Ustad and Communicati- would not exceed three hours and market is price-conscious and unwil- ons Advisor Lisbet Kierulf Botnen, they there would be hourly train services in ling to pay more, although travel time form the Jernbaneverket project group. each direction, Stillesby says. is reduced. During a press conference in 2011, The results of the survey show that attended by journalists and members with a travel time under three hours, Crunching the numbers. The project of the Storting’s standing committee the train would have the largest group is now entering the third and on Transport, Stillesby presented the market share. final phase of the study. It will be results of phase two of the study. If a high-speed train ticket were to completed in February 2012. – During the past five months we cost the same as airfare today, the – We have massive amounts of data have worked with establishing the market in 2024 would probably be and will prepare alternatives for both prerequisites for studies of the 6 000 passengers each day between 2024 and 2040. In the autumn we will sections Oslo–Kristiansand–Stavanger, Oslo and Bergen, 8 000 between Oslo present the costs of the development. Oslo–Bergen, Oslo–Trondheim, and Trondheim, 9 000 between Oslo Then the question is how much of Oslo–Gothenburg and Oslo– and Kristiansand/Stavanger, 12 000 these costs should be included in the Stockholm, Stillesby says. between Oslo and Bergen/Stavanger ticket prices, Stillesby says. (via Haukeli) and 2 000 between Oslo The expert group has determined Largest market share. According to and Stavanger. that no country has been able to Project Head Tom Stillesby a survey carried out by consultancy develop high-speed train services just will present cost estimates for firm Atkins, given the same price as Winter no problem. Weather through ticket prices, without govern- developing high-speed train sections. air travel, seven out of ten would and climate pose no problem for ment support.

42 | on track on track | 43 Oslo–Halden in just one hour? Drammen–Tønsberg in 23 minutes? The future Oslo–Naples direct?

Vast possibilities What would happen if the Østfold and Vestfold Lines were completed with modern double tracks? The number of passengers would triple.

facts his is one of the results of study, and have contributed recom- coordinated with the high-speed a feasibility study carried mendations and input to the work. study and submitted as input to the Jernbaneverket’s out by Jernbaneverket, Cost estimates show that comple- Ministry of Transportation’s work on vision for 2040: assisted by several consul- tion of a double track on the Østfold the upcoming National Transport Plan Rail is the preferred tancy firms. Line down to Halden would cost to be published in 2013. mode of transport TThe estimates in the study show that between NOK 16 and 20 billion, de- of passenger and by constructing double tracks on both pending on the alternative and routes freight companies alike. lines, the number of passenger would selected. The InterCity area Rail has increased triple. This is because the increased There are only minor cost differences its market share all capacity will significantly reduce travel between the speed standards on the Lillehammer through the period times and increase the number of Østfold Line. The differences on the leading up to 2040. Moelv Brummundal Trains run on time departures. Vestfold Line are larger. Here the cost and travel times have – The study shows that construction of development will probably reach been significantly of double tracks would improve rail NOK 23 billion for a 200 km/h standard Hamar reduced. services, bringing cities in the Oslo-area and approx. NOK 35 billion for a 250 Tangen Long-distance trains closer together in terms of travel time, km/h standard. compete with air travel, and in the says Project Manager in Jernbaneverket, major cities we have Anne Siri Haugen. Travel time estimates. Travel time Eidsvoll contributed to public Such developments will make estimates show a reduction of 25 to 50 Gardemoen

transport absorbing Eastern Norway a more dynamic resi- per cent in travel times. Travel times Illustration photo all traffic growth. dential and working market, with Oslo between Oslo and Halden could be re- The freight trains’ Lillestrøm as the hub in an urban sprawl of two duced to one hour, 45 minutes quicker Lysaker market share has Sandvika million people. than today, while Drammen–Tønsberg Oslo S Improved New signalling system grown at the ex- Asker could be done in 23 minutes compared Drammen pense of road transport. Ski infrastructure in makes Europe easier We have contributed Two main alternatives. The study with the current 54. to a safer and more looked at two main alternatives: One The study analyses the need for Sande the north environmentally with a travel speed of 200 km/h, with resources on the basis of a 15-year Holmestrand Moss Rygge Growth in the northern areas requires The new European signalling system system must be implemented. -friendly way of Skoppum a lower speed between station cities, timeframe from adoption to comple- Råde improved infrastructure. Industries such ERTMS does away with red and green The new facilities are based on EU’s travelling in Norway. Sarpsborg and the second with a general travel tion, but the construction period will Tønsberg as oil and gas, mining, tourism, fisheries light signals along the track. Instead, the shared European technology platform Stokke Fredrikstad speed of 250 km/h or more. Impacted vary depending on the funds alloca- Skien and aquaculture, manufacturing and locomotive operator will see the signals for signalling and speed monitoring Torp Halden Sandeord municipalities and county administra- ted for the development. Porsgrunn maritime industries all depend on good on the speed indicator. of trains (ECTS/ERMTS). The European transport alternatives to expand, provide ERTMS means that all European coun- specifications have been adopted into tions have been consulted during the The recommendations will be Larvik more jobs and increase the number of tries will have a joint signalling system Norwegian law under the EEA agreement. inhabitants in the region. unlike today. This will make it easier to The Norwegian Public Roads cross borders. The work of replacing the Administration, the Norwegian Coastal signalling system in Norway is fully under Travel far in the same carriage Administration, and Jernbane- way. The first section to receive ERTMS verket have been tasked by Minister of will be the Eastern Line on the Østfold In the future it will probably be easier to travel national concern, and all countries have borders, improved service and increasingly Transport and Communications Magnhild Line. It is about 80 kilometres long and from Narvik to Naples in the same carriage. developed their own signalling and harmonised regulations will in the long- Meltveit Kleppa to study the need for the job will be completed in 2014. With the current itinerary, travelling electric power supply systems, as well as term yield a more competitive European new infrastructure in the north ahead of Based on the experiences made on from Narvik to Naples would take 55 their own national rules of operations. railway network including sections such as the upcoming National Transport Plan this section, Jernbaneverket will facilitate hours. Of this, five hours is just waiting; This is now changing. ERTMS, the new Narvik–Naples. (NTP). Increased focus on railways, more further implementation of the system on waiting at stations and waiting at borders European signalling system, has been deep-water berths, good highways, main the remaining Norwegian railway network. for new locomotives. adopted on some European railway airports and improved oil spill prepared- Trains also need new technical equipment, Traditionally, railways have been a sections. Standardised solutions across ness will be studied. and a training programme in the use of the

44 | on track on track | 45 Highlights of the year

157 years of Norwegian railway history

1854 Norway’s first railway line (Kristiania–Eidsvoll) opens.

1890– Railway lines totalling 1 419 km are built in Norway. 1910

1909 The Bergen Line is completed at a cost equivalent to the entire national budget.

1938 The Sørland Line to Kristiansand opens. 1 1940– The German occupation forces take control of NSB, 1945 norwegian State Railways. Restrictions on fuel between Oslo and Ski, which will be consumption give the railway a near monopoly on completed in 2018, and halve the travel January 4 transport. The railway network is extended by 1 The cold period at the start of the time to 11 minutes. Minister of Transport 450 km using prisoners of war as forced labour. 10year causes problems for railway opera- and Communications Magnhild Meltveit tions. It is difficult to predict where on Kleppa breaks the ground at Ski station. 1952 Funds are allocated for electrification of the railway the railway sections the problems will May is characterised by a number of network under the motto “Away with steam”. occur due to the combination of snow, landslides and rock slides as well as slope age and wear on the infrastructure. Both failures on several railway sections due to 1969– The 1952 electrification plan is completed. Jernbaneverket and the train companies large amounts of precipitation, melting 1970 increase their preparedness to attempt to snow and spring thaw. The Nordland Line alleviate the situation. is one of the sections that have to close, 1996 Norwegian State Railway (NSB) is split into NSB BA and extensive repairs are carried out du- (train operating company) and Jernbaneverket ring the Pentecost holidays. A construction (infrastructure manager) February road is made and 7 000 cubic metres of Jernbaneverket enters into a cooperation rocks are filled in before the track and 1999 agreement with the NSB to ensure better traf- sleepers are put in place. The fic information to passengers during disrup- Norway s first high-speed line, from Oslo to Gardermoen tions. The agreement includes standardisation airport, enters service with great success. of announcements and the NSB is consulted June 2 2000 The tragedy at Åsta, Norway’s third largest rail regarding where information channels should On the Bergen Line this summer, rail accident in 50 years, leaves its mark on the rail- be placed and what should be prioritised. track renewals totalling NOK 160 million ways at the start of the new millennium. Jernbaneverket also increases staffing at Oslo are carried out in addition to the regular 5 Central Station and in Drammen. maintenance work. The additional efforts 2004 NSB AS and Jernbaneverket jointly celebrate are to prevent sun kinks and limit the launches its new customer service centre 5 On 15 November, the winter March need for reduced speed. Much of this during a ceremony at Oslo Central Station. preparedness starts. Many measures 150 years of Norwegian railways. work is carried out at night. At the same time, the public is informed are implemented in the Oslo area. New 2 On 24 March, 16 carriages come out it can receive information about all trains snow clearing equipment is acquired of control at the Alnabru Freight Terminal. on mobile devices. – This is a great leap and clearing personnel hired, switches 2005 Norway’s largest onshore construction project, This results in the tragic accident on July forward for improving traffic information, and drainage are improved and the the new double track line between Sandvika and Sjursøya, causing three fatalities. The routines From 10 July to 9 August, Jernbaneverket Minister of Transport and Communications traffic controllers have dedicated snow Asker, opens for traffic. at the terminal are changed immediately. closes rail services between Oslo Central Magnhild Meltveit Kleppa says. coordinators. Jernbaneverket assumes responsibility for Station and Drammen to prioritise the 2006 The railway enjoys growth in both freight and pas- the accident and accepts a corporate replacement of old facilities causing senger traffic, and increases its market share. fine of NOK 15 million. To prevent similar delay. Work is carried out both high and October December accidents in the future, several new derailing low during this 30-day period. From 23 The state budget is presented. The By the end of the year, 119 of a total of 2007 The Ganddal freight terminal at Sandnes in Jæren points are installed at Alnabru. July, parts of Oslo Central Station also Norwegian Government proposes an 357 stations have received new electronic is completed in December. In all, around 100 close for extensive work. allocation totalling NOK 9.2 billion for information screens or displays showing different construction projects valued at NOK 2.2 April Jernbaneverket in 2011. The framework departures and any delays. The stations are billion are under way. for maintenance and renewal is proposed also equipped with improved loudspeaker On 28 April, Jernbaneverket appoints civil August increased by NOK 2.2 billion. This is an in- systems. 2008 Project Oslo to renew the railway network through engineer Tom R. Stillesby as the project On 9 August, the resumption of rail services Oslo starts in the spring. Introduction of a new crease of 19.3 per cent compared with 2010. On 22 December, tenders for the last manager for the study of possible high- between Oslo and Holmestrand/Gulskogen travel guarantee scheme is approved. phase of the high-speed railways study speed railway lines in Norway. is marked. Extensive track changes along are opened. The consultancy firm that is The maintenance and renewal season Lake Engervannet in Sandvika have been car- November awarded the contract will start its work in 2009 A National Transport Plan is presented. According starts. The budget for the Oslo area is ried out, the signalling system in Drammen A press conference regarding internet February/March. The firm will supply spe- to the plan, NOK 92 billion will be invested in the NOK 470 million. has been upgraded and all cable junctions access on trains is held on 9 November. cific proposals for routes for four sections; railways over the next 10 years. in the signalling system at Skøyen have been The first section to receive such access is Skien–Oslo–Lillehammer. Jernbaneverket northwards, southwards, eastwards and checked. 2010 A decision was made to have two tunnel tubes in is working together with both the train westwards. The final report regarding the May what will become Norway’s longest railway tunnel companies and mobile and broadband high-speed railway service study will be 3 On 7 May, a ceremony is held marking on the Follo Line, the 22-kilometre long double track September service providers to ensure reliable co- presented by 1 February 2012. the official construction start on the Follo 3 which will be constructed between Oslo and Ski. Line. This will be the new railway section 4 On 29 September, Jernbaneverket verage along all Norwegian railway lines.

46 | on track on track | 47 Contact details Jernbaneverket’s units are located at several sites throughout the country. For more detailed information, visit our website or give us a call.

05280 (for domestic calls) From abroad (+47) 22 45 50 00

Postal address Jernbaneverket, P.O. Box 4350, N-2308 Hamar E-mail [email protected]

Contact Jernbaneverket’s customer service centre on e-mail: [email protected] SMS/MMS: Send code JBV to 26112 Social media: Twitter and Facebook

Issued by Jernbaneverket, Oslo, June 2011 Copies: 200 Layout and design: Red kommunikasjon Photo: Arne Danielsen, Jarle Foss, Øystein Grue, Tore Holtet, Rune Kilen, Harry Korslund, Hilde Lillejord, Njål Svingheim, BAMA, Ellen Jarli, Per Thomas Risvoll, Thor Erik Skarpen, Roy Storvik and ThinkStock Illustrations: Nordconsult, Public Arkitetekter, Ida H. Ørnhøi/Jernbaneverket, Torgeir Sollied and Ole A. Krogness/Multiconsult, ViaNova, Architects Reinertsen/Selberg. Print/production: RK Grafisk www.jernbaneverket.no