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On Glimpses from the Norwegian national Rail Administration's activities 2012

More for the money In 2012, railway construction maintained a brisk pace. More than 90 per cent of investments went to the supplier market.

on trackon track 2009 | | 1 "Both the number of apprentices and applicants for available positions are increasing. In 2012, we received Contents 7,663 applications for 459 available positions." Editorial

Editorial 3 Rail traffic 4 08 The train revolution is underway 4 On track for a greener 6 Focus on better traffic information 7 Traffic growth 7 Nine of ten trains on time in 2012 7 It works! Maintenance and renewal 8 Measures that work 8 Major efforts in maintenance and renewals in recent years are showing Maintenance train on track 10 Pick and shovel on the Line 11 results. Nine out of ten trains were on time in 2012. This inspires us to continue to make efforts to provide society with more value for money. Groundbreaking 12 12 Joint development of rail and road 12 he summer of 2012 was Norway's largest cavern 16 the last year with long- term closures of train traf- Shortcut to 17 fic for extensive renewal The prepares for the start of construction 18 and maintenance work in Nicer and safer at the stations 19 Tthe region, and we are seeing the results of the efforts. One measurement of Jernbaneverket's The future 20 (the Norwegian National Rail Adminis- tration) contribution to punctuality is Advanced education 20 the number of hours of delays caused Faster train travel and departures 22 by infrastructure issues. In 2012, this Largest investment in signals in Norway 24 figure was 8,463 hours. This is a reduc- tion of 2,170 hours compared to the Building railway competence 25 previous year, and is the best result 3212 achieved since measurements began. More for the money 26 The good result is likely explained by good collaboration with the rail com- On side with the market 26 panies, good winter preparedness Our large development projects Extensive activity in the sector Ambitious Director 28 and fewer faults in the infrastructure have maintained a brisk pace. We also has made many people aware of where measures were implemented. completed the new sidings for tur- the railway as an attractive place to 2012 also saw several incidents of ning and stabling trains that needed work. The numbers of apprentices Safety and the environment 30 extreme precipitation, avalanches and to be in place in order for us to and applicants for available positions Safety and the environment are top priorities 30 landslides that affected traffic. We are introduce a new timetable with more are increasing. In 2012, we received happy that our work on preparedness trains in in December. 7,663 applications for 459 available Changing attitudes 32 ensured the safety of life and health, positions. Close call 33 in that affected track stretches were Using money well. Planning was also Yes, we are on the right track! Mobilising against natural hazards 34 closed to traffic in time. a central topic in 2012. For instance, However, after a 2012 review of the the national transport agencies needs for all lines we know that much Energy conservation measure: Won't waste heat 35 More value for money Record-high presented their proposal for a remains to be done to catch up with Systematic environmental work 35 Issued by: Jernbaneverket, Oslo, September 2013 investments in new infrastructure National Transport Plan for the 2014- the maintenance and renewal back- Print run: 500 were made in 2012. 91.5 per cent of 2023 period in February 2013, and logs. Our challenge lies in getting the Testing beaver technique at Minnesund 35 Layout and design: REDINK Front page: Blaster Åshild Salte from GJ-entreprenør AS works at the E6- the investment budget was spent in Jernbaneverket's ongoing work on priorities right and getting more out Line Joint Project. Photo: Hilde Lillejord the supplier market, while smaller strategy is to enable us to handle in- of the budget we actually have. We 2012 in brief 36 Other photographers: Arvid Bårdstu, Brian Cliff Olguin, Bjørn Sigurdsøn, projects were performed by creased allocations and several large are on track for a reliable and future- Jernbaneverket then and now 38 Elin Staurem, Freddy Fagerheim, Gunnar Kingwall, Hedda Nossen, Hilde Lillejord, Jernbaneverket employees. assignments in the years ahead. oriented railway in Norway. Jarle Foss, Knut Opeide/Statens Vegvesen, Njål Svingheim, Odd Roar Tjosevik, Large construction contracts have For each krone entrusted to us, as Pål Vidnes, Randi Folke-Olsen, Rune Folkedal/ Tidende og Rune Sævig/ proved attractive for companies within much as possible must be used on the , Torgald Sørli, Øystein Grue, Åsmund Vik and outside of Norway, and have led to tracks. We therefore hired the McKinsey Illustration: Via Nova good competition. This clearly shows consulting firm in 2012. By 2014, our Printing/production: RK Grafisk that predictable financing and good organisation of work processes and framework conditions are significant to improved work tools shall ensure the optimal utilisation of the funds. optimal resource use. Director General

2 | on track on track | 3 The train revolution – Norway's largest jigsaw puzzle Costs NOK 2.7 billion Train traffic Preparing a new basic route from December 2014

facts The station area at the old and venerable station was completely renovated in 2012, as The train part of the preparation for a new basic route from revolution The train 2014. Jaroslaw Lewandowsi from Implenia Norge AS is finishing an eight-metre high sheet pile wall. From December 2012 Trains every half hour Drammen–Dal (stops at revolution is hubs between and Lillestrøm). Trains every half hour Lillestrøm–Asker– (stops at all underway. stations). One train per hour Asker – (stops at Local trains at 200 km an hour. Departures every hubs between Asker and 10 minutes. Travel times in Eastern Norway up to Lillestrøm). The Moss– Spikkestad 20 minutes faster. This will be the new reality for shuttle train is only run to/from Skøyen. train passengers. From December 2014 t the end of 2012, the The Spikkestad Line ran on the Asker Departures every 10 minutes between Asker first part of the new time- Line before the restructuring. When and Lillestrøm (stops at table was launched. This the trains reached Asker, they had to hubs). resulted in more effective cross every track at the station to reach Departures every 15 train traffic. The train rev- the Spikkestad Line. With more trains minutes between Asker– Aolution will be completed in December passing through , this Lillestrøm (stops as for 2014, when the last parts of the rear- would take up so much of the capacity local trains). rangement of routes will be in place. that it would not be possible for more Three trains per hour Drammen–Eidsvoll. This will lead to significant improve- trains to run through Asker. If the Spik- The Moss–Skøyen and ments in most people's train service. kestad trains were to still use the Asker Ski–Skøyen shuttle trains The improvements, which began in Line, this would have had significant will be extended to 2005, are based on Norway's largest consequences for the timetable for /Stabekk. jigsaw puzzle. the rest of Eastern Norway, and today's The Østfold Line will see "The new clock-face scheduling route model would have been impos- more departures once model is first and foremost the most sible to implement. the Follo Line has been completed. optimal timetable we can achieve with When making a completely new the current infrastructure. This is the timetable, it is easiest to start with the The measures solution that gives the majority of those 11 new sidings for tur- who travel by train daily a better ser- ning and stabling trains: vice", says Nils Hansegård. He worked on "Jernbaneverket has Eidsvoll, Drammen, planning the train revolution from 2005 built new turning , , Moss, until he retired at the end of 2012. Kongsvinger, Lillestrøm, sidings and stabling Ski and Høvik. sidings for trains at Extension of platforms: Where to put the first piece of the Frogner, Moelv, Lier, puzzle? Each hour, only 20 trains in Eidsvoll, Drammen Dal, Hauerseter, each direction can pass through the and Skien, amongst Spikkestad, , . The tunnel has only two Knapstad, Skotbu and tracks. The 20 time slots are distribu- others." Råde. ted amongst three airport trains, two The power supply is be- ing upgraded and parts freight trains, one long-distance train trains that usually run in a specific pat- Tight timetable. Seven of Norway's 200 km/hour. If local trains running the time leading up to 2014 and the "Many pieces of of the signalling system and 14 local and regional trains. The tern, such as the Airport Express Train ten largest stations are located bet- at 130 km/hour are allowed onto the next expansion of the route model, on the trains must also be distributed in such and trains running between hubs and ween Asker and Lillestrøm. track, delays will ensue. To implement such facilities will be completed at the puzzle must be and Main Line are being a way that they run at regular intervals. stopping at Asker, , Lysaker, After the 2012 rearrangement of this significant change, investments the Lillestrøm, Ski, Kongsvinger and in place before the modified. "The is a bottle- Skøyen, Nationaltheatret, Oslo Central routes, trains now run five times an have been made in new facilities at Høvik stations. New and longer plat- trains can start run- Extension of track 13 at neck because we will have trains that station and Lillestrøm. Starting in hour from each hub between Asker a number of stations to receive the forms have also been built, or will be Lillestrøm. must use crossovers to get to the right 2014, these trains will run every 10 and Lillestrøm. Starting in 2014, six Norwegian State Railways' (NSB) new built, at a large number of stations. ning on new and New signals and a num- ber of other modificati- track", says Hansegård. minutes. trains an hour will be introduced, and Flirt trains. NSB has purchased 50 Many pieces of the puzzle must be faster routes. " ons in the Oslo tunnel. Trains that must cross from one side "We have worked and reworked with that a ten-minute frequency new trains, and 26 old trains will be in place before the trains can start The entire operation up to the other over many tracks impose this route model so many times and will have been introduced. The new scrapped. operating on new and faster routes. to December 2014 is significant limits on capacity. The so thoroughly that we are left with timetable is very tight; so tight that it Jernbaneverket has built new tur- Jernbaneverket will conclude this estimated to cost about Spikkestad Line is a well-known exam- the most optimal model we could requires all trains on the Gardermoen ning sidings and stabling sidings for work in 2014, at a cost of nearly NOK NOK 2.7 billion. ple of this. achieve", says Hansegård. Line to be able to achieve a speed of trains at Eidsvoll and Drammen. In three billion.

4 | on track on track | 5 91.2 per cent of passenger trains were on time in 2012 Train traffic Freight traffic was also more punctual

Nine out of ten trains In recent years, a number of measures have been implemented to ensure that more trains are on time. The train On track for a greener Norway companies have also worked actively on punctuality. Causes of delays are Freight transport by rail in a harsh climate such as Norway's is not without its challenges. followed up, winter maintenance has been improved with regard to both is one of the companies that has succeeded. They actually get you to eat greener. trains and infrastructure, and there has been a focus on efficient station stops. This has shown results. Freight traffic also saw a clear impro- arl Ivar Nilsen became the vement of punctuality in 2012. The CEO of Cargolink in the largest freight train company, CargoNet, autumn of 2011. Up to achieved 82 per cent punctuality. that point, the company had had deficits of mil- facts lionsK of kroner every month. The 2011 loss ended at NOK 66 million, but What is punctuality, then things started to improve. regularity and uptime? In the third and fourth quarters of 2012, the figures changed from red to black, and Nilsen thinks it was a natural All-out effort to improve traffic information Punctuality, regularity and uptime disaster that caused the turnaround. are measurement parameters that Jernbaneverket must report to In March 2012, a large landslide closed Jernbaneverket started to test new the screen displays are also tied to New information board at the Ministry of Transport and displays on the information screens the sector marks at the platforms. Oslo Central station. Communications. at the Oslo Central station and Natio- This makes it easier for travellers to In the summer of 2012, a new "With more freight per naltheatret stations in 2012. The new stand at the right point on the plat- information board was installed in Punctuality train, we would have displays are more customer-friendly form before the train arrives. When the station hall at Oslo Central station. Punctuality is the number of trains and provide more information on the test period for the new displays The information board measures 60 on time at the final station (as a per- improved earnings the train about to arrive, including is over, the solution will be used at square metres and consists of 100 LCD centage). A train is considered to be by many millions of whether it has single or double all hub stations in the Oslo area. We screens. The entire board weighs six on time if it reaches its final station carriages, where the entrances for will also continue to develop the so- tonnes and is 513 inches long. The old within a margin of three minutes kroner without incur- strollers and wheelchairs are, and lution, and in time it will be possible information board with fluorescent and 59 seconds. For long-distance ring extra operating where the quiet carriage and dining to provide better information about lighting was from 1999. Jernbaneverket trains, this margin is five minutes carriage are. where on the line the train is, if it is decided to replace it when it became and 59 seconds. The target for costs." At the , not on schedule. difficult to obtain parts for it. passenger trains is for 90 per cent of trains to reach their final station the , and the line was closed In addition to regrouping quickly the journey time must be reduced, CEO Carl Ivar Nilsen in on time, while the target for the to trains for eight weeks. when the Dovre Line was closed, the among other things", says Karl Ivar Cargolink wants shorter Airport Express Train is 95 per cent. journey times and increased "The landslide on the Dovre Line organisation has taken a number of Nilsen. market shares for freight Traffic growth Regularity was actually the big turnaround for us. steps to remove the red figures from Journey time, or travel time, is just by rail. Regularity is the number of trains We managed to regroup quickly and its accounts. Cargolink focused on an as important for freight as it is for Train traffic continues to grow. In year. This is an overall growth of 2.6 operated by SJ that are run as planned according adapt to the market and the con- increased turnover and lower person- passengers. According to Nilsen, it is 2012, more than 60 million train per cent. The Airport Express Train (the former Swedish State Railways) to the timetable (as a percentage). journeys were made in Norway. NSB reports about six million passengers, come in addition to these figures. straints. Our employees worked hard to nel and material costs. The routines the journey time that makes freight Trains that have been planned can- reports growth on most lines and which is a new record. The interna- achieve this. In this way, we maintained for loading and unloading goods by rail lose market shares compared celled far in advance as a result of reached 53.8 million passengers last tional trains on the and The Line, Dombås– work on the tracks, do not count. our service to our customers, and the were therefore drilled and the time to freight by road. Åndalsnes: 83,800 passengers, market gained confidence that Cargo- the freight trains were at terminals "We must be able to run longer and +9 per cent Uptime link could be counted on", says Nilsen. was reduced significantly. heavier trains to increase the degree The Røros Line, –Røros: Uptime: The operational stability of of coverage per assignment, and we 208,000 passengers, +6 per cent the railway is measured in uptime. Transports everything. In colla- Making money on green freight. must have more and longer passing The Dovre Line, Oslo–: This is calculated as the ratio of all boration with the business sector, Though Cargolink has managed to loops. It is entirely possible to make 1,354,000 passengers, +5 per cent delays (in hours) for all trains that Cargolink wants to transfer more turn red to black, the CEO has strong money on green freight in Norway, as The Line, – are run according to the planned total travelling time in the time- freight from road to rail, and they opinions about what must be done to long as conditions are put in place to Bodø: 176,800 passengers, +4 per cent table. transport goods for, for example, DB get more freight on the rails. enable this", says Nilsen. The Line, Oslo–Skien: Schenker, Tollpost and Rema 1000. "Currently, there is more talk of "With more freight per train, we 1,721,000 passengers, +4 per cent See the punctuality, regularity and up- "We transport everything. For exam- passenger transport than of freight. would have improved our earnings by The Østfold Line, Oslo–Halden– time figures for 2012 in the statistics ple, if you order a television online, it That is also where the money is going. many million kroner without increas- Gothenburg: 1,456,000 passen- section. is highly likely that we will transport We have to start thinking more about ing operating costs. In the final count, gers, +4 per cent it. The same is true for the things you freight on the railway. If we are to society as a whole would benefit", The Flåm Line passed 630,000 have in your fridge", says Nilsen. increase the share of freight by rail, Nilsen argues. passengers, +2.7 per cent

6 | on track on track | 7 Nineteen contractors worked on renewals in the Oslo area during the summer of 2012 Maintenance and renewals The work has led to improved punctuality and fewer faults

The total renewal of the tracks at and around Oslo Central station has had significant effects, but the rest of the rail network Measures also needs renewing. that work In recent years, Jernbaneverket has increased its efforts in maintenance and renewal. There are clear results: improved punctuality and fewer faults.

he railway through Oslo in 2012. This is a large-scale job that must work. Tens of thou- will continue for several years. In the sands of people travel course of the year, the preparatory back and forth to work work reached the Skjeberg area, with every day. Local trains, the cleaning of culverts, trenching TInterCity trains, airport express trains and construction of new cable paths. and long-distance trains as well as The technical signalling work between freight trains must go in all directions Fredrikstad and Sarpsborg was com- into, through and out of this hub in pleted. In 2012, the ballast cleaning the Norwegian railway system. The- system was run on the stretch from refore, the majority of the work has Råde to just before Fredrikstad. When been done in Oslo, which was also the the preparatory work has been com- case in 2012. pleted and the ballast cleaning system has been run on the stretch, we get a Total renewal. Four years ago, a good, stable track for many years. separate project was established in Jernbaneverket with the goal of The . A multi-year pro- implementing a total renewal of gramme to improve frost and water track, cables and contact lines from safety is being carried out on the Etterstad in the east to Lysaker in Bergen Line. Work started at Bulken the west. In the summer of 2012, the in 2011 and is moving west, and the tracks through Oslo were closed for entire stretch from Bulken to Arna will six weeks to allow Jernbaneverket to have a better drainage system that perform extensive work on its facili- can handle more water and which The Dovre Line. Improvements in from 1958, was removed during Easter Egersund. In 2012, the work continued number of large and small measures ties on this stretch. Twenty-four points will result in a more robust track. At the drainage system along the track 2012 and replaced by a cut. This was towards . The renewal of the were completed along the stretches. were replaced at Oslo Central station, Hallingskeid, a new snow shed was have also been among the main tasks done because there were problems contact line is important in order to On the Ofoten Line, rails must be two kilometres of track were renewed, erected above the track for several on the Dovre Line. In 2012, extensive with frequent rock falls and poor rock prevent faults and problems with the replaced in the curves every sum- tracks 1 to 7 received new contact line work was carried out, including dig- in the tunnel. A large landslide took power supply to the trains. A larger mer due to substantial wear from the systems and several kilometres of new ging deeper line trenches, cleaning place by Snøan in south of programme is also ongoing that will heavy ore traffic. 8,800 metres of rails cables were laid and made opera- "In 2012, 90 per cent ditches and replacing culverts. The Støren in March 2012. It was particu- renew the many steel bridges on the were replaced along this line in 2012. tional in the Oslo tunnel and at Oslo of trains were on time drainage system along the line must larly challenging to rebuild the track, Sørland Line. At Norddalen, an avalanche shed was Central station. again, for the first be improved in order for the line which had to be done from the floor extended to better safeguard the track The work that was most visible to time since 2005." to be better prepared to handle of the valley and took eight weeks. A against avalanches and rock slides. passengers was perhaps the replace- large amounts of precipitation and separate surveying programme has "8,800 metres of ment of the large information board flooding, both of which have occurred been started with the view to improve The Tinnos Line. On the Tinnos Line, in the Oslo Central station hall. The hundred metres. The new shed repla- more often in recent years. Between avalanche/landslide prevention in the track were replaced the stretch to was reopened renewal project has led to a clear ces the old one, which burnt down in Dovre and Dombås, a large project side terrain throughout Soknedalen. along the Ofoten Line in June 2012. The line had been clo- improvement in the punctuality of 2011, and at the same time it is longer with extensive avalanche/landslide in 2012." sed for nearly a year after most of the trains during recent years. In 2012, 90 than before, which helps ensure safer protection measures was completed; The Sørland Line. On the Sørland station area at Notodden disappeared per cent of trains were on time again, winter operations. At the end of May/ this project had been ongoing for se- Line, the contact line system between in a landslide following extremely for the first time since 2005. beginning of June, the new remote veral years. Work has been completed Egersund and Sandnes dates from The Nordland and Ofoten Lines. heavy rains in the summer of 2011. At control system for the Bergen Line in the side terrain above and below 1956 and must be renewed. The Improving drainage and safeguarding the same time, the line was given a The Østfold Line. Work on the total was connected. This results in more the track to prevent avalanches and work of laying foundations for new against avalanches and landslides new signalling system with centralized renewal of the track on the Østfold stable operations, fewer errors and landslides. The 107 metre Skog tunnel masts for the contact line started are central to the and and . Line from Moss to Kornsjø continued better information to the public. between Bergseng and Lillehammer, in the winter of 2011, beginning at several other stretches. In 2012, a

8 | on track on track | 9 Maintenance and renewals The maintenance train makes it unnecessary to slow down on adjacent tracks. Pick and shovel on the Bergen Line There is round-the-clock preparedness to keep the Bergen Line open to traffic year-round. Machinery must often give way to raw, human muscle power.

t , there are always three snow removal coordinators during winter preparedness from December to May. AOne coordinator is always on duty. On guard against ice and snow. Heavy, yellow machines keep the tracks open, including by ploughing and by using equipment that throws the snow away from the tracks. However, when the ice closes in on the space Yngve Ottesen in Jernbaneverket can work safely in the maintenance train, even though where the trains must pass, picks and the Airport Express Train passes at 200 km/hr. shovels must be used. "This is nothing", says Erling I. Nesbø, attacking a patch of ice. "When there is a lot of ice to hack, we bring the whole work team." Nesbø is the electrical foreman Maintenance train on track on the mountain stretch between Mjølfjell and , and he is part of Jernbaneverket's emergency team In the spring of 2013, Jernbaneverket started operating its new train for more efficient track during winter. The emergency team maintenance. The train set consists of three carriages, making it possible to perform all track for the mountain stretch is led by the patrolling in the mountains, the crew borates with the Norwegian Meteo- Jernbaneverket renews three snow removal coordinators at must resort to picks and shovels on rological Institute, the Norwegian equipment and rolling stock to get more out of each maintenance from the train without affecting traffic on adjacent tracks. In this way, mainte- Finse. A work team at Myrdal consists a daily basis at points where rotary Geotechnical Institute and the Norwe- person-day, but where other nance becomes more efficient. of 15 men divided among three shifts. snow ploughs and other motorised gian Water Resources and Energy equipment cannot reach, They live at Myrdahl when they are on equipment cannot reach. Someti- Directorate to gather information muscle power is still in use. duty. Four men patrol the mountains mes ditches and culverts must be about weather, avalanche/landslide ernbaneverket has introduced Maintaining new double track. traffic growth, it is very importantto from Geilo; two on each shift. They "steamed" with high-pressure, high- risks and large volumes of water. A a completely new way of per- 'With this new train we show how have efficient maintenance and quick take afternoon trips to Mjølfjell and temperature steam. number of Jernbaneverket employees forming track maintenance. we are to maintain the new double completion of the work," she says. back, either with a loading tractor An eye must be kept on the snow also have training in taking snow By using a special, newly track stretches in the future, and it now (rolling work equipment), or with a ro- sheds, especially in late winter and profiles as a basis for evaluating the developed train set, it shall be looks like we are getting an increasing First of its kind. Though similar tary snow plough. The most powerful during the spring, when the snow local avalanche risk. Furthermore, possibleJ to perform all forms of repa- number of these", says Elisabeth Enger, solutions can be found, for instance in rotary plough is stationed at Myrdal. A can become very heavy. Sheds must employees have sound local knowled- rations and track maintenance from Switzerland and Austria, the Norwe- similar machine is stationed at Geilo. therefore sometimes be reinforced, ge about most conditions along the inside the maintenance train. The new "The new train is gian maintenance train is the first All points where maintenance crews or the crew must remove snow that line, and this competence is also an train is like a rolling track workshop of its kind. The train was developed by are stationed also have other rolling would cause the shed to buckle. Chain- important part of the preparedness. that carries all machinery on board. like a rolling track the German company Robel Bahnbau- stock such as inspection vehicle and saws with long swords are used for this If there is information that suggests The floor can be opened and the workshop, with all maschinen in collaboration with loading tractors, as well as wheel purpose, and the snow is cut into large an increased level of risk along the width of the walls can be adjusted Jernbaneverket. The train will be loaders and other work vehicles. blocks that are pushed off the roofs. line, the preparedness level is raised out, allowing staff to work inside on machinery on board." stationed at Lillestrøm and will mainly General snow removal is managed by incrementally. If extreme precipitation the track in all kinds of weather. All be working between Drammen and Manual work. In addition to snow the snow removal coordinator at Finse. or an avalanche/landslide risk has the while, train traffic can pass on Director General of Jernbaneverket. Gardermoen. It has been tested on removal, an eye must be kept on been reported, it may be necessary to adjacent tracks, unobstructed by the "For us to be able to maintain as high Norwegian track and was put into ice formation in tunnels, cuts and Being prepared. Weather prognoses close the at-risk stretch to traffic for a work; this could previously only be a level of operational stability of the operation in the spring of 2013. In time, drainage systems, and this requires and observations play an increasingly period. Neither passengers nor staff done at slow speeds. track as possible, and absorb future several such sets will likely be purchased. a great deal of manual work. While important role. Jernbaneverket colla- shall be exposed to harm.

10 | on track on track | 11 20-km-long construction site Groundbreaking Construction workers from 15–20 countries

here is teeming activity we work in this or that agency, and we along a more than twenty- learn a lot from each other", says Anne kilometre stretch. At the Braaten, who is Jernbaneverket's peak, 1,500 people were Project Manager for Eidsvoll–Hamar at work during the spring and the Assistant Project Manager in Joint construction andT summer of 2013. The Joint Project the Joint Project. will remove a bottle neck and an accident-prone stretch along national Many nations. The construction of road and rail highway E6, and this is the last part site has an international flavour. The of a four-lane highway from Garder- Austrian company Alpine Bau won moen to Kolomoen at Stange. For the one of the three large site prepara- Along Lake Mjøsa, from Minnesund and northwards, the railway, the 17.5 kilometre stretch bet- tion contracts, the German com- ween Langset and Kleverud is the first pany Hochtief in combination with Norwegian Public Roads Administration and Jernbaneverket step towards double track between the Norwegian company Veidekke have collaborated on the joint construction of a new highway Eidsvoll and Hamar. Entreprenør won another, and the In line with the National Transport final contract is carried out by the Nor- and a new double track. The E6-Dovre Line Joint Project is Plan 2014-23, the rest of this stretch wegian company Hæhre Entreprenør. currently Norway's largest construction site. is to be completed by 2024 as part Between all the contractors, there are of the InterCity expansion. The travel construction workers from between time between Oslo and Hamar will 15 and 20 European countries on site. then be reduced to less than one "We make sure that everyone wor- hour. At the same time, there will king on the Joint Project has working be departures every half hour and a terms and conditions that are in line significantly improved punctuality. with Norwegian laws and regulations. When we surveyed the situation last Significant savings. The savings asso- winter, we found hourly rates below ciated with a simultaneous expansion the minimum wage and contracted of the railway and road along Lake working hours that exceeded those Mjøsa is estimated to be at least NOK allowed, among other things. Some of 400 million. The most important factor this was probably caused by misun- is that excavated soil from national derstandings and uncertainty about the rules, and all of the registered "Much of the work deviations have now been corrected. Nevertheless, we will in any case consists of blasting continue to perform checks", says Anne and earthmoving." Braaten.

highway E6 can be used as fills for the Moving rock. Much of the work double track. Short transport distan- consists of blasting and earthmoving. ces also give environmental benefits. The Joint Project has been called "the A joint project organisation, large largest earthmoving along Lake Mjøsa contracts and longer, continuous since the Ice Age." About 5.2 million stretches under construction also con- cubic metres of rock must be moved, tribute to lower costs. We have had which is equivalent to about 33 times good experiences working together. the volume of Oslo City Hall. "We have dispensed with practi- At the same time, more than 12,000 cal challenges. We are construction cars and 95 trains must pass through workers first and foremost, whether the construction area every day. Many Joint Project 2005 2006 2007 2009 2010 2011 2012 2014 2015 2016

February May Spring February July November August December March April December Autumn Autumn The Norwegian Minister of Transport The Ministry of Consideration of the munipal The route is set by the The Director General of Zoning plans for the Preparatory construc- The The first of the three Minister of Transport The new four-lane The new double Local roads and the Public Roads Ad- and Communications Transport and area plans in Eidsvoll and Stange Ministry of the Environ- Jernbaneverket and the Joint Project are appro- tion work starts at approves funding large site preparation and Communications national highway track comes into new "Mjøstråkk" pe- ministration has con- Communicati- municipalities. The municipalities ment. The solution is a Director General of the ved by the municipa- several project sites. and construction contracts is signed. Magnhild Meltveit E6 is completed. operation. destrian and bicycle started planning a firms that the Ministry ons stipulates a approve a route that includes compromise, where the Norwegian Public Roads lities of Eidsvoll and of the Joint Project. The other two follow in Kleppa marks the offici- path are completed. four-lane national of Transport and Com- joint planning much longer sections of tunnels lengths of the tunnels Administration sign Stange. April and May. al start of construction. highway E6, while munications expects programme for the than that recommended by the are slightly extended. It the final collaboration Jernbaneverket is the two agencies to stretch. government agencies. The Nor- is decided that railroad agreement about a joint doing preliminary work together. Joint wegian Public Roads Administra- and road are to be built construction. studies for a new planning commences. tion and Jernbaneverket object simultaneously. double track. to the municipal decisions.

12 | on track on track | 13 5.2 million cubic metres of rock must be moved Groundbreaking 95 trains and 12,000 cars pass by every day

The 3.9 kilometre Ulvin tunnel is being facts of the blasts that take place during patience, we could not have done our Nils A. Røhne covered in a membrane to prevent water the day require traffic to stop both job", she says. Mayor leakage and reduce the need for mainte- nance and repairs in the long term. The on the railway and on the road. Every "Noise, mud and dust from the site Stange Municipality E6-Dovre Line Wednesday, the contractors must are probably the most noticeable "The Joint Project is Joint Project report what they want to do in the drawbacks. School routes, temporary the start of a 'new following week, so that the blasting accesses and disadvantages for local era' for the interior of can be planned in ways that maintain traffic are also major concerns for the Eastern Norway, the Hamar region and Total budget safety and traffic flow. neighbours. A separate environmental Stange municipality. For the municipality, framework: The blasting must be adapted to plan stipulates how the contractors this means that we are really incorporated NOK 10.1 billion. "windows" in the timetable, where are to safeguard these and other con- into a common region in which people Double track: there are pauses in train movement. siderations during the construction NOK 4.9 billion. live and work, and that includes the Every so often trains are replaced by period", notes Anne Braaten. Four-lane E6: capital and large parts of the interior of NOK 5.2 billion. buses for a longer period, so that large "Residents in particularly noisy areas Eastern Norway. blasts can be set off and intensive can be offered alternative places to The development of road and rail The railway is funded by work can be performed near the stay, for instance when work is being facilitates a societal development with annual allocations in the tracks. On national highway E6, traffic done during the night and on week- tremendous positive potential. I am con- Fiscal Budget. The State can be stopped for up to 20 minutes ends. When there is blasting during vinced that the number crunchers' socio- economic calculations do not capture the pays about 30 per cent outside of rush hours (30 minutes in the day, no one can be within defined of the costs of national growth and development we will experi- the evening during the week). highway E6 over the Fiscal ence as a result of the construction." Budget, while the rest will "The Joint Project has be covered by tolls. "Umbrella" in the tunnel. The longest been called the largest Christl Kvam tunnel in the project is being built for Regional Director 21.5 km new four-lane the double track: the 3.9 kilometre earthmoving along The Confederation of highway with a median Ulvin tunnel. There will also be railway Lake Mjøsa since the Norwegian Enterprise, strip (opens in December tunnels at Molykkja and Morstua, with Inland Region 2014). lengths of 580 metres and 160 metres, Ice Age." "The development is 17.5 km new double track (opens in the respectively. an important element autumn of 2015). Inside the Ulvin tunnel, a method safety zones, and the contractor in the infrastructure 18 km new local road for water and frost proofing that is notifies residents who must evacuate we so desperately need in the interior and pedestrian/bicycle new in Norway has been selected. temporarily while the charge is fired. of Eastern Norway. It strengthens the competitiveness of businesses, with path (to be completed in The tunnel is covered in a waterproof Neighbours are also given advance lower transport costs and better access the autumn of 2016). membrane that functions as an um- warning by text message", she says. Three dual road tunnels. to labour through easier commutes. As brella and directs water to the invert. To prevent the tremors from causing Total length: 3.5 km. the project affects one of Norway's most Three single railway tun- The outside of the membrane is com- damage to nearby buildings, there are important transport corridors, it is also nels. Total length: 4.7 km. pletely covered in a concrete shell. more than one hundred vibration me- important for companies outside the 27 structures (bridges "This is to prevent water leaks and ters at the site. The size of the charges region." and concrete tunnels/ drips that damage track and technical are set to be well within the margin underpasses). installations. It also increases the life- specified in the vibration requirements. Svein Frydenlund span of the tunnel, and we will have Continuous measurements are also ta- General Manager Additional construction far fewer periods in which the tunnel ken of, among other things, the particle Hamarregionen includes: Utvikling retaining walls and tun- must be closed for maintenance", says dispersion in Lake Mjøsa, the dispersion "The Joint Project nel portals. construction engineering adviser Jan of dust, and the ground water level in will bring us one step three intersections with Ausland in Jernbaneverket. relation to the tunnel operations. closer to being able overpasses. "Though the solution is more to see the Hamar two toll stations . expensive initially, it is an investment Opens in the autumn of 2015. Con- region, and in time the entire Lake Mjøsa that will give lower lifetime costs", he struction on the Joint Project started region, as part of an integrated labour emphasises. in the spring and summer of 2012, and residential market in the capital and the most hectic period will conti- region. Increased population growth will "Worst neighbour in Norway?" That nue until the new four-lane national be a natural positive consequence of the the project's neighbours notice it highway E6 opens in December 2014. new national highway E6 and double cannot be prevented – and it is very After that is completed, technical track, and that in itself will in time lead to noticeable. But though the construction railway systems will be built before greater diversity and more new business site is large and the work pace high, the double tracks become operative start-ups." the Joint Project places great emphasis in the autumn of 2015. on considering its surroundings. The old railway route will mostly Hilde Marie Braaten is one of two be used as a pedestrian and bicycle Jernbaneverket employees who work path along the entire route. In 2016, on the Joint Project with communica- construction work will conclude by tion and contact with neighbours: completing this path (which has been "By and large I think the neighbours named "Mjøstråkk") and the local road are very patient with us. Without this in the area.

14 | on track on track | 15 Shortcut to Grenland – 20 minutes shorter travel time – ties cities and regions together Groundbreaking – will be completed in June 2018

The station hall in will be Herregårdsbekken outside of : the future 35 metres long and 16 metres tall. In tunnel can be seen to the left in the photo. this photo, only the top level has been Construction started in September 2012. removed. The floor will be lowered by Norway's largest cavern another 8 metres. Norway's most spectacular railway station is not visible from the outside. It is located deep inside the mountain at Holmestrand.

Shortcut to Grenland In the southernmost part of Vestfold County, 22.5 km of double track are being built from Farriseidet outside to Porsgrunn. When the new track is com- pleted in June 2018, the travel time for the stretch will be reduced by more than 20 minutes.

The new double track will help tie the facts Grenland region and Vestfold County closer together and will entail signifi- Farriseidet–Porsgrunn work for NOK 244.1 mil- cantly shorter travel time between the lion carried out in 2012. cities, regions and Oslo. For the most part, the line runs 2013 budget across the valleys, and this means that NOK 1.14 billion. tunnels and bridges must be built Prognosis for final cost along large parts of the stretch. Seven NOK 6.37 billion. tunnels with a total length of 15 km ourteen kilometres of a important for urban development in current station is located, one further facts and at the turn of 2012/2013, about "The new line and ten bridges with a total length of new double track will be Holmestrand. When the new line is south in the centre of Holmestrand half of the tunnel had been blasted. 1.5 km are being built. Three tunnels built from Holm in Sande ready, those who live on top of the and a third by the elevator from the Holm–Nykirke At the beginning of 2013, the project means that Holme- and six bridges – with the longest work for NOK 753 million municipality to Nykirke in mountain plateau can take the short- plateau above the town. The station completed in 2012 . passed one million hours worked, and strand can suddenly bridge spanning 438 metres – are Re municipality. The track cut – an elevator down to the station. will have four tracks: two for through- the LTI rate, which is a measurement be reached from being built just on the 9.5 km stretch Fmust be able to handle trains moving traffic designed for 250 km/h and two 2013 budget of lost-time injuries per million hours from Farriseidet to the border of at up to 250 km/h, and more than Magnificent and accessible. The tracks for the platforms. The platforms NOK 1.27 billion. worked, was a sound 3.5. According Oslo in just 45 County. 12 kilometres of the track will be in current station area will be rebuilt as a will be 250 metres long. The actual Prognosis for final cost to the plan, the blasting of the tunnel minutes." Great emphasis has been put on tunnels. new public transit terminal for buses station hall will be 35 metres wide and NOK 5.7 billion (2012 will be completed in the first half of adapting the contracts to market de- The new line means that Holme- and taxis, among other things. Addi- 16 metres high. Universal design and kroner). 2014. Finishing work, railway enginee- mand. Eight planned tunnel and basic strand can suddenly be reached from tionally, parking capacity will increase accessibility for everyone have been ring work and the completion of the contracts were reduced to four large Oslo in just 45 minutes. The entire compared to the current situation. strongly emphasised in the planning interior of the station hall will follow contracts. The Vestfold contract is the project not only shortens travel time The station will have three access of the interior design. before trains can start using the new largest of the four, with a total value of on the , but is also very points: one in the north where the Construction started in August 2010 line in the autumn of 2016. NOK 1.34 billion.

16 | on track on track | 17 The Follo Line – first part of the InterCity development southwards – can replace 5,800 cars a day in 2025 Groundbreaking – will have a lifespan of 100 years

facts The route out of Oslo Central sta- tion and on through Ekebergåsen was chosen after careful consider- Station ation and in agreement with the modifications Directorate for Cultural Heritage and the City of Oslo, among others. Stations and stops that received new or extended platforms in 2012 Nicer and

Råde, Østfold Line (phase 1 completed, will also get a new safer at the stations parking area and a platform for track 2). Lier, . In the past year, a number of measures have been undertaken to Heggedal, Spikke- stad Line. improve safety, accessibility and, not least, the attractiveness of Bulken, Bergen Line. Moelv, Dovre Line. many of the nation's stations. Knapstad, Østfold Line, eastern line. Marnardal, he station area is the first Sørland Line. Nodeland, and last part of the train The Follo Line prepares Sørland Line. journey for passengers, Frogner, Main Line. and Jernbaneverket is facts Dal, Main Line. working to ensure that The Follo Line project Spikkestad, Tthe public areas contribute to a posi- for construction start 22 kilometres of new Spikkestad Line. tive travel experience. double track from Oslo Hauerseter, Main Many of the nation's platforms are Line (Completed in Central station to the too short for the trains that operate on What do heat pumps in people's homes have to do with trains running at up 2011). Ski public transit hub, the railway line in question. Jernbane- with the longest railway Skotbu, Østfold Line, to 250 km/h? More than you think! The Follo Line is to be built with the least verket is well underway with building tunnel in Norway thus eastern line. possible damage to its surroundings. far (19.5 kilometres). Furumo, Gjøvik Line. new and longer platforms. During The construction of the Hanaborg, 2012, 16 stations were upgraded. new , exten- Main Line. The new platforms are higher than hey have gone from door If the level changes, this can lead to TBMs have not previously been used sive work at Oslo Central Valnesfjord, the old ones, in order to minimise Nordland Line. to door, the representatives property damage. Jernbaneverket has to build railway tunnels in Norway. station and necessary the height difference and distance of Jernbaneverket and the a zero tolerance attitude to damage. re-routing of track for between the train and the platform the Østfold Line into In 2012, steps were Norwegian Institute for This is a necessary starting point Buy some rock material? While good so that getting on and off the train Oslo Central station and taken to remove small Agricultural and Environ- when building Norway's longest technical solutions were being put in between the tunnel and obstacles at 20 stations. will be safer and easier. For the same Tmental Research; in streets and roads railway tunnel while causing the least place, the planning of what to use the the new Ski station. These were mainly above Ekebergåsen in Oslo. Deep possible nuisance for the surrounding rock material for started. Who can reuse Comprises a total of 64 to mark stair nosings, "Jernbaneverket is down in the ground – sometimes a area in one of the country's most den- 10–11 million tonnes of rock material kilometres of new track glass panels and columns. Safety lines whole hundred metres below the grass sely populated and high-traffic areas. that will be excavated to create a tunnel The first Norwegian well underway with have been highlighted – Norway's thus far longest tunnel is bore in each direction? The amount railway tunnel with two separate tunnel bores. at 97 stations. building new and to be drilled. The representatives are New technology. Surveying proper- does not scare those who have shown Will be built using four longer platforms. mapping wells that provide energy for ties is just one of the many prepa- interest! The Follo Line Project's new tunnel boring machines heat pumps and that are located near rations for the Follo Line project in Project Director, Erik Smith, who was (TBM) as the main tun- During 2012,16 stations the planned course of the tunnel. Deep 2012. Important catchwords include hired in 2012, is also attracted to large nelling method and will were upgraded." energy wells must be moved if they are technological planning and decisions scale projects after years in charge of probably be the first rail- too close to the tunnel, or the owner related to the approach to Oslo Cen- several of Norsk Hydro's gigantic con- way tunnel in Norway reason, some of the platforms have Many measures have also been In 2012, the upgrade of tunnelled by TBM. can receive compensation. tral station, the long tunnel with two struction projects. He is now using been moved from a curved stretch to initiated to make the stations more Moelv station was awarded A third of the tunnelling On other properties, buildings are separate tunnel bores and the new his experiences to further develop a straight stretch. accessible to all user groups. In some a prize for good building will be done by conven- practices. being surveyed before the start of the Ski station. The impact assessment Jernbaneverket as a professional tional blasting (drilling The station areas have also had a stations, the level crossings are being tunnelling. Ten thousand bolts have for the new line was approved, and construction client for the InterCity and blasting). general upgrade. New monitors and replaced with bridges or underpasses, been inserted into house founda- work was done on Jernbaneverket's development. The Follo Line Project is Designed for speeds up signs that show train departures/ and the platform safety zone is being tions to secure them. This also allows proposal for zoning plans in the three to spearhead new work methods and to 250 km/h. arrivals, loudspeakers and audio in- better marked. any changes that may occur to be municipalities that host the Follo Line: international cooperation and, not least, Enables a halving of the duction loops will ensure that travel- The public areas in several Oslo–Ski travel time and registered. Ninety wells have been Oslo, Ski and Oppegård. For the long take a lead in terms of consideration of lers receive better information. New stations have also received tactile increased capacity to and drilled along the course of the tunnel. tunnel, a decision was made to build neighbours and properties along what from Oslo Central station. shelters and benches are in place, markers, so that the visually impaired From these, the important ground it using tunnel boring machines (TBM) will be the first part of the InterCity and several stations now have more can orient themselves better using water will be monitored electronically. in addition to traditional blasting. development southwards from Oslo. parking spots. touch.

18 | on track on track | 19 Unique simulator in a European context The future The number of near-accidents has declined Advanced education Both engine drivers and traffic controllers enjoy their high-tech workday at the Norwegian Railway College. Two simulators prepare them for any imaginable situation.

he Norwegian Railway Col- taking correct action during acute, The third department at the College lege provides vocational serious incidents." is the Department of Railway Engi- training for the entire rail- neering, and this is run on commercial way sector, and students Highly regarded. The engine driver terms. However, it is not supposed to need both theory and training is subject to the Act relating profit from courses and training based Tpractice. Some need actual training to tertiary vocational education, on Jernbaneverket's sector responsi- in driving trains, but whether they which among other things requires bilities. The Department is responsible are engine drivers, traffic controllers an approved quality assurance system for training in railway disciplines or work on the track, they all need to that ensures compliance with laws within construction, operations and practice in a safe environment. and regulations. The College was maintenance of Jernbaneverket's The simulator centre is a key trai- assessed by the Norwegian Agency infrastructure. The College holds ning arena at the College. The centre for Quality Assurance in Education courses and continuing education is approximately 400 square metres, (NOKUT) in 2012, and though the re- programmes in various locations in and students in the various disciplines quirements are stringent, the school's Norway and Scandinavia. receive realistic training there. In the approval was renewed. The vocational simulator, students practice situations college can accept two to six cohorts Needs more people. The railway sector that cannot be practised on the ac- every year. The number of cohorts needs many more professionals in the tual railway. Regulations are put into varies with demand from the railway years ahead, both because of increasing practice, students practice handling enterprises and board decisions. The investment in railways and because of exceptional situations, and evaluate 2013–2014 admissions correspond to the high average age of current em- and reflect on their own performance. 6 cohorts (120 students). The students ployees. The number of apprentices has Traffic controller trainee Runar continue their training after they increased significantly in recent years. Søberg emphasises that the highly have received so-called engine driver The Department provides vocational skilled instructors he meets at the Col- certificates and sit the final exam after training for all apprentices in signalling, lege, as well as the practical training, 1.5 years at the College. After they rail disciplines and contact line. The are very important tools in preparing have been hired by one of the railway length of the training varies from a few for operative service in the rail traffic enterprises, students take the last part months to nearly a year. control centres. The number of skilled workers, en- "Here, we practice in safe surround- "The railway sector gineers and other vocational groups ings, and it makes me much more con- that have participated in courses or- fident when in a live system", he says. needs new profes- ganised by the College has increased sionals because of every year. The College has tripled its Fewer near-accidents. The train increasing investment turnover in the 2010-2012 period. and traffic simulators are unique facts in the European context because in railways and the they are integrated. This means that high average age of its The Norwegian Railway College is traffic controllers and engine drivers located in Jernkroken at , and employees." consists of three departments can practice together, as in real life. Several managers and employees in of the training before the railway en- Engine driver training Jernbaneverket and railway enterpri- terprises award the final certification. Public vocational college for engine ses have reported that after students drivers. started training in the simulator, the Great responsibility. The Traffic De- Traffic training number of near-accidents has declined. partment trains dispatchers and traffic Internal training of dispatchers and In the aftermath of a near-accident, controllers who ensure that traffic on traffic controllers. Safety Advisor Øystein Uldal in the the railway network runs in a safe and Department of Railway Engineering Traffic Division, said "In my opinion, efficient manner. Previously the traffic Training of apprentices, skilled workers this shows that training and practice controller training took place at various and others in the railway sector in The Traffic Department of the Norwegian Railway College trains in recent years, not least the simulator stations, but in 2012 the College the form of basic training, continu- ing education, courses and trainee traffic controllers who ensure that the traffic on the railway network training at the Norwegian Railway assumed responsibility for all basic trai- runs in a safe and efficient manner. Here, Elisabeth Skamsar Øien is programmes. College, have made our traffic control- ning as well as for the annual refresher in the traffic controller simulator at the Norwegian Railway College. lers much better at interpreting and course for all traffic controllers.

20 | on track on track | 21 National Transport Plan – The level of investment is proposed increased by more than 50 per cent – InterCity development in Eastern Norway The future – Electrification of theT rønder Line

facts What is the National Transport Plan? The National Trans- Faster train travel and port Plan (NTP) is a Report to the Storting (White Paper) and the Government's ten-year more frequent departures plan for transport. The Plan covers operations, Politicians have staked out a course for the Norwegian railway: maintenance, renewal and investments. For the first time, there is a clear schedule and clear goals for the future A new NTP is prepared InterCity development in Eastern Norway. every four year. Extra attention is therefore t will become easier to commute that will start after 2017. An important multi-year development contracts. paid to the projects in the first four years of the between the cities in the InterCity part of this will involve remaining plan, and to how much triangle in Eastern Norway, and stretches of the InterCity lines and the Freight. The Ofoten Line will receive money is planned spent commuting will also be made electrification of the Trønder Line. funds for passing loops to handle on these. The parts that easier in Trøndelag and in the local increasing amounts of ore traffic. The have been planned for Itraffic to Bergen. The development InterCity in 2024. The InterCity Alnabru terminal in Oslo will receive the final six years, will be will result in more frequent departures development is to be completed with funds to modernise. The Plan envi- processed again before and shorter travel times. a continuous double track to Hamar, sions that railway freight capacity will the next plan is presen- ted in four years. NPT is The National Transport Plan for Tønsberg, and Seut/Fredrikstad in initially increase by between 20 and not a binding ten-year 2014-2023 envisages significant 2024 (Sarpsborg in 2026). This opens 50 per cent. At the same time, a broad plan, but does give quite investment in the railway. In total, a for departures every half hour, with analysis is being made of freight by detailed indications of framework of NOK 168 billion is pro- extra departures during rush hour rail, road and sea, before the politicians the direction that Nor- posed for the ten-year period. This will and shorter travel times. The average will return to decisions on further wegian transport policy fund both the construction of new level of investment in the railway is investments in freight traffic. ought to take. lines and the operation and upgrade proposed increased by more than 50 of existing lines. Nine billion kroner per cent in the ten-year period com- Studies. The Plan envisions a number of The National Transport a year is to be spent on building new pared to the 2013 budget: from NOK studies of the railway in the year ahead. Plan for 2014-2023 was lines in the coming years. During the 6.1 billion to NOK 9.2 billion a year. The studies, such as the freight analysis, presented on 12 April first four years, efforts will be concen- will form the basis for future political de- 2013 and was discus- trated on these projects: The Trønder Line gets electrified. cisions. In the first instance, this will be sed in the Storting on Arna–Bergen – double track ex- The Hell–Værnes double track project the next National Transport Plan, which 18 June that year. This pansion results in more departures will as expected start in the first four- will be presented in four years: Annual Report was for local traffic. year period. Additionally, the planning Oslo: Future solutions for public produced before the NTP was discussed in Hell–Værnes – double track expan- of the electrification of Trondheim– transit in metropolitan Oslo, the Storting, so any sion. and the Meråker Line will including a new railway tunnel, will changes in the Plan are Follo Line – new double track begin in the first four-year period, and be studied in collaboration with not discussed here. Oslo–Ski leads to faster trains to be completed in the last period. and Norwegian Public Roads and from Østfold, but also to more Administration. frequent departures along the Replacement of signalling systems. The : Initial new populous local stretch between Ski The Plan proposes an increased level study of a double track and the and Oslo on the "old" Østfold Line. of operations, maintenance and possibility of higher speeds. Start- Langset–Kleverud – new double renewal of the railway network in the up of planning and construction is track on the Dovre Line along Lake ten-year period. Among other things, set to 2018. Mjøsa leads to shorter travel times renewal entails replacing older signal- The Jæren Line: A study has been to Hamar and Lillehammer. ling systems with the new, common completed of a further expansion Holm–Holmestrand–Nykirke – European system ERTMS. of the double track for the new double track on the Vestfold Sandnes–Egersund stretch. Line leads to shorter travel times. Multi-year financing. The Govern- Stretches to Gjøvik, Kongsberg Farriseidet–Porsgrunn – new ment proposes that the InterCity and Kongsvinger will be studied. double track on the Vestfold Line projects, the Follo Line and the elec- The Østfold Line's eastern line will ties Grenland closely to the Vestfold trification of the Trønder Line are can- also be studied with regards to the cities and the Oslo area, and results didates for a new scheme for projects Follo Line. in significantly shorter travel times. that get special priority. The scheme All stretches without electrical will ensure more predictable funding, operations (The Nordland, The InterCity development will tie At the same time as these development in which the Storting at start-up also Rauma, Solør, and Røros lines) will the cities closer together, and make it projects are underway, Jernbaneverket decides on budget frameworks for the have impact assessments done for a easier to commute between them daily. will focus heavily on extensive plan- entire project period. This means a set possible electrification. ning of the new investment projects end date and the opportunity to enter

22 | on track on track | 23 Railway professorship for five years established in 2012 15 candidates will receive doctorates in railways The future Jernbaneverket admits more than 70 apprentices a year

Largest investment in Builds railway signals in Norway competence A renewal of the current signalling system gives Jernbaneverket the opportunity to operate one of the largest IT projects in mainland Norway. 7,663 people applied for a total of 459 positions in Jernbaneverket in 2012.

n ageing signalling facts very month, Jernbaneverket system is becoming hires employees with many challenging to maintain. Past and future different kinds of education Spare parts are beco- The planned extensive and competence. What work on the signalling ming rare and faults are most of them have in system in Norway Aon the increase. In 2012, the Govern- means that technology Ecommon is that they do not have ment decided to do something about must be tested and a background in railway disciplines. this and Jernbaneverket received a tried. The work on the They have a lot of professional clear message: We are to build a new test stretch on the Øst- competence in their area, but must signalling system, and it is the so- fold Line's eastern line acquire specialisation within topics called ERTMS that is to be the signal- started in August 2012 related to the railways once they start from Ise to Rakkestad. ling system of the future in Norway. in Jernbaneverket. In time, there will be This message gave the ERTMS project many changes to the Jernbaneverket has sector respon- the feedback it needed, and the lar- eastern line. Many of the sibility for building competence in stations are worthy of railway disciplines in Norway. In 2012, preservation and must the experience-based master's degree "We are part of an be treated with care. in railways was established at the historic journey, the At Kråkstad, the entire Norwegian University of Science and station area is under a Technology in Trondheim. Professionals likes of which we have preservation order, and the old rail trolley shed in Jernbaneverket have helped define not seen since the must be moved to fit competence requirements and create electrification of the the new technology. the training programme, and have railway." Five stations will be been in charge of its implementation rebuilt. in collaboration with the Norwegian University of Science and Technology. In the summer of gest signal investment in Norwegian 2013, the stretch from history could finally start. Rakkestad to Sarpsborg Railway doctorate. The programme ERTMS, or the European Rail Traffic will be closed to all traf- has three majors: Tracks/traffic, the Management System, is a common fic, and the test stretch electric system and signals. In 2012, European set of regulations and a between Rakkestad 15 master's degree students started technology platform that the EU has and Sarpsborg will be the programme, and many others strong professional communities who Railway fitter apprentices Jeanette Wingeng completed during the adopted. This means more effective choose to take individual courses. can take responsibility for new genera- and Aleksander Dehlimarken build compe- autumn of 2013. The tence as skilled workers while working at the operation of trains throughout Europe. "Several of these students are tions of railway engineers and who can entire trial line between Alnabru freight terminal in the spring of 2012. "We are part of a historic journey, This will likely have larger ripple effects The technology of the future is to be tested on Ski and Rakkestad will already wondering what they can do contribute to research and professional the likes of which we have not seen for the railway than the introduction the Østfold Line's eastern line. be made operational on after having completed their master's development", says Bente Tangen, who since the electrification of the railway", of automatic traffic control or the 10 August 2015. in order to do a doctorate. This is a is in charge of recruitment and compe- says Sverre Kjenne, the Technology electrification of the railway. very welcome development: we need tence in Jernbaneverket. Director in Jernbaneverket. It is a very ERTMS is a modern, IT-based signal- Other possibilities. With increased innovative train journey that is now ling system in which the signal is not Railway professor. At the end of activity and investment in the railway, underway. along the tracks but on the engine of the positions and speeds of trains in 2012, a professor of railways was there is a greater likelihood of en- "We must renew old systems that driver's screen. External signals thus Norway. Jernbaneverket has established "Several of these hired at the Norwegian University of countering exciting challenges. Many are no longer in production to prevent become redundant. This means fewer a project that is to manage the plan- students are already Science and Technology. Eilas Kassa students apply to Jernbaneverket to ourselves from getting into a situation technical systems in and by the tracks, ning and implementation of the ERTMS is to build a scientific and ordinary write master's thesis on topics related in which the old system has run out and thus reduces future operating introduction in Norway, both in terms wondering what they programme of study in railways. He to the railway, and several apply for of spare parts and can no longer be and maintenance costs for the railway. of the infrastructure and on board the can do after having is to help create an academic com- summer jobs. At the same time, the operated", he says. For engine drivers, it means the end of trains. The project is responsible for all completed their munity that manages and develops number of apprentices and trainees This means that railway stretches frequent changes between different activities within railway technology, knowledge within the railway field. in the organisation is on the increase. will be upgraded with new techno- forms of operation as well as improved engineering, financial management master's in order to The professorship is funded by This promises new generations of skil- logy based on standard components. safety, in part through full monitoring and project management. do a doctorate." Jernbaneverket for five years. led workers and engineers.

24 | on track on track | 25 Larger contracts – more effective competition More for the money Great European interest

The photo is from the E6- Dovre Line Joint Project. On side with the market The massive development of the Follo Line is coming soon, and there is broad political agreement on a quick development of the InterCity network. This will require high competence and capacity, both in Jernbaneverket as the construction client and in those who build the facilities.

t the moment, Construction client and orderer. The contracts has already led to a much Jernbaneverket has development requires Jernbaneverket more effective competition than projects for more than to change its construction activities previously. Jernbaneverket now has as NOK 50 billion being in several areas. Since 2011, intensive many tenders for its large projects as planned or built. With work has been done to develop a and Denmark have for their Athis portfolio, Jernbaneverket is one professional construction client orga- railway projects. of Norway's largest construction nisation that is to do project planning clients. The projects vary greatly in size for smaller projects and let the market Safety first. Jernbaneverket and complexity: from projects for a few assume responsibility for larger parts is focused on continuing to build million kroner, to the Follo Line, which of the developments. Project imple- competencies within management will cost more than NOK 20 billion. mentation will be more streamlined. and control of the development In the future, more turnkey contracts projects, and will excel in project lea- Smaller contracts. Some years ago, will be entered, which give the suppli- dership, design management, project the annual allocation for new railway ers a more comprehensive responsibi- management, safety management development projects was at about and the follow up of suppliers and NOK 1.5 billion a year. As the construc- "Jernbaneverket now contractors. Follow-up of salary and tion client, Jernbaneverket undertook has as many tenders work terms, HSE and safety will always much of the planning and enginee- be prioritised. Everyone working for ring itself, while the actual construc- for its large projects Jernbaneverket shall be ensured pro- tion was divided between many as Sweden and per terms and be safe at work. smaller contracts for each individual Denmark have for project. A contract worth NOK 400 Competence challenge. Many servi- million was considered very big. Now, their railway projects." ces can be bought in the market, but Jernbaneverket has signed contracts the railway technical work can become for NOK 1.5 billion. lity for planning, design and building, a challenge in the future. This applies while Jernbaneverket manages and particularly to the planning and con- European interest. With the railway controls the projects. struction of new signalling systems. investments being made in Norway, Jernbaneverket is to be a professio- Signal competence takes a long time the interest from foreign companies nal orderer that defines what is to be to build, and it is difficult to obtain wanting assignments has increased delivered and that ensures that it gets competence from abroad within the significantly. The recession in Europe the solutions and results ordered. signalling discipline, because Norway has strongly contributed to this de- has special rules and, in part, old velopment. Today, three large foreign Collaboration is important. How the systems. Coordinating new and old contractors are working on two large work is implemented will be up to the systems can be demanding. construction projects. Additionally, contractor. Previously, Jernbaneverket many European suppliers of railway has taken on a lot of the coordination technology see opportunities for because the investment volume has assignments in Norway, and several been low and it has had good capacity companies have delivered facilities to do so. With the large investment to the Norwegian railway. When budgets, Jernbaneverket must find Jernbaneverket employees travel to new ways of collaborating with the discuss future development in Norway, suppliers. foreign contractors are especially focused on one particular railway sys- New strategy. The new strategy of tem: the massive Follo Line project. not dividing the projects into smaller

26 | on track on track | 27 Turnaround operation to make Jernbaneverket more efficient Better utilisation of economies of scale More for the money Increased competence and competitiveness in the construction market Ambitious Director In the spring of 2013, the Government ordered Jernbaneverket to make its operations10–15 per cent more efficient in the 2014–2023 National Transport Plan period. The Director General has greater ambitions and wants to achieve them in a shorter period of time.

ernbaneverket is a much more are better able to realise the benefits This entails far more effective work dynamic and modern organisa- of economies of scale. The goal of the processes, both for orderers and for the tion today than when I worked measures is to have a much more ef- scheduler in Jernbaneverket. The new here a few years ago", said ficient organisation by 2014; one that systems provide a faster overview of Supplier and Market Director gives more railway for the money", says available time slots on the tracks, and MichaelJ Bors, after about a year in an optimistic Director General Elisabeth cumbersome paper work can also be Jernbaneverket – for the second time. Enger. discontinued. At the same time, every- He thinks that part of the explanation one who needs access to the track may be that several new managers We are going further. In December on short notice, whether for a train or have been recruited from the private 2012, the Director General started an for work machinery, can get quicker sector in recent years, and that efforts to extensive travel programme under responses. achieve maximum profits from invest- the slogan "We are going further" ('Vi "This is like moving from a telegraph ments have been intensified. This has skal videre"). In this programme, the to the internet", said Director of Traffic also been helped by Director General Director General travelled by rail to visit Operations Bjørn Kristiansen when he Elisabeth Enger's clear message to the employees affiliated with all railway presented the status of the OTI project employees that more money must be lines in Norway. The purpose was to get to train companies, contractors and spent on the tracks and less on, among ideas for how the organisation can best internal users in February 2013. He was other things, administration and sup- be organised to face its challenges over referring to the fact that port. A large turnaround operation to the old-fashioned way of distributing make Jernbaneverket more modern "We are a growing train movement orders will soon be and efficient started in 2012. It will cover history. When the third tool, an electro- all activities and lead to changes in the organisation and we nic distribution system (FIDO), comes organisation. need to scale our sup- live, engine drivers and chief safety port functions correctly officers will receive operative messages Administration and support are being electronically instead of in hard copy. made more efficient. In the winter and in such a way that The plan is for FIDO to be piloted on of 2012, the Director General hired we are better able to the Ofoten Line in December 2013 and the management consultancy firm realise the benefits of be in full operation across Norway in McKinsey to see if there was potential March 2014. to make the support functions in economies of scale." Jernbaneverket better and more Development of the construction efficient. The report showed that the next four years. The opportunity to market. Making Jernbaneverket more the organisation had failed to realise meet the head of the organisation face efficient is also in part about develo- the benefits of economies of scale to face was very well received among ping the construction market. The as well as comparable organisations. employees, and many had good and development of a competent and com- Seven areas were identified as having constructive suggestions for improve- petitive construction market happens potential for greater efficiency, and an ments. All ideas have been documented gradually as the market gains confi- efficiency programme ("Efficient sup- and systematised and are incorporated dence in projects being financed and port") was established in January 2013. into the ongoing work on developing implemented as planned. Only when a The project is to specify which measu- the organisation and making it more sufficientnumber of contractors have res are to be implemented during the efficient. gained the required competence and year in order to achieve experience will it be possible for more efficient organisation and Traffic management is being Jernbaneverket to streamline its role management modernised. The operative traffic as a construction client to a greater simplification and elimination of management in Jernbaneverket is also extent than it currently does. tasks undergoing changes. New ICT tools Under the heading "On side with the In the winter of 2012/2013, Director General Elisabeth Enger visited improvement of the support systems are being developed in the Operative market", you can read more about the Jernbaneverket employees along all railway lines. On board the "We used in Jernbaneverket. Traffic Information project (OTI). Before beneficial effects that larger construction are going further" train, employees were able to voice their views about how Jernbaneverket ought to work in the next four years. In "We are a growing organisation and Easter of 2013, new tools for short-term contracts have had on the construction total, the Director General met more than 900 employees, the train we need to scale our support functions timetabling (TPS) and for ordering track market. visited 26 places, and travelled 8,396 kilometres along the tracks. correctly and in such a way that we access (BEST) were made operational.

28 | on track on track | 29 Trains are one of the safest forms of transport we have Safety and preparedness have top priority in Jernbaneverket Safety and the environment Modern trains are environmentally friendly

o single fault is to lead to rail accidents. The security and signalling system, along with procedures, rules and regulations, are Safety and the environment Nto ensure this. Unforeseen events that require alertness and quick action can nevertheless arise. Jernbaneverket therefore works systematically to con- are top priorities tinuously improve safety in order to prevent harm to people, the environ- Safety and the environment are two disciplinary areas that ment or property. The new traffic control simulator at receive a lot of attention in Jernbaneverket. the Norwegian Railway College has given both engine drivers and those who monitor and control traffic from traffic control centres the opportunity to practice handling all imaginable situations in safe surroundings together. Though trains are among the safest forms of transport available, the work on securing and closing level cros- sings is nevertheless an important part of Jernbaneverket's work on safety. This is because level crossings are where accidents occur most frequently. Trains are also an environmentally friendly form of transport. Modern, electric trains have low energy con-

sumption and no CO2 emission. Furthermore, environmental concerns are to be integrated into all Jernbaneverket activities. The goal is to reduce the negative environmental impact of railway activities as far as possible. Construction is an area with great potential for reducing climate gas emissions. Since 2009, the Follo Line has been a pilot project for the development of an environmental ac- counting method for Jernbaneverket. In the autumn of 2012, the project was given one of the International Union of Railways' (UIC) Sustaina- bility Awards, because the method documents in detail the railway infrastructure's environmental impact throughout its lifespan. The method is now fully developed and ready for use in all projects Jernbaneverket invests in. In the long term, this will better enable Jernbaneverket to select the most environmentally friendly materials, and to create incentives for the further development of green products.

Modern, electric trains can transport people and freight safely and without

emitting CO2.

30 | on track on track | 31 STOP. LOOK. LISTEN. Safety and the environment Trains that are not in the timetable may be coming.

Close call On 21 August 2012, a 13-year old girl cycled towards a secured by a pedestrian chicane at Evja in Mjøndalen, as she had many times before. She was listening to music on her headphones, Changing and did not hear the train before it was suddenly there. Because she is a careful teenager who has had instilled that she must be very careful when crossing the railway track, she attitudes dismounts and looks quickly to the right, but forgets to look to the left because she School visits, media stories, information cam- facts gets distracted. The cord to one of her ear- plugs gets tangled in the handlebars and paigns, films for youth, brochures and posters "Zero vision": The pulled out of her ear. While she is standing Norwegian railway has on the track sorting this out, she suddenly are some of the measures Jernbaneverket one of Europe's best ac- hears the train approaching and throws implemented in 2012 to increase awareness cident statistics, but we herself out of its track just in time. The girl have no one to lose. gets a real fright, but otherwise escapes of traffic safety related to the railway. There are about 3,600 unharmed. The bicycle is not as fortunate. level crossings in Norway. In the aftermath of the event, the girl's About half of them are mother often heard and read that "this normally not in use. Jernbaneverket Safety Advisor Margarita Lankina received could never have happened to our chil- he purpose of the measures Stop – look – listen! Regardless of Every level crossing is to get people to under- their age, Jernbaneverket's message help from her son Dmitrij in dren." Apparently, many people believe constitutes a risk. handing out materials with stand that they expose to all road users is: Only cross railway Jernbaneverket's long- traffic safety messages during themselves and others to tracks at places meant for crossing. term goal is therefore to the level crossing day in the "The girl gets a real great danger by taking Use the level crossings. Stop, look remove them all. summer of 2012. fright, but otherwise shortcuts across the tracks, or by not around and listen for trains! The level crossings with T the highest risk will be escapes unharmed." paying attention when crossing the Some think it is enough to know the closed first. railway. Far too many take risks with timetable to safeguard themselves About 200 measures their own lives to save a few minutes against being hit by a train, but work and improvements are that accidents only happen to youth who during a busy day. trains and freight trains may come implemented annually are dim or whose parents do not look after Work on improving attitudes must that are not in the timetable and are at level crossings. them well. The truth is that children, youth be done over time, and the message not shown in apps that show train In the past decade, and adults all need more knowledge and about NOK 72 million better attitudes regarding the use of level must be repeated constantly in order times. Trains can come fast and very have been spent on STOPP crossings. Just one moment of inattentive- to achieve results. In the past year, quietly, they cannot swerve and they such measures every ness is enough. "We were all shocked Jernbaneverket has focused especially need a lot of time to stop. Work on year. when we heard about the event, and in on developing tools so that working changing attitudes is therefore an Building pedestrian our family we will never use the crossing on attitudes becomes a low-threshold important part of Jernbaneverket's sa- bridges and underpas- STOPP STOPP at Evja again", said the mother, and added activity for its employees. The work con- fety measures related to level crossing ses is costly and time- that despite the near-accident, many peo- sists of developing materials for various and movement along the tracks. consuming, in part due ple in the neighbourhood still opposed to many old user rights age groups and making these materials Jernbaneverket warns against closing the crossing. This was because it to the level crossings would take them a few minutes more to available. A new safety campaign has the use of headphones and mobile and landowners who been developed, a film for youth was phones, because the only way the cross the railway tracks on their way to must give permission school and work. made, and work started on an informa- train has to alert people to danger is for the use of surround- Jernbaneverket spent a long time ing areas. tion programme targeting children. to use the train whistle, and the use of working on closing the level crossing at Jernbaneverket also marked the In- headphones reduces the likelihood of Vi sikrer ikke planovergangen for å passe på toget, Vi sikrer ikke planovergangen for å passe på toget, Vi sikrer ikke planovergangen for å passe på toget, Evja in Mjøndalen, where the near-acci- ternational Level Crossing Awareness hearing the whistle in time. men fordi vi bryr oss om deg. men fordi vi bryr oss om deg. men fordi vi bryr oss om deg. dent occurred. In the end, the work was Day for the first time, holding events successful. The level crossing was closed STOPP. SE. LYTT. STOPP. SE. LYTT. STOPP. SE. LYTT. around Norway in June 2012 to focus on 28 May 2013. on safety at level crossings.

32 | on track on track | 33 Development projects with environmental accounts Energy-saving points heating Safety and the environment Research project on natural hazards and infrastructure

Energy conservation oint heating keeps the facts tracks free of snow and Won't waste heat Since 2003, Jernbaneverket melts snow and ice in the has had energy saving Jernbaneverket works to reduce its energy con- points, but preferably only projects in collaboration sumption and to utilise energy more efficiently. where needed and not with Enova. Examples Pseveral metres around the points. An of completed projects effective energy-saving measure is include:

Energy consumption can therefore to insulate the points and Regulating points probably be reduced better regulate the heat. significantly by insulating heating In the winter of 2011/2012, Installation of heat the nearly 3,000 points on Jernbaneverket implemented a pilot the railway network that pumps and phasing out are equipped with heating project at Bergseng station on the oil heating elements. Dovre Line to reduce the electricity Replacing old light fix- consumption of points heaters. By tures with more modern insulating points that have a hea- and energy efficient ting element, heat is kept where it is technology (LED) Installing snow brushes needed, with the same effect as the in- Insulation of rails in sulation of houses. The supplier of the points insulation material estimates possible Follow-up of measures energy savings of up to 60 per cent. identified in energy Jernbaneverket has conducted its saving analyses of Good drainage is crucial to handling large precipitation own energy measurements of the buildings volumes. Jernbaneverket also collaborates with the points at Bergseng station: one set of Norwegian Water Resources and Energy Directorate and the Norwegian Public Roads Administration about preparedness points with insulation and one with- and handling crises related to natural hazards. out. The energy saving from October 2012 to March 2013 was 45 per cent for the insulated points. The points without insulation had snow brushes, so the difference was somewhat less pronounced as an energy-saving mea- Mobilising against natural hazards sure had already been installed. In the autumn of 2012, four points at were also insulated. More frequent occurrences of extreme weather can threaten infrastructure, safety and the envi- Jernbaneverket has nearly 3,000 points ronment. Preparedness against avalanches, floods and landslides has therefore been stepped up. with heating elements, so there is great potential for further energy savings. n 2012, Jernbaneverket decided Here we are joining together to solve The project shall also establish "We can never to introduce a new instruction shared challenges and coordinate shared acceptance criteria for areas at to handle heavy precipitation. the agencies' work on preparedness risk of flooding and avalanches/ fully protect Testing beaver technique at Minnesund The level of preparedness is and crisis management where it is landslides. Handling floods and water ourselves to be linked to the volume of natural to do so. Specific proposals are gone off course is very important to against natural In the autumn of 2012, there is protection against the upper areas. "It is great to waterI expected over a 12-hour period, being prepared for improvements to reduce injury to persons and infra- expertise was brought from future erosion at the bottom be able to test advantages and and the threshold values for each plans and routines, and relevant data structure. hazards, but Slovakia to see whether the of the valley. In this way, small disadvantages to the various preparedness level are adapted to are collated and made available. The technique of building artificial investments can lead to good techniques in an area where it is important beaver dams could be suitable results over several years. we have these problems", local conditions. Various steps taken alerting service www.varsom.no is an Never entirely certain. to establish for handling heavy precipita- says Project Manager Steinar to improve drainage, including new example of an important dissemina- We can never fully protect ourselves tion in Norway as well. Every drop counts. The Myrabø in Jernbaneverket. and larger culverts, are also crucial tion channel that has been developed against natural hazards, but it is systems for This technique has been "Handling floods and water Artificial beaver dams are to ensure that the infrastructure is in a related collaborative project. important to establish systems for securing, mo- used in Slovakia with very gone off course" project is one built in small catchment areas, as robust as possible and can handle securing, monitoring and alerting, good results. By building of seven subsidiary projects in often smaller than one square frequent occurrences of extreme Measures against quick clay. so that events are prevented and nitoring and dams from tree trunks, twigs the NIFS research project. The kilometre. About 90 per cent weather. Today, there are several guidelines consequences minimised. Among alerting." and stones from the surround- technique is being of Jernbaneverket's culverts and standards used when building in other things, a mobile system that scans ing areas, the water is slowed tested in an area near the old are located in such small Fruitful collaboration. areas with quick clay. The project aims slopes with a laser has been developed, down so that culverts and pi- Minnesund station, where catchment areas. However, In 2012, we are starting a four-year to specify and enable the develop- and this can quickly create a detailed pes with low capacity can ne- several small streams run small streams can become vertheless handle flood peaks towards the railway line, where "monsters" and lead to signi- research project related to natural ment of current rules and routines. model of the terrain so that small before they cause roads and the water is drained in culverts ficant problems and damage Jernbaneverket Project Manager, hazards, infrastructure, flooding and This will provide a basis for a better movements can be studied and railway tracks to be washed through the embankment. if there is sufficiently heavy avalanches/landslides (NIFS) together and more equal practices in areas with avalanches/landslides can be detected Steinar Myrabø out. Over time, the dams will Here there are significant precipitation. Drainage and inspects the arti- with the Norwegian Public Roads Ad- quick clay, in regards to mapping and at an early stage. collect twigs and soil on the challenges related to erosion, culverts must then work pro- ficial beaver dam ministration and the Norwegian Water the interpretation of ground surveys surface so that the sides of the unstable slopes and landslides perly. Artificial beaver dams near Minnesund. Resources and Energy Directorate. or calculations. Read more at www.naturfare.no valley are strengthened and and sediment transport from can help in this context.

34 | on track on track | 35 2012 in brief

1 4 6

2012for more than NOK 1.8 billion with Hæhre January Entreprenør AS. The contract is for the 2 January: Jernbaneverket assumes E6-Dovre Line Joint Project. responsibility for the assistance service 3 The blasting of the Holmestrand at the Oslo Central station, Gardermoen, station hall is well underway. The hall will Bergen and Trondheim stations succee- be enormous when completed, and the 5 ding NSB and the Airport Express. sheer size of it is already visible. On the night of 26 May, the Spikkestad February Line closes for nine weeks for the up- grade of the Heggedal and Spikkestad Jernbaneverket completes several large stations, and for maintenance work on studies in the first two months of the the stretch. year. First, the high-speed report was presented, and in February, the study of Jernbaneverket sends a proposal for a the concept to be chosen for the InterCity zoning plan for the Follo Line to the Plan- stretches is presented, as is the 2014–2023 ning and Building Authority in the Oslo National Transport Plan. Municipality. The plan is submitted for pu- blic consultation in the summer of 2012. March 1 March: Jernbaneverket starts testing June commuter parking with payment by text 7 June: It is 50 years since the Nordland message at the Kolbotn and Lørenskog Line was opened all the way to Bodø, and the Trondheim central station) is closed. companies and infrastructure managers structuring that will be completed in 2014 stations. The purpose is to avoid having the marks 2 because it shows exactly where energy- with even more frequent departures. people park in the commuter spots when the occasion with an anniversary exhibi- 19 September 2012: Minister of Transport saving measures can lead to great savings. not taking the train. tion: "The Nordland Line – a long history." and Communications Magnhild Meltveit The Oslo tunnel is closed to train traffic on Kleppa travels to Porsgrunn to detonate The Follo Line project is also honoured Sunday 16 December due to smoke from 1 13 March: A large landslide in Sokne- the charge that marks the start of con- for having developed a system that a smouldering fire in a cable duct. The dalen on the Dovre Line means that the July struction for the 23-kilometre stretch from can provide a detailed overview of the tunnel is reopened the following Monday line must close for eight weeks while the A lightning strike at Alnabru freight Farriseidet outside Larvik to Porsgrunn. environmental impacts of future develop- afternoon, after damaged cables have rail embankment is rebuilt from the bot- terminal causes extensive damage to the The billion-kroner project is planned ment projects, a so-called environmental been replaced and the system checked. tom of the valley, 180 metres below. electrical and safety systems, and this completed in the summer of 2018. account. In 2102, several fire prevention measures causes problems for freight traffic. During the weekend of 28–30 September, are completed in the Oslo tunnel, and April After successful testing, the system of Jernbaneverket performs extensive November on 19 December a contract for a new fire 2 12 April: Minister of Transport and commuter parking using payment by work on the Trønder Line, Nordland Line, hose is signed. The work is to be comple- Jernbaneverket continues the stepped- Communications Magnhild Meltveit text message was introduced at the Ski Bergen Line, Main Line, Dovre Line and ted in 2013. (Value: NOK 96 million) up winter preparedness efforts that were Kleppa marks the official start of construc- and Asker stations from 1 July. the Gjøvik Line. introduced two years ago. New equip- Customers are more satisfied. The index of tion for the E6-Dovre Line Joint Project, Oslo Central station is closed for six ment, more people and better prepared- customer satisfaction increased from 71 and thus the start of a new and modern weeks (from 24 June to 6 August) for October ness is to make the railway more robust to 73 per cent through the year. railway between Eidsvoll and Hamar. extensive renewal and maintenance. 4 The 150-year anniversary of the when the snow and cold set in. 7 The Sørland Line was hit by the worst To complete necessary work effectively 3 Kongsvinger Line is marked by a large Intensive work is being done to build weather in living memory. For a period, and to minimise the disadvantages for pas- public party for several thousand people. an academic community in railway dis- several subsections are closed to traffic sengers, it has become common practice August while awaiting ploughing and inspection. 5 At the end of October, 40 mayors ciplines at the Norwegian University of to shut down rail traffic a few weekends a The Frida storm hits the Sørland Line and Jernbaneverket's diesel with from eight counties participate in a march Science and Technology. An experience- year. During the weekend of 13–15 April, the Randsfjord Line, and causes wash- snow removal equipment (MZ) comes to from Oslo Central station to the Storting based master's degree is established several tasks are completed between outs and landslides in 25 locations that the Sørland Line to plough, and a to demand full development of InterCity as a first step on the road to a regular Hønefoss and Bergen while the Bergen must be repaired before train traffic can milling machine is also sent westward. get back to normal. trains in Eastern Norway by 2023. master's degree programme. Line was closed. Work also takes place at a Jernbaneverket does its "Christmas 6 26 October: The Bane Energy unit of number of place on the Kongsvinger Line cleaning" of the Oslo tunnel. Twenty- Jernbaneverket receives a first prize from and Vestfold Line this weekend. December three night shifts and 555 litres of water September the International Union of Railways (UIC) 9 December: A completely new and a minute are required to clean the tunnel During the weekend of 1–2 September, for having developed Erex, which is a an market-adapted timetable is introduced and ensure good operational stability. May construction and maintenance work is IT tool to measure, calculate and invoice in Eastern Norway, with more departures 2 May: Jernbaneverket and the Norwe- performed at a number of locations along electricity costs for trains. The system has and a regular train frequency. The new gian Public Roads Administration sign the Main Line and the Dovre Line. The entire caught the attention of European train timetable is the start of the extensive re- Norway's largest construction contracts stretch from Kløfta to Trondheim (including

36 | on track on track | 37 Jernbaneverket then and now 3,982 employees (Dec. 2012)

158 years of Norwegian Jernbaneverket employees as of 31 December railway history 2012 (approx. figure by county)

1854 The first railway line in Norway : 196 (Kristiania–Eidsvoll) opens. Aust-: 32 1890– 1,419 kilometres of tracks are built in Norway. : 348 1910 Hedmark: 321 1909 The Bergen Line is completed. The price was the : 196 equivalent of an entire national budget. Møre og : 12 1938 The Sørland Line to opens. Bodø Nordland: 241 1940– German forces assume control of NSB Nord-Trøndelag: 77

1945 Restrictions on fuel consumption give the railway a near Nordland -monopoly on transport. The railway network is expan- : 150 ded by 450 km using POWs. Oslo: 1,424 1952 Funds are granted for the electrification of the rail- : 76 way network under the motto "Away with the steam" Sogn og Fjordane: 31 ("Vekk med dampen"). Sør-Trøndelag: 443 1969– The 1952 electrification plan is completed. Telemark: 75 1970 Vest-Agder: 145 1996 NSB is split into NSB BA and Jernbaneverket. Vestfold: 87 Østfold: 128 1999 The Gardermoen Line. The first high-speed railway Nord-Trøndelag in Norway is a success.

2000 The tragic Åsta accident, the third big railway ac- Trondheim cident in Norway in 50 years, leaves its mark on the railway at the turn of the Millennium.

2004 NSB and Jernbaneverket celebrate the Sør-Trøndelag

150-year anniversary of the railway together

2005 The largest development project within Norway, Røros the double track between Sandvika and Asker, opens.

Åndalsnes 2006 The railway enjoys growth in both freight and pas- Møre og Romsdal senger traffic, and increases its market shares. Rælingsbrua in Lillestrøm Sogn og Fjordane 2007 In Jæren, the Ganddal freight terminal near Sandnes is completed in December. In total, about 100 develop- Oppland Hedemark ment projects worth NOK 2.2 billion were completed. Gjøvik Hamar About Jernbaneverket Bergen

2008 The Oslo project for the renewal of the railway network A

Hordaland k through Oslo starts up during the spring.The introduc- Jernbaneverket plans, constructs, structure Management, Infrastructure ershu s tion of a new is approved. "Jernbaneverket travel guarantee scheme operates and maintains the Norwe- Construction, Traffic Operations and Kongsvinger Buskerud gian national railway network, and is Customer Service, and the Director employees are Oslo 2009 The National Transport Plan for 2010–2019 is presen- ted. According to the plan, NOK 92 billion responsible for traffic control. Among General's staff. spread across much will be invested in the railway in the next decade. other things, traffic control entails of the country and Drammen distributing available track capacity Jernbaneverket employees are Vestold Østfold 2010 A decision is made to build a dual tunnel in what will to the different train companies, spread across much of the country have a broad range Telemark become the longest railway tunnel in Norway on timetabling, train management and and have a broad range of professional Rogaland of professional Kornsjø the Follo Line, the 22 km new double track that will be public information at the stations. competencies. In Jernbaneverket, you Aust-Agder built between Oslo and Ski. Jernbaneverket is a subsidiary agency can find dispatchers, traffic control- competencies. " Vest-Agder of the Ministry of Transport and Com- lers, railway fitters, land consolidation 2011 After renewal work in 2011, 60 per cent of the railway munications. graduates, construction managers, network in central Oslo is completely new. architects, geotechnicans, supervisors, Kristiansand 2012 The punctuality of train traffic is better than in years, Jernbaneverket is headed by Director environmental advisors, engineers and with nine of ten trains running on time. General Elisabeth Enger and con- track coordinators, to mention some of sists of four main departments: Infra- the many occupations represented.

38 | on track on track | 39 figures Key figures for the Norwegian railways as of 31 December 2012

The national railway network comprises:

Km Level EL Name of line Km double track Bridges Tunnels crossings Stations Nordland Line 726 0 284 155 712 42 Sørland Line 549 14 512 191 131 45 Dovre Line 485 4 327 40 306 28 Røros Line 382 0 228 6 474 27 Bergen Line 371 0 201 144 180 33 Østfold Line, western Line 171 64 133 17 71 23 Vestfold Line 138 23 99 17 111 11 Gjøvik Line 123 2 74 7 101 22 Kongsvinger Line 116 0 61 0 67 13 115 0 106 5 183 4 Solør Line 94 0 31 1 199 0 Main Line 68 20 65 5 17 21 Østfold Line, eastern Line (Ski–Sarpsborg) 78 0 32 2 88 11 Meråker Line 70 0 60 1 50 4 Gardermoen Line 64 60 25 4 0 3 Randsfjord Line (–Hønefoss) 54 0 22 1 72 2 Bratsberg Line 47 0 43 20 50 3 Ofoten Line 43 0 7 24 43 6 Drammen Line 42 42 26 12 0 16 Line 36 0 17 3 47 8 Roa–Hønefoss Line 32 0 27 3 48 0 Flåm Line 20 0 2 21 40 8 15 15 8 3 0 0 Spikkestad Line 13 0 10 0 8 5 Tinnos Line (Hjuksebø–Notodden) 10 0 16 4 17 2 9 0 18 0 5 0 Stavne–Leangen Line 6 0 11 2 0 1 Freight Line Alnabru–Loenga 7 0 0 0 0 0 5 0 6 1 1 0 Skøyen–Filipstad 2 1 0 0 1 0 Total lines with regular traffic 3,891 245 2,451 689 3,031 338 Total lines without regular traffic 339 0 121 27 659 0 Total: 4,230 245 2,572 716 3,690 338

Electrified Not electrified "Stations" in the table indicate locations with stops for passenger trains; in technical railway terms, the number of stations is far higher.

Environment

2012 2011 2010 Electricity consumption in Jernbaneverket (GWh)1 105.1 104.4 112.1 Number of locations with polluted soil 29 43 55 Number of animals hit by a train 1,951 2,050 2,294 Clean tracks (percent) 88 87 85 Clean stations (percent) 92 88 97

1 Total electricity consumption without correction Source: miljorapport2012.jernbaneverket.no figures economics

Financial highlights (NOK million)

Excerpt from cash accounts Excerpt from accrued accounts

2012 2011 2010 2012 2011 2010 Operation and maintenance 5,538.00 5,586.50 5,315.40 Total operating revenue 6,164.00 5,820.43 4,400.60 Operation and maintenance Gardermoen line 98.50 89.30 97.70 Total operating expenses -6,088.00 6,022.90 4,925.10 Investments in the line 5,069.90 4,402.90 3,864.90 Total interest and other items -1.00 -1.37 -1.10 Grant-funded expenditure 10,706.40 10,078.70 9,278.00 Results for the year 75.00 -203.84 -525.60

Track access charges 119.80 100.80 104.00 Grant coverage (as a percentage) 87.1 87.1 80.8 Sale of electricity for train operations 191.60 296.80 318.40 Payroll (as percentage of operat- ing and investment expenses) 22.7 22.3 21.9 Other revenue 424.30 331.20 265.80 Full-time-equivalent employees 3,829 3,547 3,275 Revenue to state accounts 735.70 728.80 688.20

The state accounts are based on cash accounting and follow the classifications in the national budget. The result for the year is in accordance with the accrual principle.

TRAFFIC Total number of trains per day in the Greater Oslo area

R oa 66

Grefsenn 9 Grorud

132 71 132 ardermoen

Oslo 310 G Central Asker Skøyen Lillestrøm Drammen 338 461 706 station 428 Eidsvoll 94 884 62 Årnes 240

Spikkestad 84

Ski

45 Mysen 92 Moss Traffic

Million tonne-kilometres1

2007 2008 2009 2010 2011 2012 Domestic train traffic 2,453 2,599 2,464 2,157 2,089 2,531 Of this: CargoNet AS 2,430 2,466 2,429 2,113 2,049 2,034 Others 23 133 35 44 40 497

Cross-border traffic2 1,002 956 813 1,065 1,367 958 Of this: CargoNet AS 283 234 204 255 182 111 LKAB Malmtrafikk AS 633 558 494 683 696 737 Others 86 164 115 127 489 110 Total: 3,455 3,555 3,277 3,222 3,456 3,489

Source: NSB AS, Cargo Net AS, MTAS (Malmtrafikk AS), Tågåkeriet AB, AS, Green Cargo, Peterson Rail AB, Cargolink AS, Railcare tåg AB, TX Logistikk AB

Data from HectorRail AB is missing for 2009-2010, data from Cargolink is missing for 2009-2010

1 Tonne-kilometre: term describing the transport of one tonne of freight for one kilometre. 2 Tonne-kilometre, calculated on stretches in Norway for cross-border traffic.

Million passenger kilometres1

2007 2008 2009 2010 2011 2012 Domestic train traffic 2,895 3,047 3,012 3,023 3,030 3,140 Of this: NSB AS 2,561 2,698 2,670 2,668 2,659 2,759 NSB Gjøvikbanen AS 55 57 59 59 61 63 AS 268 282 273 286 298 306 Flåm Utvikling AS 11 10 10 10 12 12

Cross-border traffic2 88 97 69 72 74 62 Of this: NSB AS 59 63 68 71 72 62 Others 29 34 1 1 2 0 Total: 2,983 3,114 3,081 3,095 3,104 3,202

Source: NSB AS, NSB Gjøvikbanen AS, Flytoget, Ofotbanen Drift AS, SJ AB

1 Passenger kilometres: the number of passengers multiplied by distance driven. 2 Passenger kilometres, calculated on stretches in Norway for cross-border traffic. Data from NSB for 2012 is inconsistent with NSB's data for the previous year, due to a new calculation model that came into use in 2013. Punctuality, regularity and uptime

120 % 2010 2011 100 % 2012 98.5 98.8 98.4 97.6 97.8 97.6

80 % 91.2 88.6 85.5 81.0 77.5 60 % 74.2

40 %

20 %

0 % Punctuality, Punctuality, Uptime Regularity, all passenger freight trains passenger trains trains figures SAFETY

Operating accidents in 2012 • Accidents by type • Accidents according to UIC Safety Database definitions, with cost per incident where a train was directly involved >150,000 Euro, death, serious injury, or full delay of train traffic for more than six hours. Operational railway.

Type of accident Number of Fatalities Serious incidents injuries Collisions 11 0 1 - Train operations (train – train) 1 0 0 - Train operations (train – object) 10 0 0 - Shunting 0 0 1

Derailments 5 0 1 - Train operations 5 0 1 - Shunting 0 0 0

Level crossing accidents (1) 1 1 0 - Crossings with barriers, lights and claxons 0 1 0 - Crossings with gates 1 0 0

Other level crossing accidents 1 0 0 Rolling-stock fires 1 0 0 Other accidents (2) 0 0 0

Total: 19 1 2

(1) Collisions between road vehicles and railway rolling stock (2) Other accidents resulting in death or serious injury

MAINTENANCE

Price level for maintenance and Some of the renewals per metre of main track maintenance work in 2012

Track section Operation, correc- Renewals, Action Amount Unit tive and preventive incl. the Oslo maintenance project (NOK Ballast cleaning 24 main line km (NOK per metre) per metre) Preparations for ballast cleaning 25 main line km Main Line including the Oslo area 1,247 3,168 Replacing sleepers 58,400 pieces Drammen Line 478 249 Replacing track 37 main line km Gardermoen Line 658 118 Replacing points 43 pieces Kongsvinger Line 307 81 Contact line renewal 2 main line km Gjøvik Line 502 97 Track adjustment, continuous 963 line km Østfold Line, western Line 403 461 Vestfold Line 272 94 Sørland Line 361 273 Bergen Line/Randsfjord Line 607 254 Dovre Line 540 398 Røros Line 198 69 Nordland Line 210 81 Ofoten Line 1,288 1,388 Other lines 155 32 Unspecified and Infrastructure Management staff 64 37 2012 average 449 345 The figures apply to the Infrastructure Management Division and are partially based on estimated distribution. Contact us Jernbaneverket units are located at several sites throughout the country. For more information, see our website or phone our national switchboard: 05280 From abroad (+47) 22 45 50 00

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

Jernbaneverket's customer service centre can be reached by: Email: [email protected] SMS/MMS: Text JBV to 26112 Facebook.com/Jernbaneverket and Twitter.com/Jernbaneverket

www.jernbaneverket.no