On track in 2008 A brief look at the activities of Jernbaneverket

Director General Elisabeth Enger is ­preparing for record railway ­investments and recruiting more and more young people to Jernbaneverket, the Norwegian National Rail Administration All aboard! 155 years of Norwegian Contents railway history All aboard!

155 years of Norwegian railway history 2 1854 Norway’s first railway line opens, linking Kristiania As Jernbaneverket’s new Director General, I see a high level of commitment­ to Key figures 2 (now Oslo) with Eidsvoll. the railways – both among our employees and others. Many ­people would like 1890-1910 Railway lines totalling 1 419 km are built in Norway. All aboard! 3 to see increased investment in the railway, which is why the strong political will 1909 The Bergen line is completed at a cost equivalent to This is Jernbaneverket 4 the entire national budget. to achieve a more robust railway system is both gratifying and inspirational. 2008 in brief 6 1938 The Sørland line to Kristiansand opens. Increased demand for both passenger and freight transport is extremely­ positive Working for Jernbaneverket 8 1940-1945 The German occupation forces take control of NSB, because it is happening despite the fact that we have been unable to offer our Norwegian State Railways. Restrictions on fuel Construction 14 loyal customers the product they deserve. Higher funding levels are now providing consumption give the railway a near-monopoly on Secure wireless communication 18 transport. The railway network is extended by grounds for new optimism and – slowly but surely – we will improve quality, cut Think green – think train 20 450 km using prisoners of war as forced labour. travel times and increase the capacity to transport more goods by rail. Finance and productivity 22 1952 Money is allocated for electrification of the railway Elisabeth Enger, Director General Punctuality and customer service 26 network under the motto “Away with steam”. In its National Transport Plan 2010-2019 (NTP), submitted in March 2009, 1969/70 The 1952 electrification plan is completed. Safety 34 the ­Government proposes a significant increase in both investments and maintenance. This creates 1996 Norwegian State Railway (NSB) is split into NSB BA More by rail in the future 40 (train company) and Jernbaneverket (infrastructure ­expectations and opportunities, as well as a number of challenges. In future our key task will be to provide Jernbaneverket – a good place to work 47 ­manager), and the Norwegian Railway Inspectorate an ever-improving infrastructure and document the effect of higher funding. To achieve this, we depend Contact details 48 (Statens jernbane­tilsyn) is established. on having competent employees. Jernbaneverket already numbers 3,000 skilled co-workers, working in a 1999 Norway’s first high-speed line, from Oslo to community characterised by professionalism, commitment, openness and team spirit – but there is room for Gardermoen airport, enters service with great success. 2000 The tragedy at Åsta, Norway’s third-biggest rail more! ­accident in 50 years, leaves its mark on the railways at the start of the new millennium. This publication seeks to provide a brief look at our operations, with a particular emphasis on 2008. 2004 NSB AS and Jernbaneverket jointly celebrate 150 You will find useful information on many of our exciting activities, and hopefully you will be inspired to join years of Norwegian railways. the railway team. As part of Jernbaneverket you can help to build the railway of ­tomorrow; you will find 2005 Norway’s largest onshore construction project, the new double-track line between Sandvika and Asker, more information on the opportunities available on page 8 onwards. You can also read ­interviews in which opens to traffic. some of our employees explain why they opted for a future with Jernbaneverket. 2006 The railway enjoys growth in both freight and ­passenger traffic, and increases its market shares. Maintaining and building railways is both complicated and time-consuming. The planning processes 2007 The Ganddal freight terminal at Sandnes in Jæren is ­involve many parties, and most of the work has to be done while trains are operating. In 2008 completed in December. In all, around 100 different construction projects valued at NOK 2.2 billion are Jernbane­verket worked on the planning, designing and construction of around 100 projects, with a under way. total cost framework of approx. NOK 2.4 billion. In line with political decisions, most of the construction 2008 The Oslo Project to renew the railway network projects have been concentrated around the largest cities, and this will be the case in the years ahead through Oslo starts in the spring. Introduction of a too. Over the next 10-year period there are plans to build 116 km of double track, 28 km of single track new travel guarantee scheme is approved. and around 45 new passing loops. Maintenance of the existing railway lines will also be strengthened Key figures ­significantly, providing better stability and punctuality. On 31.12.08 the national railway network comprised the following: Pursuant to the NTP, NOK 92 billion will be invested in the railways over the next 10 years. We have an Total track length (km) 4 114 ­enormous obligation to ensure that society gets the return it expects from use of public funds on this scale. Electrified lines (km) 2 552 Now it’s time to get down to work, so all aboard! Our highly skilled employees can be sure of many exciting Single track lines (km) 3 887 tasks in the years ahead. Double track lines (km) 227 Tunnels 696 Bridges 2 517 Elisabeth Enger Freight terminals with railway traffic 1 44 Director General Level crossings 2 3 687 Stations/stops 357

For more key figures, definitions and explanations of individual figures please see our annual Railway Statistics publication at www.jernbaneverket.no

1 There are five types of terminal: intermodal (12), conventional wagon load (4), port (9), timber (13) and car (6). 2 On track in 2008 2 Level crossings for private roads (3361) and public roads (326) on railway lines with ordinary scheduled services. On track in 2008 3 This is Jernbaneverket This is Jernbaneverket

Skøyen station: a modern and functional station

Jernbaneverket gets things on track Financial highlights for Jernbaneverket

2008 2007 2006 Jernbaneverket provides Norway’s train companies with a safe and efficient transport system. Restructuring funds 0.4 10.6 40.5 DID YOU KNOW... We plan, construct and maintain the railway network, including stations and terminals. Operation and maintenance 3 616.4 3 302.9 3 206.3 We are also responsible for day-to-day traffic management. Operation and maintenance of the Airport line 76.3 67.2 80.4 Investment in new infrastructure 2 364.9 2 290.8 1 444.7 • 13 train companies have Grant-funded expenditure licences to operate on all With 59 million passenger journeys a year Organisation of Jernbaneverket (NOK million) 6 058.0 5 671.5 4 771.8 or part of the Norwegian 1 on the railway network and considerable Jernbaneverket ­comprises the following railway network volumes of freight being transported main units: Track access charges 94.1 100.1 106.6 • the Norwegian rail- over long distances, the railway provides Sale of electricity for train operations 240.3 181.2 247.5 way network is open an efficient and environmentally friendly The Director General and her staff, Traffic Other revenue 251.5 215.08 218.3 to ­competition within transport solution. Jernbaneverket’s Management, Infrastructure Management Revenue to state accounts freight transport employees have expertise in a range of and Infrastructure Construction. (NOK million) 585.9 496.3 572.4 • the railway in the Oslo specialist fields such as civil and electrical area is the busiest in the engineering, telecommunications, social Targets for the rail sector Total operating revenue 3 917.1 3 526.1 3 521.9 country planning, scheduling and traffic manage- The Ministry of Transport and Commu- Total operating expenses 4 112.7 3 814.4 3 429.9 • 827 trains services Oslo ment. nication sets specific requirements for Total interest and other items 4.4 (1.2) 119.1 S and 600 trains pass how Jernbaneverket should manage the Result for the year (NOK million) (200.0) (287.1) (27.0) Jernbaneverket is a ­govern­ment agency resources it is allocated. Our achievement through the Oslo Tunnel under the ­Ministry of Transport and of performance targets for the 2008 Grant coverage (%) 83.5 84.9 83.4 every day ­Communications. fiscal year in the following focus areas is Payroll as % of operating expenses 43.5 43.5 46.7 • a total of 59 million detailed in the Annual Report for 2008 at ­passenger journeys The Norwegian parliament, the Storting, www.jernbaneverket.no Full-time equivalent employees 2 896 2 855 2 950 by train were made in sets out long-term plans for developing ­Norway in 2008 the rail network in the National Transport • Competitiveness and socioeconomic The state accounts are based on cash accounting and follow the ­classifications in the 1 See www.jernbaneverket.no/Market Plan (NTP), as well as approving benefit national budget. The result for the year is in accordance with the ­accrual principle. ­Jernbaneverket’s annual budget. • Safety, punctuality and customer satisfaction Read more about Jernbaneverket’s finances and productivity on page 22. • Productivity and process quality • Human resources and organisation

4 On track in 2008 On track in 2008 5 JANUARY 2 January: The first freight train leaves the new Ganddal freight terminal in Sandnes municipality in Stavanger, heading for Alnabru freight terminal in Oslo. The Ganddal freight terminal is in operation! 21 January: Ganddal freight terminal is officially opened by Liv Signe Navarsete, Minister for Transport and Communications.

FEBRUARY The start of the month sees heavy snowfalls on the high mountain plateau. Jernbaneverket has its own inspection teams ready at Myrdal as well as people stationed at Geilo to keep the high-mountain sections of the Bergen line open.  An extensive NOK 150 million forest clearance programme is launched. 7,000 hectares of forest will be cleared over a five -year period to prevent trees falling onto tracks and overhead lines.

MARCH Project Oslo starts work on renewing the railway through Oslo. A list of 17 measures to be implemented in 2008 is presented to the Ministry of Transport and Communications on 11 March.  28 March: Elisabeth Enger is appointed by the Council of State as the new Director General and head of Jernbaneverket, succeeding Steinar Killi, who had indicated in 2007 that he wished to stand down. Elisabeth Enger was previously chief municipal executive of Bærum Municipality and has broad management experience in the public sector. Ganddal freight terminal in operation Project Oslo

April In its revised national budget proposal, the Government pledges NOK 100 million to renew the railway through Oslo. This enables Jernbaneverket to press ahead with the work on the Oslo Tunnel without having to reallocate funds from essential maintenance work elsewhere. BRIEF IN 2008

MAY An unusually heavy spring thaw on the section of the Dovre line between Dovre and Dombås leads to several avalanches, landslides and track washouts. Inspectors and Jernbaneverket’s Operations business, JBV Drift have their hands full ­ensuring safe traffic operations. Speed reductions and short periods of closure are necessary.

JUNE Jernbaneverket takes part in a campaign to combat theft from passengers at public transport terminals and interchanges in Oslo and Akershus.  15 June: A new type of timetable is introduced at all Norway’s 357 stations. The timetables show the departure times from the station for each hour of the day.

JULY 8 July: Rallarvegen opens to bikes earlier than usual as a result of light snow on the high-mountain plateau.  Jernbaneverket carries out regular visits and controls to reveal landslide risks. The Flåm line is closed for a few hours on two days in July as a result of extraordinary rock-cleaning and -securing work at the Blomheller Tunnel, where there is a risk of large blocks of stone falling onto the track.

August 4 August: The new Director General, Elisabeth Enger, takes up her post.  As early as 20 August she embarks on an extensive tour of the Norwegian railway network. By Christmas she has covered more than 5,000 km and visited a large number of employees. Traffic controller Atle Syverstad meets the Director General at Askim station.

September Passenger information is set to improve, with work starting to install the first 50 new monitors at stations in the Oslo area. 2008 IN BRIEF The monitors will show standard service information and alternative information in the event of delays.  The National Rail Inspectorate decides that the new Merkur signalling system cannot be put into service at Ganddal Landslide prevention Welcoming the new Director General freight terminal with the current documentation. Director General Elisabeth Enger demands a full review of the system ­development process.

OCTOBER 7 October: In the national budget for 2009 the Government proposes an increase of Jernbaneverket’s budget by NOK 1.2 billion. The proposal means increased investments in maintenance and rational progress on construction projects already The Gjevingåsen Tunnel under way.  New landslide warning and prevention systems are taken into use. Most of the measures are implemented on the Bergen line, the Flåm line and the Nordland line. The majority of the railway network is surveyed, and plans are drawn up for ­preventive measures to be carried out in 2009.  Jernbaneverket and NSB agree to introduce a travel guarantee scheme from 1 January 2009, giving ­passengers affected by cancellations or severe delays the right to claim compensation.

November 3 November: Blasting work on a road project immediately south of Steinkjer triggers a rockslide which closes the Nordland line until 8 November. The closure affects 16 of CargoNet’s freight trains each day. Some of the freight is sent by train to Narvik via Sweden.  27 November: A report from Econ Pöyry on construction of high-speed railways in Norway is presented at an open seminar. The report is based on the traditional Norwegian calculation model and concludes that constructing high-speed railways in Norway is not feasible from a socioeconomic perspective.

DECEMBER The construction plan for the new Hommelvik – Hell section with a tunnel through Gevingåsen is finished. The work is divided into three contracts, which are put out to tender. The contracts are scheduled to be signed in spring 2009.

On track in 2008 7 Better transport information Working for Jernbaneverket Working for Jernbaneverket

Working for Jernbaneverket

Jernbaneverket offers you the opportunity to help build the railway of tomorrow. If you’re ­interested in working in multidisciplinary teams on demanding and exciting assignments, ­Jernbaneverket could be the place for you. We work both on renewal of the ­existing railway and construction of new infrastructure.

In Jernbaneverket you will find 3,000 new methods of communication and in railway engineering. Our trainee DID YOU KNOW... skilled co-workers in a community collaboration. programme combines basic project ­characterised by professionalism, management theory with practical • you can earn a salary ­commitment, openness and team spirit. Want to know more about our apprentice­ experience of project work. Candidates ships? Go to www.jernbaneverket.no are monitored closely via the super­ while training with The work of Jernbaneverket is increas- and the National Training Office for vision and mentoring programmes ­Jernbaneverket ingly high-tech and characterised the Railway Sector, www.okj.no. Here and seminars over the two years of • Jernbaneverket is an by international collaboration. This you will find information on training the traineeship. During this period the inclusive workplace makes the working day even more courses, admission requirements and candidates will complete four practical • Jernbaneverket offers challenging, and will require ongoing training companies in the sector. modules within four different projects practical placements to recruitment of both newly qualified in different phases. students from upper- and experienced engineers and skilled Student? secondary schools workers. New technology is embraced Are you interested in railway engine­ Training and personal • we can help with at all levels of the organisation, requir- ering, the consequences of climate ­development ­dissertations for master’s ing all employees to undertake further change on the railway network, and Jernbaneverket depends on everyone degrees training and continuous development. traffic management? Then why not join developing their expertise, so that new • Jernbaneverket is forces with us to write your disserta- technology, tools and methods can seeking candidates for Recruitment tion? On our website you will find a quickly be adopted by the organisation An “interesting” year number of suggestions for dissertations as a whole. We therefore offer good trainee management With the recruitment of 70 engineers suitable for projects and bachelor’s/ opportunities for learning new skills, positions in construction of various grades and as many appren- master’s degrees. through formal training, courses and projects tices on the agenda, we think Elisabeth European collaboration. Many skilled Enger is right when she says 2009 will If you’re interested in a summer job, workers also go on to become engi- be an “interesting” year. ­Jernbaneverket these are advertised on our website and neers through their work with us. has been allocated more resources to at www.nav.no renew the railway, and the corporate The Norwegian Railway School culture is due for renewal too. Newly qualified engineers/ The Norwegian Railway School is a graduate engineers skills-development centre for the rail- Apprentices Every semester we visit a number of way sector. The school offers vocational More resources for the railway also schools and training institutions to tell training for locomotive drivers and mean a greater emphasis on taking students about the exciting work we basic training for traffic controllers. It on apprentices. In 2009 we will recruit do and the specialist skills we need. On also conducts traffic safety courses, more than 70 new apprentices, and our website you will find a recruitment vocational courses for apprentices, and the challenges involved in transferring calendar showing where and when you continuing education and training for expertise from one generation to the will find us. the entire railway sector. next are huge. The young people bring in new knowledge too; even the ‘old Trainee programme The school collaborates with almost hands’ have something to learn. This Jernbaneverket’s ­Infrastructure Con- all players in the railway sector. The is where the ‘new’ Jernbaneverket is struction division offers newly qualified instructors are specialised practitioners taking shape – at the interface of old engineers and graduate engineers a from the railway companies. and new knowledge, and of old and unique opportunity to forge a career Pupils from Ole Vig upper-secondary school in Stjørdal on placement with Jernbaneverket

8 On track in 2008 On track in 2008 9 Working for Jernbaneverket Working for Jernbaneverket

Bildetekst kommer her Looking forward Holistic view

Name: Monica Fors Name: Jasmin Jahre Age: 30 Age: 29 Education: Graduate engineer, Communications and transport systems Education: Graduate engineer, Industrial economics and technology Works as: Trainee construction and project manager management Joined Jernbaneverket: August 2008 Works as: Trainee construction and project manager Joined Jernbaneverket: September 2008 Why did you decide to join Jernbaneverket? Jernbaneverket is involved in a large number of major construction projects of Why did you decide to join Jernbaneverket? varying complexity, involving a large number of disciplines in both the planning Jernbaneverket can offer a large number of ­interesting challenges and construction phases. I’m keen to work in project management. associated with large and complex construction projects. The trainee programme provides a good opportunity to ­become familiar with the What jobs in Jernbaneverket are open to graduates in breadth of the projects and project phases, and, as I want to work in communications and transport systems engineering? project management, this is a good place to start. Planning and capacity calculation of new railway projects. What jobs in Jernbaneverket are open to graduates in industrial What’s the most exciting thing about being a trainee? economics and technology management? The trainee programme is very good, particularly when it comes to gaining an Lots! Industrial economics and technology management is a ­overview of the entire process from planning to execution of railway projects. ­multidisciplinary course providing a basic understanding of both ­technology and economics. There is also specialisation within other What are you most looking forward to about working for Jernbaneverket? disciplines, and the holistic view is important when it comes to It’s hard to say what my ‘dream job’ would be. I’d like to work on the railway ­completing projects on time, on budget and with the right level of and hope to grow into a management position. quality.

What’s the most exciting thing about being a trainee? Over the two-year period I’ll gain an overview of how large projects are implemented from planning to final construction. The trainee period Interested in relationships is all about moving around the entire organisation and acquiring as much knowledge as possible. I’m absolutely certain that I’ve made the right choice with the opportunities the trainee programme offers. Name: Marius Ertshus Mathisen Age: 27 What are you most looking forward to about working for Education: Graduate in land consolidation, the Norwegian University of Life Sciences Jernbaneverket? Works as: Trainee construction and project manager I think the social perspective combined with project management in Joined Jernbaneverket: June 2008 complex projects is really exciting – being involved in developing the best possible railway for Norway. That’s why my ambition is eventu- Why did you decide to join Jernbaneverket? ally to be a project manager in a major project or have a management I applied for the trainee programme because I want to develop the expertise to position which fits my level of expertise. become a construction or project manager.

What jobs in Jernbaneverket are open to graduates in land consolidation? As a graduate in land consolidation, I can help ensure that acquisition of land is an item on the agenda and dealt with using an important and thorough process in line with other processes in the projects. Expertise in the area of rights to ­compensation ­together with a knowledge and understanding of the relationship between ­landowner and property can be crucial to project implementation. This is why I ­ think graduates in land consolidation can be deployed in various roles within Jernbaneverket.

What’s the most exciting thing about being a trainee? The steep learning curve and the opportunity to be involved in exciting ­construction projects.

What are you most looking forward to about working for Jernbaneverket? My goal is to be the project or construction manager on a major railway project, for example the new Oslo S – Ski or Minnesund – Kleverud double track.

10 On track in 2008 OnOn tracktrack inin 20082008 11 Working for jernJernbaneverket Working for jernJernbaneverket

Visibility generated new applicants

In 2008 Jernbaneverket appointed a dedicated recruitment manager. The aim was to increase Jernbaneverket’s visibility as an employer and attract more good applicants.

Since April, recruitment manager Bente we can offer exciting work tasks and, not the job market. Without recruitment, Tangen has read numerous job adverts, least, a secure workplace under­going Jernbaneverket would grind to a halt,” prepared promotional materials and rapid development. Now we have the she says. produced campaigns, and maintained a opportunity to become outstanding at high level of energy and commitment in building our reputation as an ­employer, “I think we need to increase awareness bringing the right people into Jernbane­ while other companies are scaling back of how we present ourselves, but this is verket. Jernbaneverket has taken part slightly,” Tangen says. But the battle a never-ending job,” Bente says. “New H appy as a tracklayer in 25 events, including careers fairs, for skills isn’t over; there will always be skilled workers and engineers are ­being Name: Patrick Austvik trade and industry days, and company competition for the best people. “It trained, and have new preferences Age: 20 What does a tracklayer do? presentations. isn’t a case of ‘job done’ when someone and interests. Our job is to show that Education: Building (basic), Construction and Mining Builds and maintains track: everything from clearing snow to starts work with us. We have to give our Jernbaneverket does ­exciting work and ­(advanced 1), apprenticeship with Jernbaneverket, machine building points and tracks. “I’d like to help increase publicity about employees the work tasks, responsi­ needs their expertise.” operator licence for several classes, mountain equipment Jernbaneverket and the job opportuni- bility and working environment that will safety course, safety supervisor certificate. What is the most exciting thing you’ve done in the last year? ties we offer. The units are recruiting ­encourage them to stay with us,” she Works as: Tracklayer Definitely the apprenticeship exam, but with rock control on a candidates as before, but I’m involved says. Joined Jernbaneverket: 2006 28-metre lift on the mountainside on Saltfjellet a close second! and have an opinion on how we present ourselves and the fora in which we A more transparent railway Why did you decide to join Jernbaneverket? What are you most looking forward to about working for should be visible,” says Tangen. administration I gained a really good impression of Jernbaneverket while on ­Jernbaneverket in 2009? “I was given the challenge of making a school work placement and wanted to work in an interesting There will be a lot of work this year now we have been allocated The financial crisis and companies us more visible, encouraging more area such as track laying. And I’m ­interested in railways too. extra resources. I hope to be able to do more rock control and downsizing have made the job easier. candidates to choose Jernbaneverket, ­securing, which I find really exciting. Apart from that, I’m looking “There is investment in the railway, and and better equipping us to compete on What type of background is required to be a tracklayer? ­forward to travelling. I enjoy travelling around the region, and am Good health and good eyesight, advanced course 1 in build- happiest ‘on the road’! You get to see and experience a lot when ing and construction, advanced course 2 in construction, plus you’re travelling, so I hope to have the chance to do that again this an apprenticeship and a good understanding of the rules and year. regulations.

DID YOU KNOW... Operations manager ­Kristine Jessen and Joacim ­Kristiansen, • Jernbaneverket was Head of ­Operational and named Training Company ­Maintenance Services, cele­brate of the Year 2008 the Training Prize 2008. The • Jernbaneverket will take naming of Jernbane­verket’s on 70 apprentices in 2009 Infrastructure ­Management Division, Northern­ Region • The apprentice scheme as training company of offers a certificate of the year by Sør-Trøndelag completed apprenticeship municipality the Training in five different trades Council, is an­ ­inspiration to (tracklayer, signal techni- continue the ­focus on recruiting cian, power technician, skilled ­workers throughout telecommunications ­Jernbaneverket. ­technician, electrician)

Recruitment manager Bente Tangen (left) and assistants at Careers Day 2008 at NTNU, the Norwegian University of Science and Technology

12 On track in 2008 On track in 2008 13 Construction Construction

Building for the future

Planning new railway infrastructure is a long process, involving central and local authorities and The phases of a major construction project many ­different stakeholders. The process takes place both within Jernbaneverket and through close collaboration with other players. 2009 2010 2011 2012 2013 2014 Planning programme Billions of kroner worth of Lysaker station is now undergoing full Consultation and decision new railway infrastructure renovation and is being expanded DID YOU KNOW... Municipal plan and The phases of the public planning process Jernbaneverket’s Infrastructure from two to four tracks, with two new impact study Consultation • the Alnabru terminal is Construction Division is responsible platforms and a wide walkway beneath and decision for the planning, project design and the tracks. The station will be a modern Area development plan the hub of the railway’s Consultation container transport construction of new infrastructure, and public transport hub with a new bus ter- and decision employs approx. 300 people. A further minal, organised for easy transfers. The network Technical planning by Jernbaneverket involves several phases in parallel with the public planning process. 120 persons are hired in from various station will be finished in August 2009. Construction appropriations via the national budget • redevelopment of the consultancies for specialist jobs within Construction work begins Alnabru terminal in 2008 projects. The actual construction assign- Among other things, the rock cutting increased the terminal’s ments are put out to tender to major alongside Lake Engervannet between capacity by 30% contractors and companies that supply Lysaker and Sandvika (6.7 km) is being • NOK 92 billion will be railway equipment such as overhead line extended: this involves a 150 m concrete Planning railways technical project design without a land The construction work can then begin invested in the railway systems, signalling systems, rails, etc. tunnel being driven through the deposit First of all, Jernbaneverket considers use planning decision from the munici- if the project is allocated funding by the over the next ten years The Infrastructure Construction Division west of Lysaker and a 5.5 km tunnel where the need to build new railway palities involved, because the techni- Storting. The timeframe depends on the in accordance with the manages the construction work and being driven through the rock (Bærum infrastructure is greatest. Various cal planning work involves finding the scope of the project. First the land must National Transport Plan checks that the contractors and all the Tunnel). ­construction concepts are considered best solution for ­reconciling local land be prepared, either by driving tunnels 2010-2019 other companies perform the work as before Jernbaneverket selects the one use preferences and railway engineer- or by replacing and stabilising masses agreed. When this section opens in 2011, it will on which it will proceed. ing requirements. The public planning in open-air zones. This is followed remove the bottleneck on the railway ­process takes place in cooperation with by ­ballast, rails, telecommunications 100 projects network west of Oslo, providing space The technical and public planning the municipalities, and normally takes systems and power installations. Finally, In 2008 the Infrastructure Construction for twice as many trains. This will signifi- processes then proceed hand in hand. three to four years. the infrastructure must undergo safety Division worked on the planning, design- cantly improve suburban services and Jernbaneverket cannot expedite the checks before it can be put into service. ing and construction of around 100 make it possible to expand the range of projects worth a total of NOK 2.4 billion. both freight and passenger services on the long-distance sections. Lysaker station – soon to be a modern public transport hub The big railway construction projects ­under way around the major cities such Four tracks enable trains with different­ as Oslo and Stavanger are being carried­ stopping patterns and speeds to use out in line with political decisions. ­different tracks, something which will The first stage in a major modernisa- mean a significant improvement in tion project for the freight terminal at ­punctuality on the section. ­Journey ­Alnabru was also implemented in 2008. times for the fastest trains will be reduced by five minutes, saving ­each From two to four tracks in commuter around 40 hours a year. Bærum Jernbaneverket is expanding from two to Alnabru freight terminal four tracks between Lysaker and Asker. The north end of Alnabru freight termi- Construction of Lysaker station and the nal in Oslo was redeveloped in 2008. This new double track section from Lysaker has increased capacity by 30% and pre- to Sandvika proceeded at full tempo in pared the terminal to cope with growing 2008. The section between Sandvika and freight traffic by rail over the next few Asker was finished in 2005. years. Work is also under way to develop solutions to handle further growth in freight traffic in the longer term.

14 On track in 2008 On track in 2008 15 WorkingC onstructfor jernbianeon verket Construction

New track to Ski and intense work is under way on the The 24 km section between Oslo and Ski last subsection between Sandnes and is a bottleneck, with capacity stretched Lurahammeren. The new double track to the limit at rush hour. Although choke- will open in October 2009. full trains show that demand exceeds supply, it is not possible to drive more Four new, modern stops are being built trains on the Østfold line than at present. between Sandnes and Stavanger. The new Jåttåvågen stop is complete and Having four tracks on the section will partly open. The Gausel stop still requires provide passengers with shorter journey some finishing touches. Construction times, fewer delays and more depar- of new stops has begun at Mariero and tures. The increased capacity will make it Paradis. ­possible to transfer far more freight from the roads to the railway. Modernisation of the Vestfold line In 2008 Jernbaneverket considered The construction of the new Barkåker – a number of alternatives for the new Tønsberg double track started in March double track, the Follo line, between 2009. A 5.8 km section of double track, Oslo and Ski. The project includes a new including a 1.75 km tunnel through double track between Oslo S and Ski, Frodeåsen, is to be built from Barkåker and a new station at Ski. A link between northwards to Tønsberg. The cost is NOK the Østfold line and the new line will 1.4 billion, including the railway engine­ Excavation for the tunnel at Lysaker station ensure ­efficient and flexible transport. e­ring work required at Tønsberg station. Tunnel workers The new double track is scheduled for Two tracks along Mjøsa completion in autumn 2011. Eidsvoll-Lillehammer is one of Norway’s Drilling rig in action The stop at Gausel on the double track between Sandnes and busiest single-track sections, and there is In addition to work starting on the ­Stavanger is almost finished growing demand for a better passenger Barkåker – Tønsberg section, two new and freight transport service. Jernbane­ subsections are now planned on the verket has therefore recommended Vestfold line, including new double track construction in stages of double track on the Holm – Holmestrand – Nykirke alongside the current railway. The new sections. Construction of the section E6 road is also to be built alongside Lake from Holm to Holmestrand is scheduled Mjøsa, and Jernbaneverket has there- to begin at the end of 2009/start of 2010, fore worked with the National Public and should be finished in 2013. If the Roads Administration, Statens Vegvesen, Storting allocates the funding required, on joint planning of the Minnesund- the section from Holmestrand to Nykirke Kleverud section. In February 2009 it was will be started just over a year later and decided to co-ordinate construction of completed in 2014. the road and railway on the Minnesund – Kleverud section. This will mean an Plans have also been drawn up for a overall reduction in investment costs of new single-track line from Farriseidet to NOK 300-400 million. Porsgrunn. The area development plan for the area from the Telemark border to Hectic construction activity in Porsgrunn has been approved, while the Rogaland plan covering the area from Farriseidet In Jæren Jernbaneverket is building a to Telemark was submitted to Larvik new double track with four new stops ­Municipality in May 2008. Work on the between Sandnes and Stavanger. The detailed plan and construction plan 14.5 km section is divided into four con- ­begins in 2009. If funding is allocated, struction subsections: two are already construction can begin at the end of complete, the third is almost finished, 2010/start of 2011. The expected con- struction time is approx. five years.

16 On track in 2008 SECURE WIRELESS COMMUNICATION Lampmen at work SECUREWorki ngWIRE forLESS jern COMMUNbanevICATerketION

Inspection of a GSM-R antenna mast 25 metres above ground requires a climbing certificate.

Safe communication throughout the Norwegian railway network Light signals to be replaced

The GSM-R communications system1 provides trains with mobile phone coverage throughout Increased safety, fewer delays and cancellations, and a positive environmental impact are the railway network, including tunnels. All components in Jernbaneverket’s GSM-R equipment among the important gains to be made when Jernbaneverket starts phasing in a new signalling were checked in 2008. In the event of an accident, you can therefore be confident that important ­system from 2014. The system will spell the end of line-side light signals alongside railway ­messages will reach their destinations. tracks in ­Norway.

GSM-R others needing information. Calls of this think the positive gains outweigh these,” New standard for signalling ­explains Geir Hansen, ERTMS co-ordina- By introducing the new signalling system, GSM-R uses GSM technology, which most type have top priority. Langaas finishes. systems for Norway tor at Jernbaneverket. we will – gradually – be able to remove people are familiar with from their own The aim of standardising signalling most of the signals, signal masts and mobiles. The extra letter R stands for Tangible feeling of security Norway’s GSM-R system has been devel- systems in Europe is to ensure that, in ERTMS also has the advantage that it is bases, cables and other components in ­‘Railway’ and offers a number of extra “Feedback from users indicates a much oped in accordance with the European future, there is no barrier to trains cross- possible to cut the time between two the infrastructure. Fewer sources of error functions useful in managing railway greater feeling of security,” says Terje standard drawn up by UIC2. GSM-R is ing national borders. European railway trains following each other in the same and a more robust system will have a ­traffic. GSM-R has been in full use in Langaas, senior engineer with Jernbane­ also being developed in accordance with legislation is also applicable in the EEA, direction. number of positive effects. We anticipate ­Norway since November 2007. verket. “Previously, some sections of line the same standard in countries outside which is why ERTMS/ECTS is the signal- much lower consumption of materials and the vast majority of tunnels did not Europe. ling system of the future in Norway too. Welcome renewal and energy, and the visual environment Among other things, the system makes have radio coverage. On the Nord­land The costs of introducing the new system along the track will also improve. it possible to prioritise some types of call line for example, the old analogue radio Scope for data traffic New technology increases punctuality are estimated to a total of NOK 14.3 over others. In an emergency situation, system was never replaced. Here people The system can also be used for data traf- In 2008 many people were annoyed by ­billion, and the implementation will take After the changeover, train passengers critical messages will take precedence had to make do with the ordinary mobile fic. In future this may open up possibilities delayed trains. The problems were often place on all railway lines over a ­periode will experience considerably fewer over all other calls in the network. This phone network, and all the limitations for much more advanced communication caused by errors in signalling systems. of fifteen years. Jernbaneverket’s cancellations and delays in railway traffic. ensures rapid emergency communication that entailed. In some places communi- for monitoring systems, remote-control- The current system provides train drivers calculations show that it would be more The system also enables more trains to between the traffic controller and train cation was totally impossible. GSM-R has, led evacuation functions and passenger with critical information on traffic via or- expensive to implement the required operate on the railway network. driver. however, been developed with railway information. dinary light signals. Among other things, renewal based on current technology. traffic in mind, and provides coverage this means they must have a green light ETCS stands for “European Train 1 GSM-R: Global System for Mobile The new system also makes it possible for the entire railway network,” Langaas in order to pass main signals along the “Sixty per cent of the infrastructure on Control System”. This is a European communication for Rail to group calls. This means that GSM-R says. line. The system is old ­fashioned and Norway’s railway network is currently 2 UIC: International Union of Railways standardised system for speed enables several people to participate in ­vulnerable; only one single element more than 40 years old and has to be control of trains. ETCS uses GSM-R calls at the same time. In the event of an “There are always a number of teeth- needs to fail to obstruct railway traffic replaced anyway. Financially, this means for communication between infra- accident, a message can be sent simul­ ing problems whenever people have to and cause delays for passengers. The tough challenges for both Jernbane­ structure and trains. The designation taneously to all traffic on the section and get used to using new technology, but I new system can be built in such a way verket and the train companies,” Hansen ERTMS stands for “European Rail that an individual element that fails does says. Traffic Management System”. not necessarily cause traffic delays,” 18 On track in 2008 On track in 2008 19 WorkThinking green for jern – thibanenk traverketin Think green – think train

The train – an environmental winner

­commissioners early in 2008 showed Jernbane­verket’s goal is to reduce the European Railway Energy­­ The environmental benefits it offers mean the railway can contribute to environmentally friendly that there are no homes with average number of animals killed by trains by Settlement System (ERESS) transport. This is why we are working systematically to reinforce the railway’s environmental railway-related indoor noise levels above 25 per cent by 2009 compared with the Jernbaneverket is out in front among ­benefits and tackle environmental challenges. the threshold of 42 dBA over a 24-hour peak year of 2003. This goal is proving European railways in terms of energy period. difficult to achieve because the number rationalisation. Environmental benefits as a result of various energy-saving of animals killed by trains rose signifi- Definitions: of the railway measures. Statistics Norway has also carried out a cantly in 2006 and 2007. In 2008 a total Jernbaneverket has been the initiator Passenger kilometre Journey time, frequency, punctuality and census of homes with railway-related of 1,877 animals were killed by trains, and driving force behind ERESS, the Transport of one person price are important factors in enabling And the picture is the same where indoor noise levels down to 35 dBA. This roughly as many as in 2007. ­system which meters, settles and in­ one kilometre the train to compete effectively with freight transport is concerned: the train provides an overview until a new and voices trains for actual energy consump- driving or flying. This means that we is the environmental winner. In the case more detailed indoor survey is complete. In 2008 Jernbaneverket started a project tion across national borders. The meter- Tonne kilometre have to combine a number of different­ of freight transport this applies to both to clear vegetation along the railway. ing system enables significant reductions Transport of one tonne of freight one measures to make the train the first electric and diesel trains. Diesel trains are The most important source of noise from The main purpose of this is to improve to be made in electricity consumption. kilometer choice – out of consideration for the clear winners over diesel trucks. railway traffic is the contact between rail security and reduce the number of trees The system has been developed by the environment. and wheel. Jernbaneverket has financed falling onto overhead lines, but research Scandinavian infrastructure managers:­ Systematic environmental work a research project to investigate the has shown that removing vegetation Jernbaneverket, Banverket and A new report from Statistics Norway Although railway transport is one of the effect of track grinding on railway noise along the track can also reduce the BaneDanmark. In summer 2008 the and the consulting company Civitas on most energy-efficient forms of transport, over time. Measurements have been number of animals killed. NOK 45 million Belgian infrastructure manager Infrabel DID YOU KNOW... energy consumption and greenhouse there is still potential for saving energy . taken, both before and after grinding, on has been earmarked for clearing vegeta- NV joined the partnership. Test solutions gas emissions from the transport sector Jernbaneverket considers it important to sections of the Østfold line south of Oslo. tion in 2009. were also delivered to several European • electric railways, under­ shows that electric railways are the form continue working on various energy- A final report on this project is expected countries. ground railways and of transport with the lowest energy con- saving measures, not least in the light of early in 2009. Jernbaneverket has a responsibility to trams are the most sumption and lowest emissions of green- the challenge of climate change. clear up residual soil pollutants on its Big savings energy-efficient means house gases per passenger kilo­metre. At international level the focus is on land, e.g. residues from creosote impreg- NSB AS, which has been involved in the of passenger transport in Electric trains use only a quarter as much Since 2003 Jernbaneverket has imple- ­replacing cast-iron brake blocks on nation. In 2008 work started on an action project from the start, can already point Norway energy to transport one passenger one mented energy-saving measures linked freight trains. New types of brake block plan for two locations in Malvik munici- to big savings when it comes to driving kilometre as a scheduled aircraft. The to the operation of the public railway made of composite materials are under pality contaminated by creosote. ­behaviour, consumption by stationary • full trains would further report is based on actual figures for en- network. This work has enabled us to development and will replace the old trains and air conditioning. The estimated ­ increase the railway’s ergy consumption, emissions, passenger achieve significant savings. type in a few years. This is a cheap and Jernbaneverket’s environmental report ­savings ­potential at international level ­environmental advantage occupancy and freight volumes for the effective way of reducing noise from 2008 reports on the status of environ- is between ten and fifteen per cent. This

• CO2 emissions per pas- years 1994, 1998 and 2004. The measures implemented include freight trains. mental work within Jernbaneverket. The makes the railway sector more competi- senger journey between automatic regulation of point heating, environmental report is available [in tive, as well as providing a significant Oslo and Bergen are 212 The report calculates the train’s emis- installation of heat pumps in waiting Animal fatalities represent another ­Norwegian] on Jernbaneverket’s web- environmental gain. times less by train than sions on the basis that Norway imports rooms and engine sheds, and assorted environmental challenge. site: www.jernbaneverket.no by plane power from coal- and gas-fired power measures for heating, ventilation and • electric trains are the stations in other countries equivalent to cooling in various buildings. We have around seven per cent of the country’s also phased out old oil boilers in favour most energy-efficient European Railway Energy Settlement System: total power­ requirements. Despite this, of CO2-neutral bio-boilers. Analyses and means of freight trans- ERESS is operated on a ‘non-profit’ basis, with all partners having the same rights and obligations. Purchase and operation the train still came out much better than measures in Narvik’s workshop and en- port and have the lowest of ­ERESS is based on and regulated by a collaboration agreement between the parties. ERESS went into operation on other forms of transport in the calcula- gine shed will be a major focus in 2009. emissions of greenhouse 1 January 2007. tions. As is widely known, Norwegian gases electric trains use only ‘green electricity’, Environmental challenges • diesel trains are the sec- ERESS is organised as a partnership and is led by a steering group. A common administration and operating organisation i.e. electricity guaranteed to come from Noise affecting people living along the has been established, led by the ‘Electric Power Supply’ section within Jernbaneverket. As the number of partners and ond most environmen- renewable energy sources. This means railway is one of the biggest environ­ ­users increases, the unit cost for each individual party will be reduced. Jernbaneverket will therefore reduce its internal tally friendly method of that electric trains in Norway actually mental challenges we face. Like the other costs as more countries adopt the system. The same will apply to the train companies. freight transport (after performed even better than the report public transport bodies, ­Jernbaneverket electric trains) suggests. NSB’s environmental accounts is required to survey indoor noise from ERESS anticipates harmonisation requirements among the various railway managers in the future and makes it simpler for for the years since 2004 also show a its facilities under ­Section 5 of the (Source: Report from Statistics Norway/ trains to cross national borders in Europe. CIVITAS) ­further improvement in the railway’s ­Pollution Regulations. An ­updated figures over the last few years, ­probably ­survey submitted to the county

20 On track in 2008 On track in 2008 21 WFiorknanceing for and jern productbanevivierketty Finance and productivity

Valuable assets

Jernbaneverket had operating revenues of NOK 4.1 billion in 2008, an increase of 17% from 2007.

In 2008 Jernbaneverket invested NOK 3.1 concepts, Jernbaneverket is now able to value as a result of wear to infrastructure billion in new constructions and renewal measure the cost of the activities carried over time will be apparent and invest- of old infrastructure. This is an increase out by the operating organisation, but ments will be depreciated successively. of around NOK 400 million from 2007. there is also a strong focus on produc- tivity and ­efficiency in the rest of the Valuation of assets and liabilities at Productivity development organisation. the time of transition, or the opening The political change in 2005, meant an balance sheet, will form the basis for end to operation and ­maintenance of the From cash to accrual the accrual accounting. This work was infrastructure ­being exposed to compe- accounting completed in 2008, contributing to an tition. This fact, as well as the ­subsequent With effect from 1 January 2005, increase in depreciation of NOK 226 political requirements, strengthened the ­Jernbaneverket was one of several public million. need for increased investments within: sector enterprises to switch from pure cash accounting (recording payments The accrued accounts for 2008 show a • Organisation development received and made) to accruals in a pilot loss of NOK 200 million. • Process development scheme. Accrual accounting will form • Result measurement methods the basis for control and monitoring of the enterprise. This will provide a better Using standardised activity and volume overview of assets and values. Loss of

Cash accounting Cash accounting measures income and expenditure on the basis of when the payments are made; in many ways this is similar to people’s household accounts. Major purchases (investments) are dealt with in the same way as ordinary operating costs, i.e. they are expensed when the payment is made.

Accrual accounting Accrual accounting is a public-sector approximation of ordinary business accounts pursuant to the Accounting Act. Revenue and costs are recognised when the work is performed. In the case of major purchases for infrastructure, machines, vehicles, etc., wear over a periode of time is recognised as depreciation.

NOK million

Result before allocations -200.0

Investments financed by operating assets 631.1 Depreciation and write-downs -846.2 Treasury balance 15.1 Total allocated -200.0

More financial highlights can be found on page 5.

22 On track in 2008 Finance and productivity Finance and productivity

Efficient maintenance

Jernbaneverket is a pioneer of new methods and tools for maintenance management.

Knowing what the problem is ­different attitudes to computers have rail traffic to a stop. Jernbaneverket has held camera is also suitable for checking “Keeping the number of breakdowns been learning to use fairly advanced two different types of thermography junction cabinets indoor and outdoor, low and uptime on ageing railway ­information technology,” says Hans camera. The larger camera is used to and point heating systems. infrastructure at peak level is a challenge. Jørgen Bjorvatn. check overhead line systems and is However, good data solutions mean that installed on the roof of our work trains. The equipment allows more targeted we have a better overview than ever of Mobile control by PDA along The other is a handheld camera which maintenance, which may save signifi- the condition of infrastructure objects. the track is used for easier access to components cantly on operating costs. Our technical We know where vulnerability is highest, Spring is a hectic time for Jernbane­ in the track, switches, earth connections regulations require the systems to be and where the maintenance budget verket’s section managers and inspec- and similar, which may be inconveniently thermographed every five years. achieves the best return. This makes it tors. This is when faults and defects are located for the fixed camera. The hand- easier to prioritise work, and enables us reported after a long winter; work out to get started on troubleshooting and on the track must be followed up and maintenance more quickly.” So says Hans new inspections planned. From Easter Jørgen Bjorvatn, technical manager of through to the autumn they work their the Sørland line. way through a long checklist of control Inspectors with local points to ensure that all railway-engi- “knowledge, specialists Wireless inspectors neering aspects of the network are in Small, advanced PDAs have replaced good condition and fulfil the require- in all fields of railway notebooks and paper forms out on ments for safety, accessibility and quality. engineering and Bane- the track. These pocket PCs enable Data – an unbeatable Jernbane­verket’s inspectors across the Thermography combination entire railway network to use wireless A heat-sensitive camera (thermogra- systems to communicate with tech- phy camera) can be used to show the Hans Jørgen Bjorvatn” nical managers and all members of heat from components transporting Technical manager, the railway engineering community electrical energy. The infrared radiation the Sørland line and within Jernbaneverket using BaneData, is displayed on the image in different BaneData ‘super user’ ­Jernbaneverket’s database for main­ colours, depending on the temperature tenance control and management. of the objects.

The transition from paper- to computer- Regular thermography of the railway’s based status reporting has exceeded electrical systems can reveal faults at an all expectations. “It has been great to extremely early stage, often before they see how inspectors of all ages and with cause operational problems and bring

BaneData: • BaneData is Jernbaneverket’s system safety systems). This equipment is • Jernbaneverket carries out mainte- for maintenance control and manage- subject to regular inspections. nance in accordance with the RCM ment. • PDAs (personal digital assistants) are method (RCM - Reliability Centered • In the course of a year BaneData han- used to check all the objects registered Maintenance), which originated in the dles approx. 400,000 work orders and in Jernbaneverket’s BaneData infra- aviation industry and is also used in the contains exact geographical details, structure database. nuclear power industry, the hydro- histories and updated status descrip- • 350 inspectors currently use PDAs. power sector, the process industry and tions for 640,000 infrastructure objects • Jernbaneverket is saving NOK 10-15 mil- offshore. (tracks, sleepers, power supply and lion a year as a result of this transition.

24 On track in 2008 New ballast Punctuality and Punctuality and customer service customer service

Customers need information and punctual trains

Railway customers expect trains to arrive and depart on time, and to be able to find train­ ­information easily.

Better quality information Conditions at many stations are also Definition of punctuality means fewer complaints unsatisfactory, however the number of Percentage of trains arriving at their Good quality information is one of the ­complaints was down slightly in 2008. destination on time keys to more satisfied customers, and is a Station upgrades therefore have high mandatory requirement both in normal priority, and in 2009 access to a number Kolbotn station On time = 0-3 minutes delay for conditions and when problems occur. of platforms and station areas will be local, Airport Express and improved. regional services The majority of the complaints made On time = 0-5 minutes delay for all to Jernbaneverket concern missing Ever-improving infrastructure other trains timetables and lack of information in the Jernbaneverket carries out an annual­ More trains will come on time event of delays. The number of com- customer survey among the train plaints in 2008 was up four per cent on companies. We do this to gain a picture Jernbaneverket’s goal is for 9 out of 10 trains to arrive at their destination on the previous year. One important task for of how the train companies perceive time, but figures from 2006 to 2008 show that both punctuality and regularity Jernbaneverket is to improve the quality the performance of Jernbaneverket. In of information for passengers, and a the January 2009 survey the infrastruc- have ­deteriorated over the last two years. Definition of regularity number of measures have accordingly ture category came out slightly lower Percentage of scheduled train been taken. Jernbaneverket has started than last year. A functional infrastruc- Punctual trains – a challenge power outages, floods, landslides and services that actually operate the work to improve the announcement ture is crucial to achieving satisfactory Renewal work gathered pace in 2008 ­derailments. In order to maintain safety, system at 70 stations around the country. punctuality and regularity, and the in and around Oslo, where technical it is sometimes necessary to reduce These are stations which currently have message from the train companies is that systems have been characterised by an speed through vulnerable areas, which outdated or in part unreliable systems. Jernbaneverket needs to step up efforts unreasonable number of faults. Faults in turn affects punctuality. The stations in question are on the in this area. and improve­ment measures in Oslo Ofoten line, the Bergen line, the Nord- meant that the number of punctual trains Follow developments online Capacity cannot be Definition of ‘uptime’ land line and the Sørland line. The work In other respects the survey shows that a ­decreased for large parts of the country. Jernbaneverket seeks to be open about “significantly increased Jernbaneverket’s operational stability started in autumn 2008 and is scheduled higher number than before consider that its figures for punctuality and regularity.­ is measured as ‘uptime’. until new infrastructure to run through 2009. Jernbaneverket is doing a better job in The building of new double track The latest figures for all services can All delays (in hours) for all trains is built. This will permit terms of station maintenance. However, ­between Oslo and Asker has resulted be found [in Norwegian] on Jernbane­ ­operated as a proportion of total A total of 50 new monitors showing train the train companies too think that infor- in major construction work on the verket’s website; select ­“Punktlighet og both higher speeds and scheduled operating time in the traffic information have been installed in mation at stations is not good enough. ­Drammen line (Oslo-Asker). This line is regularitet” from the menu. resulting in turn in timetable. the Oslo area. The monitors show stand- used by trains to towns all over Eastern, better punctuality ard service information when the trains Jernbaneverket’s goal is for customers Southern and Western Norway, and is Passenger trains are running normally, but are also able to to be satisfied with our performance. key to the punctuality of trains through- Compared with 2007, the number of Elisabeth Enger ” display alternative information messages Therefore implementation of improve- out the Norwegian railway network. punctual passenger trains was generally ­ Director General when there are problems. More monitors ment ­measures is high on the agenda for lower in 2008. The Oslo-Halden and Oslo- will be installed on a number of lines in the future. Moreover, construction work in connec- Gjøvik lines achieved the target, as did 2009. In addition, more people will be tion with the building of the double track the local services Porsgrunn-Notodden, ­ employed to help improve the quality of on the Jæren line resulted in delayed Bergen-Arna, Oppdal-Steinkjer and Bodø- information (train information officers), trains in the Stavanger area, and poor- Rognan. The Airport Express maintained and the training given to these employees quality track has led to a large number a good level of punctuality on trains will be improved. of speed restrictions on the Dovre line to Gardermoen at 96%. Regularity for and the ­Bergen line. However, ­increased ­passenger trains was 98.1%. funding has led to greater ­investments in improved punctuality in 2009. Freight trains The Nordland line achieved the target in 2008 saw a number of operational 2008. Green Cargo achieved an improve- ­problems as a result of bad weather ment in all its services. causing damage to overhead lines, 26 On track in 2008 On track in 2008 27 Punctuality and Punctuality and customer service customer service

Project Oslo: New life in the Oslo Tunnel

The railway network through Oslo is undergoing an extensive renewal process. Since summer 2008 major work has been carried out on short-term measures in the Oslo Tunnel. Project Oslo covers­ the Etterstad-Lysaker section.

Extensive night-time work in the tunnel cancelled and achieve the punctuality Examples of the long-term measures June 2009 to 2012: has reduced the number of faults and and predicta­bility we require. made the infrastructure in the area more Superstructure1 stable. Short-term measures • replacement of 14 track switches 2008–2009: • new superstructure on the Skøyen–Lysaker section “The measures we have carried out Worn-out systems together with grime have quite clearly had a positive effect, and layers of dirt on technical instal­ Substructure2 particularly in the Oslo Tunnel,” says lations can conduct electricity, leading to • new guide bushings for cables to be established in the Oslo Tunnel Only when the long- regional director Johnny Brevik. The faults in the signalling system. Old and • drainage measures in Brynsbakken and on the Skøyen–Lysaker section “term measures have infrastructure remains vulnerable but black ballast have been replaced with been ­implemented greater robustness will be achieved as a new ballast, and insulators and other Signals will the quality of the result of the long-term measures to be components cleaned. Earth wires have • establishing axle counter systems for train detection in the Oslo Tunnel (to ­infrastructure through ­initiated in summer 2009. These mea­ been laid and a number of worn rails go into operation by June 2010). Axle counters are to replace the current sures will continue until 2012. The aim is replaced. system of track circuits3 Oslo achieve the target to significantly raise the standard so as level to achieve the best possible stability in One important measure in 2008 was Electricity the heavily trafficked area. We have high the establishment of dedicated service • establish new negative boosting transformers4 in the Oslo Tunnel and for Johnny” Brevik expectations of the introduction of axle teams which, among other things, have inner approach signals from the Østfold line Regional director counters to replace track circuits. Almost inspected all connectors on Skøyen and • replace feed cables between the Oslo S switching substation and the Østfold half of the faults in the Oslo area are in the Oslo Tunnel. There are approx. line, Loenga and Lodalen signalling faults linked to track circuits. It 100,000 connectors in the tunnel and • replacement of components in the overhead line system at Oslo S and in the is important to emphasise that extensive station areas. Components are being Oslo Tunnel work is also required on adjacent sec- replaced in overhead line systems at Oslo • establish longitudinal/sectioned earth wires on the Oslo Tunnel–­Lysaker, tions in the Oslo area – the InterCity area S and in the Oslo Tunnel, and in the track Oslo S–the Østfold line approach signal and Brynsbakken sections – in order to reduce the number of trains superstructure at Oslo S and Skøyen. • new main distributors at Oslo S

Telecommunications Work to improve the railway infrastructure • new fibre optic cable Oslo S–Lysaker around Oslo S is in full progress • information system (platform display) on the Oslo S–Lillestrøm and Oslo S–Ski sections

Miscellaneous • two service teams which will continue to check track connectors in the project area and on suburban train sections

The main plan was completed by the end of March 2009.

1 The superstructure comprises ballast/crushed stone, sleepers, rails and points. 2 The substructure comprises the mass on which the railway track – sleepers and rails – rests. 3 When a train passes from one demarcated section of the track (track circuit) to another, this is recorded in the safety system. 4 Device which ‘sucks’ the return current from the earth and ‘presses’ it into the rails or return line.

28 On track in 2008 On track in 2008 29 Punctuality and Punctuality and customer service customer service

New timetables provide overview

Hourly based timetables will come into be displayed at all stations and stops Hourly based timetables use when the schedules change in June where trains stop for people to embark/ ‘Hourly based’ means that the train 2008. dis­embark, while timetables with arrival departures are displayed in chrono- times will be displayed at terminuses and logical order by departure/arrival The new timetables are now like the other busy stations. time for each individual station. timetables used elsewhere in Europe and make it easier for passengers to gain Feedback from customers shows that an overview of when trains arrive and they are largely positive about the depart. change. However, we still face challenges in terms of installing sufficient timetable Timetables with departure times will display stands of satisfactory quality.

Public transport for all

Stations’ public areas are the arena One main challenge in 2008 in the work Universal design where Jernbaneverket faces challenges to realise universal design has been to Universal design means design- and demands for universal design. provide step-free boarding from the ing products and environments in ­Jernbaneverket’s strategy is to employ platform to the new trains which NSB will such a way that they can be used the principles of universal design when- take into use from 2012. Together with by ­everyone to the greatest extent ever new stations are built. A long-term other measures at the stations, this will possible without the need for plan has also been drawn up for gradual provide passengers with significantly ­additional adaptation. upgrading of accessibility at existing improved access to public transport ­stations in line with universal design. and help to remove barriers currently With a network of approx. 360 stations perceived as discriminatory. for passenger traffic, built over a period of 150 years to different standards, Station parking the upgrade will be a long-term and It is Jernbaneverket’s responsibility to resource-intensive undertaking. provide satisfactory parking at railway stations. During 2008 Jernbaneverket worked actively to plan and facilitate universal This should be based on social profit- design of the public areas in a number of ability, and provision is made for other stations. This work includes: stakeholders to help finance new ­parking • access to the station, within the station facilities. Jernbaneverket also has a area, and from the platform onto the responsibility to set parking charges for train. com­muters. • traffic information • other travel services

Access to a number of stations will be improved thanks to the package of measures to increase employment

30 On track in 2008 Punctuality and Punctuality and customer service customer service

Comfort Class customers happy with onboard Internet

The pilot project offering free Internet several places. Internet access is currently ­access to Comfort Class customers on the free to Comfort Class ticket holders, and Gjøvik line started in 2008. this will remain the case for the time being. “Stability has improved,” says “The customers are extremely satisfied ­ Nordby-Kringli, “but we won’t consider with the service,” says Margareth charging until it is good enough.” ­Nordby-Kringli, manager of the train company NSB Gjøvikbanen AS, “and so Connection via the WLAN is easily we have decided to continue the service ­accessible using a wireless network card. in 2009, with the aim of ­making it even The Internet solution is compatible with Margareth Nordby-Kringli more stable.” all types of operating system, and is ideal for PCs, handheld PDAs or mobile phones New onboard modems are therefore with built-in WLAN. The mobile broad- ­being tested on the Gjøvik line, and work band service is provided by Ice. to improve coverage is under way in

En route Capacity

The capacity of the railway network deter­ cated by ­Jernbane­verket once a year. The railway plays a mines whether we can handle current ­Jernbane­verket is required to accom- “strategically important traffic, and to what extent we are able modate all capacity requests wherever Efficient train passengers to accommodate increased traffic in the possible1. In several places the capacity of role in meeting a strong future. the national railway network is being used increase in transport A survey of 1,200 train passengers The results of the survey can be above the recommended level. requirements DID YOU KNOW... conducted by the Norwegian Institute ­summarised as follows: Infrastructure capacity means space of Transport Economics (TØI) shows that • only ten per cent of those questioned on the track that can be used to op- In 2008 Jernbaneverket received capacity Elisabeth Enger ” • Freight transport by rail is people make good use of their time on felt that their travelling time was erate trains. The train companies requests we were unable to satisfy. Director General the train. wasted ­apply for capacity, which is allo- increasing­ both nationally • over half of those who travelled for and ­internationally The opportunity to use modern techno­ work reasons used the time to work 1 The guidelines for Jernbaneverket’s allocation of capacity to the train companies are set out in Chapter 4 of the • The public transport logy such as PCs, mobile phones, etc. • one in four business travellers are paid Network Statement. The document can be found at www.jernbaneverket.no/Market share to and from Oslo gives the travelling time added value for for travelling time Airport Gardermoen is passengers, whether they are business­ the highest in the world or leisure travellers. Train journeys This means that short travelling times are (over 60%) also provide an opportunity for social not as important a competitive advan- • One in ten train journeys interaction, reading or simply a valuable tage in the transport sector as previously. in Norway is on the breathing space in a busy day. Many In future it will be possible to make Airport Express (5.6 mil- appreciate the chance to enjoy the view even better use of unbroken travelling lion passengers in 2008) while letting their mind wander. times of a certain duration, for example • Only one in ten train through better facilities for using infor- passengers perceive mation and communications technology. travelling time as a waste.

(Source: Institute of Transport Economics)

32 On track in 2008 Safety Safety

Safety

Railway safety in Norway is extremely good even though traffic is increasing. Jernbaneverket works continuously to prevent accidents and reduce the possibility of collisions at level crossings and on the track.

Transport contributes to economic ­behind the name is a state-of-the-art growth in society, but also increases rail line measurement and inspection the risk of injury to people and damage vehicle. On board ROGER we find a to the environment and property. It is locomotive driver and an experienced important to keep the risks in check engineer. The vehicle contains advanced in order to maintain a railway network technical equipment used to measure with an acceptable safety level. As it is the condition of the track and record any responsible for allocating capacity on changes. This is important information The measurement and inspection vehicle ROGER at work on the Nordland line the railway network, it is Jernbaneverket when it comes to initiating maintenance which monitors the total risk contribu- measures. which in turn cause major delays,” the to discover potential conflicts between tions from infrastructure, traffic manage- section leader points out. The dynamic trains and fixed objects such as plat- ment and train companies, and from the Geir Harald Ingvaldsen is section forces to which the pantograph and form edges, roofs and other items. The interaction between them. leader for the measuring vehicle overhead line system are subject to while follow-up work is then carried out using unit. He ­explains that, among other moving are measured too. dedicated computer tools, and forms the Jernbaneverket undertakes line by line things,­ ­ROGER measures the surface basis for decisions on special transporta- risk analyses on the national railway net- and ­geometry of the track. “Grooving Advanced measurement technology tions and maintenance,” Ingvaldsen says. work. Risk analyses are also carried out in and waving on the surface of the rail enables detailed control connection with any change to technical are measured. This is vital knowledge The vehicle is also fitted with equipment Rotating lasers can also be used for systems, the man-machine interface, because it is highly relevant in terms to measure the field intensity, bit error 3D scanning of tunnels. This provides organisational changes or anything else of noise and breakdown of ballast. The rate and quality of Jernbaneverket’s a unique opportunity for subsequent which may impact on railway safety. measurements can be carried out at ­GSM-R network. Photographic equipment follow-up using advanced computer speeds between 40 and 160 km/h, and to document the locomotive driver’s view tools. Over the last 20 years an average of 6.7 two lasers and a camera capture the and visibility was installed in 2006. Images persons per year have lost their lives in movement of the axle. are taken every 20 metres. This amounts Jernbaneverket does not have this type connection with the railway. to a total of approx. 130 gigabytes of of equipment itself but hires surveying The geometry of the track is primarily images per year, and these are used for services on the open market. Level crossings measured using six lasers with associated everything from desk-based surveys, One image of the Level crossings have historically been camera. The measurements can be made planning work and illustrations in reports Georadar is used to ‘see’ what is present “infrastructure is taken seen as one of the biggest risks on the at any speed up to 160 km/h. Track to monitoring of forest clearance, as well in the ground beneath the track. This is railway in Norway. The goal is therefore width and curvature are recorded, and as in training simulators for locomotive also hired when necessary. for every 20 metres to reduce the number of level crossings. inclinometers are used to detect super drivers­. “Employees in Jernbane­verket can ROGER covers elevation, longitudinal elevation faults either use the images individually or ‘run’ Ultrasound is used to detect cracks in At the end of 2008, there were a total and warping in the track. “Correct super through a section using the Vitafoto soft- the rails. This is done using hired trains, Geir Ingvaldsen ” of 3,687 level crossings on lines with elevation is important on bends,” says ware to obtain further details of bridges, but verified manually by in-house staff. Jernbaneverket ­scheduled services. In 2007 a total of Ingvaldsen, “and warping can present a level crossings, stations, etc. along the In-house staff also carry out ultrasound 74 level crossings were dismantled safety risk if not dealt with.” track. Jernbaneverket’s accident commis- control of rail welds and rail stubs which ­alto­gether and replaced by other solu- sion, the National Rail Inspectorate and are to be inserted in the track, and where tions, while five level crossings were The geometry of overhead lines is meas- the Norwegian Accident Investigation it is not practical to use hired trains. equipped with barrier systems. Since ured using a pantograph equipped with Board also use the images in their work,” 1998 Jernbane­verket has removed load cells and conventional electronics. Ingvaldsen explains. International reference around 1,300 level crossings. Both elevation and lateral location ROGER makes an invaluable contribution (zigzag) are measured from the centre of The surroundings are surveyed at low to railway safety, and the section leader ROGER measures safety the track. “Correct positioning is crucial speed (approx. 1.5 km/h) using rotating proudly adds that the vehicle has been ROGER is a familiar name in Jernbane­ to prevent overhead lines from being lasers. This gives an image of the track’s used as a reference for equivalent equip- verket, and most people know that torn down and to avoid power outages, location in the terrain. “This enables us ment in Korea, China and Switzerland.

34 On track in 2008 On track in 2008 35 Safety Safety

New investments in landslide a ­national survey of areas vulnerable to DID YOU KNOW... and flood warnings landslide in collaboration with geolo- More precipitation and significant fluctu­ gists. Areas are surveyed to reveal the • Jernbaneverket has ations in the weather make the railway risk of rocks sliding and falling onto the seven weather stations vulnerable, and in 2008 Jernbaneverket track. The risk of avalanches, landslides, in operation along the therefore directed its focus to landslides floods and quicksand slips is also logged and landslide prevention. In recent years in a joint national database. In 2008 this railway network and more landslide and flood incidents have work was led by the Norwegian Geologi- plans to build 20 more led to more frequent closures of railway cal Survey (NGU) in collaboration with nationwide lines and landslide warnings based on the Norwegian Geotechnical Institute • 74 level crossings were historical data are no longer sufficient. (NGI), the Norwegian Water Resources removed in 2008 and ­Energy Directorate (NVE) and other Jernbaneverket is dependent on reliable bodies. The NVE has been appointed as meteorological data and a good over- the national landslide authority to co- view of areas susceptible to landslides. ordinate this work with effect from 2009. Collaborations have been established with the Norwegian Meteorological All these measures contribute to a Institute, the Norwegian Crop Research safer railway. The surveys mean that Institute, the Norwegian Public Roads Jernbaneverket can to a greater extent Administration and other bodies with cli- implement effective safety measures mate stations in order to exchange data and simultaneously develop increasingly and build new weather stations. We also better emergency response plans for work with the Storm Weather Center on extreme weather situations. simulations to study the consequences of intense volumes of precipitation in Preparedness for increasing small field areas. ­precipitation Jernbaneverket started introduction of The fourth of seven new weather stations a stepwise emergency preparedness along the Nordland line was completed ­system for large volumes of precipita- on the south side of Saltfjellet just before tion in 2002. The procedures have been New Year 2009. Jernbaneverket and the introduced across the entire railway Norwegian Meteorological Institute have network and involve more frequent entered into an agreement to standard- inspection of sections with high levels ise weather stations and monitor local of precipitation. In the event of extreme weather conditions. This has resulted in volumes of precipitation, railway lines seven new weather stations being taken can be closed. The weather stations into use along the railway network. A along the railway record the weather further 20 are planned nationwide. The ­situation in areas which often receive Nordland line, The Ofoten line and the high volumes of precipitation. In Bergen line are particularly susceptible ­conjunction with systematic surveys to landslides and require particularly of landslide risk, the weather stations careful monitoring. will help to make the railway safer for ­locomotive drivers, passengers and National landslide survey railway workers. Nine new systems for landslide warning and prevention went into use in 2008. In order to reduce the risk of major acci- Most of the new systems have been built dents and serious landslides as a result of on the Bergen line and the Flåm line, climatic changes, Jernbaneverket wishes but extensive landslide prevention work to increase annual allocations to landslide has also been carried out on the Grong prevention and warning systems to about – Gartland section of the Nordland NOK 50 million. line. Jernbaneverket has also initiated Landslide prevention is a natural part of Jernbaneverkets’s maintenance work 36 On track in 2008 Safety Safety

Forest clearance own detailed rules. Jernbaneverket con- DID YOU KNOW... Clearance work is primarily carried out tinued the work on these rules through- to prevent trees falling onto tracks and out 2008 in the form of a project in which overhead lines. It also provides better the train companies were involved and • 1,519 trains operate daily visibility at level crossings, a better view consulted on a frequent basis. The draft on Norwegian tracks of signs and signals along the line, fewer detailed rules were sent out for consulta- • a total of 7,000 ­hectares animal fatalities, and an enhanced travel tion in spring 2008 with a three-month of forest are to be experience for train passengers thanks to deadline for comments. The response was cleared over the next a more open landscape. extremely positive on the whole. five to six years to ­prevent trees falling Jernbaneverket has drawn up an overall Together with the Inspectorate’s onto tracks and over- plan for forest clearance along railway new train operating regulations, head lines lines throughout the country. All main ­Jernbaneverket’s detailed rules will form lines – a total length of approx. 3,000 the basis on which the train companies km – will be cleared over the next five will draw up their own rule books for to six years at a cost of approx. NOK 150 locomotive drivers, referred to in the million. regulations as “the driver’s rulebook”.

NOK 15 million was allocated to forest In its work on these regulations, Jernbane­ clearance in 2008, starting with the verket has made provision to ­incorporate Gjøvik line (Grefsen - Gjøvik 116 km), the the Inspectorate’s regulations in the text Bergen line (Hønefoss - Geilo 160 km), as well as its own detailed rules, in such the Sørland line (Lunde - Neslandsvatn a way that the end product “Traffic rules 42 km) and a number of shorter track for Jernbane­verket’s network” will be a Forest clearance along the Gjøvik line sections on the Spikkestad line, the Øst- collation of the traffic rules applicable to fold line, the Røros line and the Ofoten train driving and track work on the public line. railway network in Norway. Last winter Jernbaneverket had a stand at Finse to provide information on the dangers of crossing The allocation for 2009 is NOK 45 million, For internal use in Jernbaneverket, the the track including an additional allocation of internal operating instructions and NOK 25 million as part of the package procedures for traffic management and of measures for increased employment. work on and alongside the track will be This will enable work on the sections included in the edition of “Traffic rules for already started to be completed, Jernbaneverket’s network” applicable to and measures to be started on the Jernbaneverket’s staff and contractors. Kongsvinger line, the Oslo-Eidsvoll line and the Dovre line. ‘Skier danger’ increasing in the mountains The work is carried out by external Skiers are a major problem on the high- forestry contractors using a combination mountain sections of the Bergen line. of large forestry machines and manual Both fatalities and a large number of work. Normally a width of 15 metres is close calls have occurred as a result of cleared either side of the track. skiers taking chances crossing railway tracks. In recent years Jernbaneverket New railway traffic rules has run campaigns at relevant times New regulations from the National Rail such as Easter and the winter holidays. Inspectorate (SJT), which will replace the ­Announcements have been made in current signalling and train operating trains, leaflets have been handed out, regulations, come into force when the and notices displayed to warn of the new timetable period starts in December ­dangers and provide information on 2009. The new regulations are more crossing safely. Jernbaneverket has generic than the current regulations and also used local and regional media and therefore require Jernbaneverket – as the the national broadcaster NRK Riks to infrastructure manager – to draw up its ­communicate its message. 38 On track in 2008 More by rail in the future More by rail in the future

Common standard for European railways Standardisation means improving and reusing knowledge ­systematically. Today, standards are used in almost all areas Standardisation is important in implementing the EU’s goal of free movement of goods and of society. They ensure consistent quality requirements for services, and free competition within the supplier market and in the market for transport services. ­products and production processes. International standards promote world trade. Jernbaneverket is Norway’s representative on a number of committees and working groups in

European standardisation organisations. The EU has created the European Railway Agency (ERA), which, among other things, assists the European Commission and the member states with proposals for new technical specifications Europe investing in trains Collaboration lends and the administration of these. Standardisation work for rail has fallen perspective behind other sectors. This has led to Standardisation makes it possible to use European standardisation organisations (CEN, CENELEC, ETSI) the railway becoming less competitive expertise across national borders and prepare and approve European standards (EN standards) based ­relative to other transport modes and enables the railway to fulfil its role in the on input from various stakeholder groups. having difficulties in fulfilling its role in European transport system of the future. an efficient and sustainable transport In Bergerud’s opinion, participating in system in Europe. This is why the EU took this work therefore helps Jernbaneverket up the issue of standardisation within to help itself. “I think working on things the railway system in the 1990s. The like this is very interesting, and I recog- Directive on the interoperability of the nise that it provides a wide perspective trans-European high-speed rail system in terms of future development of the Investing in the rail- came into force in 1996, and an equiva- railway,” he adds. “ way can give Norway lent directive for the trans-European con- ­sustainable mobility in ventional railway system in 2001. These “The last two years have seen an directives have been implemented in increased will to invest in the railways the future Norwegian law in the form of regulations in Norway. However, totally different issued pursuant to the Railways Act. The dimensions are needed in order to de- Magne Bergerud” directives require technical specifications velop a railway which will be able to fulfil Jernbaneverket for interoperability (TSIs) to be drawn up its role in the transport system of the specifying what is required to achieve future,” Bergerud insists. safe and efficient international railway traffic. The TSIs are also incorporated The trend in Europe is to build new lines in Norwegian law as regulations. TSIs for high speed services and free capacity have been drawn up for most so-called for more freight traffic on the existing, subsystems (signals, noise, freight trains, conventional railway system alongside telesystems, etc.). The last TSIs will be ‘local’ passenger traffic. issued in 2010. Sustainable mobility by train Since 1997 chief engineer Magne Bergerud believes that as awareness ­Bergerud has been Jernbaneverket’s of the environment and sustainable representative in a number of work- development grows, the railway will play ing groups and EU committees with an ever more prominent role in a total the goal of implementing railway transport system. directives to ­ensure safe and efficient international railway traffic in Europe “In tandem with this development, there (interopera­bility). Today, a large part of are ever more stringent demands for this work is conducted via the group of ­mobility to be sustainable. The only way European Rail Infrastructure ­Managers to achieve this is by significant invest- (EIM), which in recent years has been ment in the railway. The railway is energy Jernbaneverket’s­ most important efficient and can use renewable energy in ­channel to the EU. areas where this is feasible, like in Norway,” Magne Bergerud concludes.

40 On track in 2008 More by rail in the future More by rail in the future

International railway collaboration

Jernbaneverket is represented in a large number of committees and working groups in ­international organisations working with railways. There are organisations/groups at Nordic, European and global level.

European Infrastructure working groups with six to seven repre- remove barriers to trade, develop new ­committees, subcommittees and ­Managers (EIM) and the sentatives from Jernbaneverket within: markets and reduce adaptation costs. ­working groups by 10-12 employees. ­European Railway Agency (ERA) EIM is first and foremost a special interest • Traffic CEN’s sphere of activity covers most Other Nordic, European and and lobbying organisation for infrastruc- • Operations and quality ­areas other than those covered by global organisations ture managers. The ERA functions as a • Scheduling CENELC and the telecoms area. Jernbaneverket is also represented in specialist unit on interoperability and • Law a number of other Nordic, European safety for the European Commission and • Network Statement CEN TC256 (Technical Committee) and and global organisations by 10 or more the EU member states. The organisation­ CENELEC TC9X work on standardisation­ employees. draws up proposals for measures in Union Internationale des within the railways. Jernbaneverket­ connection with implementation of the Chemins de fer (UIC) is represented in these technical interoperability and safety directive. This The UIC operates through projects and work covers the following main areas: activities. Three different fora have been established: • Interoperability One Stop Shop (OSS) • ERTMS • Infrastructure forum Among other things, Rail Net Europe (RNE) offers the train companies • Safety • Passenger transport forum a network of customer contact points called ‘One Stop Shops’ (OSS), • Cross-acceptance • Freight transport forum which are intended to make it easy to be allocated routes through • Economic evaluation Europe. Thanks to this network, customers only need to contact one A multidisciplinary approach is taken to of these contacts to obtain the necessary track access for international More than ten employees represent the following subjects: railway traffic. Consultant Britt Jorun Øverstad is Jernbaneverket’s ­Jernbaneverket in most of the EIM representative in RailNet Europe’s OSS Network. ­working groups. Jernbaneverket repre- • Technology and research sents EIM in three ERA working groups. • ERTMS “I receive and co-ordinate enquiries from both new and existing train • Environment companies,” Øverstad explains. “This concerns both national and Nordic Infrastructure • Safety international issues. As well as questions on and orders for interna- Managers (NIM) • Security tional routes, there can also be questions on everything from track Jernbaneverket is represented by 12 to and terminal capacity and the need to upgrade infrastructure to how 15 employees in working groups within Jernbaneverket is represented in to obtain CTC keys and GSM-R telephones,” she adds. Helping to develop the following areas: projects, activities and working groups “­international railway by 25-30 employees. “I think it’s important for Jernbaneverket to get involved in interna- • Technology tional work. We should be able to offer the train companies co-ordi- ­collaboration is • Environment The European Committee nated procedures independent of the countries in question. This is exciting! • Safety for Standardization (CEN) why things such as deadlines for ordering routes and the transition to and the European Committee new timetable periods have now been harmonised,” she explains. Britt Jorun ”Øverstad RailNet Europe (RNE) for Electrotechnical Jernbaneverket RNE is an organisation comprising the Standardization (CENELEC) “As a result of participating in meetings (OSS working group), I now majority of European infrastructure CENELEC’s sphere of activity is drawing have a network of colleagues almost everywhere in Europe, and this managers, which works in the interest up voluntary electrotechnical standards ­ naturally makes it easier to make contact when the train companies of fast and simple access to the Euro- (EN) for electrical and electronic goods need help and information,” she concludes with a smile. pean railway system at the same time as and services. These standards will improving the quality and efficiency of contribute to the development of the international railway traffic. The RNE has ­internal market in the EU/EEA area,

42 On track in 2008 On track in 2008 43 More by rail in the future More by rail in the future

National Transport Plan 2010-2019: An essential maintenance boost for the railway

On 13 March 2009 the Government submitted the National Transport Plan (NTP), setting out its commitment to passenger and freight transport over the next 10 years. The ­proposal represents a Completion of ongoing projects – double track Lysaker – Sandvika and Lysaker station – double track Barkåker – Tønsberg significant boost to the railway, and is an extremely positive contribution to the work to create a – Alnabru freight terminal robust and reliable railway. – double track Sandnes – Stavanger – capacity expansion between Bergen station and Fløen “It’s pleasing that, in the NTP, the Govern- Higher speed and shorter – remote control Mosjøen – Bodø ment is showing a strong will to invest ­journey time – the Gjevingåsen Tunnel in the railway,” commented a satisfied The Government’s proposals entail a 55% Director General Elisabeth Enger after increase in maintenance compared with New projects – new double track Oslo – Ski the proposal was submitted. She was the period covered by the previous plan. – subsections of double track at Holmestrand particularly pleased with the significant Together with the construction of passing – new, shorter section between Farriseidet and Porsgrunn (the Eidanger Link) increase in maintenance. loops and double track, this will contri­ – double track Sandbukta – Moss – Kleberget and Kleberget – Såstad bute to increased capacity and regu­larity (the Østfold line) With this plan the Government contri­ in train traffic. Jernbane­verket’s target – double track Langset – Kleverud – Steinsrud (the Dovre line) bute to an essential upgrading of of doubling freight capacity by 2020 has – Bergen – Arna: two tracks through Ulriken existing infrastructure. In addition, also been incorporated. Provision has – upgrading of Trondheim – Steinkjer section the construction of new double track been made for Jernbaneverket to build around the major towns in Eastern 116 km of double track, 28 km of single Norway is the priority. Both elements are track and around 45 new passing loops a precondition for improving punctu­ over the plan period. ality and regularity for passengers and freight transporters. Over the period in Big investments question, ­Jernbaneverket will be able to As well as being able to complete facilitate the transfer of almost twice as projects already in progress, the NTP pro- much freight transport from the roads to poses prioritising a number of major new the railway. investment projects. This includes con- struction of new double track between Oslo and Ski, which will be completed over the course of the plan period.

44 On track in 2008 On track in 2008 45 www.cox.no

All those in Jernbaneverket favour of trains, – a good place to work

raise your hand! • A forward-looking organisation in rapid development • HIghly skilled co-workers and a community characterised by ­professionalism, commitment, openness and team spirit. • Good opportunities for specialist development and further training • Access to company cabins all over Norway • Beneficial banking and insurance services via Jernbanepersonalets Bank og Forsikring, specialist banking and insurance services for railway employees • Beneficial pension conditions via the Norwegian Public Service Pension Fund, with a paid contribution equivalent to 2% of salary • Flexible working time and leave arrangements • Payment for overtime • Annual season ticket for NSB trains

Current vacancies will be found at www.jernbaneverket.no/jobb

When you take the train instead of a car, bus or plane, you are doing your part to reduce the burden on the environment. Someone will be grateful for that in the future! See www.jernbaneverket.no Contact details

Jernbaneverket’s units are located at several sites throughout the country. For more detailed information, visit our website at www.jernbaneverket.no or ring our national switchboard:

Telephone: 05280 From abroad: (+47) 22 45 50 00

Our postal address is: Jernbaneverket P.O. Box 4350 2308 HAMAR Norway

Our email address is: [email protected]

Published by: Jernbaneverket, Oslo, June 2009 Print run: 500 Layout and design: Geelmuyden.Kiese Front page photo: Lillian Jonassen Other photos: Arvid Bårdstu, Bjørn Skauge, C&Z, Dag Svinsås, Geir Aasheim, Hilde Lillejord, Inge Hjertaas, Jan B. Henriksen, Kyrre Lien, Lillian Jonassen, Rune Fossum/Jernbanefoto.no, Sindre Ånonsen, Steinar Austli, Tore Holtet, Øystein Grue

Printing/production: Merkur Trykk English translation: Amesto Translations AS www.jernbaneverket.no