On track GLIMPSES OF THE NORWEGIAN NATION RAIL ADMINISTRATION’S ACTIVITIES IN 2014

New trains on new tracks 50,000 metres of new tracks provide a “parking space” for 100 new trains in the Oslo area, but more trains and more frequent departures for the public required considerably larger efforts from Jernbaneverket. ”The popularity of trains as a means of transport is on the increase and we Contents want our customers to be happy.” EDITORIAL CONTENTS Editorial 3 Train traffic 4 10 1.2 million ­working hours invested to bring more trains 4 Weight ­record on the Ofoten Line 6 All ready for passing on Bjørnfjell 7 No snow at the border, guaranteed! 7 How everything will ­become even better 8

Maintenance and renewals 10 The transformation 11 Better equipped for A station for all 12 Arendal Line has become ultra-modern 13 New workhorses “know everything” 13 the future Bridge renovations on the Sørland Line 13 18

Groundbreaking 14 estructuring and im­ we want our customers to be happy. provement processes For this reason we implemented Peak production 14 were key for Jernbane­ ­several initiatives in 2014 to make the Blast at the beginning of the journey 16 verket in 2014. With a travel experience and in partic­ular 1,000 metres of tracks per day 18 new organisation in place time spent in stations even ­better fromR 1 April last year, the organisa­ for train users. Wireless networks, Full speed from Værnes to Hell 19 tion has become better equipped no-smoking stations and telephone Everything set for the ­ ­longest railway tunnel in to meet stricter requirements and solutions for blind and visually the Nordic ­region 20 expectations through efficient ­ef impaired passengers are some of the forts. The work to further develop initiatives. Additionally, several bicycle Projects around the country 21 the organisation is still not over. We parks were built to make it more at­ All set for drilling of the new Ulriken tunnel 21 will continue the work through the tractive for people to use their legs on streamlining scheme ”A simpler and the way to and from the stations. more efficient railway”, in order to The goal of 90 percent punctual­ The future 22 31 become even better at planning and ity in passenger traffic was reached Train traffic in cities must be tripled 22 implementing more tasks. in 2014 and the number of hours of National Transport Plan, action programme In 2014 Jernbaneverket initiated delays went down by around 10 per­ and continued large and important cent compared to the previous year. and the national budget 23 public transport projects. Among Planning has also been a cent­ 2050: More freight on rails into and out of the country 24 other things the construction ral topic in 2014. Together with Forestry saved by the Numedal Line 25 work for The Follo Line project has the Norwegian Public Roads ­commenced in Oslo and Ski and the Administration,­ Jernbaneverket Director General More competition for freight terminals 25 InterCity project entered into four was appointed to evaluate a shared New technology – fewer signal faults 27 large consultancy contracts in late route for the Ringerike Line, with autumn. reduced planning time, and pro­ More for the money 28 Extensive maintenance work posed a shared development for E16 was carried out in 2014, including Skaret–Hønefoss.­ Jernbaneverket More efficient than required 28 replacement of 88,000 sleepers and was also assigned with major studies 42 kilometres of rails. Substantial such as Oslo-Navet and the next Safety and the environment 30 initiatives were started on the Dovre ­National Transport Plan. We have also 122 level crossing initiatives 30 Issued by: Jernbaneverket (Norwegian National Rail Administration), Line, Bergen Line and Nordland Line developed a perspective assessment Oslo, June 2015 to make the railway more resilient ”The railway towards 2050”, which Lukas visits the Norwegian railway museum 31 Print run: 3,500 against climate challenges. Moun­ addresses the topics of metropolitan Increased safety on the Eastern Line 32 Layout and design: REDINK tains and side areas was secured, traffic and goods traffic, two areas Front page photo: Øystein Grue Far fewer animals hit by trains 33 embankments were reinforced and where the railway can contribute to Other photos: extended and culverts and trenches solving key transport challenges for Bergen–Arna: Taking the pulse of the river 33 Anne Mette Storvik, Anne Rognes, Brian Cliff Olguin, Britt Johanne Wang, were extended in many places. the future. You can read more about Ready for wet and wild weather 34 Elisabeth Folkestad, Freddy S. Fagerheim, Gro Elden, Gunn Heidi Nakrem, The popularity of trains as a means the perspective assessment on page Hilde Lillejord, Ingvild Eikeland, Kjell Bakken, Mette Larsen, Njål Svingheim, of transport is on the increase and ­22-24 of this annual report. Stabekk and Høvik ­create their own heat 35 Ove Madsen, Thor Erik Skarpen, Werner H. Moen, Øystein Grue. Printing/production: RK Grafisk The year in brief 36 Jernbaneverket then and now 38

2 | ON TRACK ON TRACK| 3 Major route restructuring from 14 December 2014 Additional and more frequent train departures Train traffic Everyday improvements for work commuters

1.2 million working­ hours invested to bring more trains 50,000 metres of new tracks, 100 new switch points and 34,000 metres of new overhead lines. Intense work made it possible to add an ­additional one hundred trains per day through Oslo from 14 December last year. Rail services were also greatly improved in Trøndelag and Southern Norway.

t was in 2008 that NSB launched manage this, we had to relocate one Always a train. Trains now New turning and parking become even better when Høvik train from Skien goes to Eidsvoll regional train departures between the ”2012 Timetable”. The core of million cubic metres of mass and 1.2 ­depart Asker, Sandvika, Lysaker, areas for trains, such as station is operational. As soon as the whereas the train from Lillehammer Kristiansand and Stavanger, one the plan was to have departures million working hours were put in on Skøyen, ­Nationaltheatret, Oslo S at ­Lillestrøm (above) and turning facility in the same location has Drammen as the final station. more departure than previously. ­Eidsvoll, were ­important every ten minutes at hubs and behalf of Jernbaneverket. and ­Lillestrøm every ten minutes. ­factors in the major is ready with a new, approved signal This initiative will result in departures The Arendal Line must also not be every fiteen minutes for local The result was a gradual route ­rearrangement of routes. system, more trains will be able to go every ten minutes for trains stop­ forgotten. The frequency has been trainsI between Asker and Lillestrøm, restructuring, fully implemented from through the Oslo tunnel and turn at ping at hubs in the Asker–Lillestrøm increased so that all trains, with the but also improved rail services for 14 December 2014. ”In total 144 more Høvik. section. exception of the overnight train, still other key areas in Eastern Norway. trains will pass Flytoget will also gain an additional Together with the Kongsberg–­ meet at Nelaug. The reason was that a new double Full trains. Parts of the new off westbound departure and Lysaker Eidsvoll line, the initiatives will "Increased frequency provides track had just been built in the West -peak timetable were implemented through the Oslo will be served by four airport express result in three NSB trains between work commuters with an improved Corridor as well as the Gardermoen as early as December 2014. Since tunnel each day trains every hour. ­Drammen and Gardermoen each daily routine and strengthens res­ Line. But where would the trains turn then NSB's passenger numbers have ­compared to now.” In total 144 more trains will pass hour. Additionally, there are three idential and working regions along and park? And was there enough rocketed up. From 2011 to 2013, NSB through the Oslo tunnel each day airport express departures from the Sørland Line," says Ketil Solvik- space for the new NSB trains, which experienced a 15 percent increase compared to now. During the hours Drammen and three from Oslo S. Olsen, Minister of Public Transport. are much longer than the old trains? in the number of journeys in Eastern with the most dense train traffic we It became clear that the major re­ Norway. The growth has simply ­Passengers can now simply memorise will be able to manage 23 trains per Southern Norway. A departure Trøndelag. People in Trøndelag arrangement of routes would neces­ continued and NSB passed 50 million the time for ”their” station and forget hour in each direction, compared to frequency of two hours has also been have also been given a better rail sitate an investment totalling billions journeys in Eastern Norway before about the timetable. the current 20," says Unit Manager implemented for the trains between ­service. All of the trains now ­normally when it came to infrastructure: This the end of the year. More departures, The local train between Asker and Timetabling Jan Harald Dammen Oslo and Stavanger. Until the time­ run to Melhus and 12 of the depar­ included around thirty infrastructure more evenly distributed frequency Lillestrøm via the Drammen Line from Jernbane­verket. table change five trains were running tures run all the way to ­Lundamo. initiatives, ideally with new tracks and increased seat capacity have res­ and Groruddalen runs every fifteen between Kristiansand and Oslo on Many citizens south of Trondheim where the trains can park and turn, ulted in substantial numbers. 2,800 minutes. Nine trains to Gardermoen. Train working days. After the timetable now benefit from a much better rail but also a great deal of complicated additional seats during peak periods commuting between Skien and change eight trains are running. service to Værnes or a more comfort­ technical signal works. In order to are quickly filled up. Waiting for Høvik. The service will Lillehammer is split into two. The In addition there are now seven able ­journey to and from work.

4 | ON TRACK ON TRACK| 5 Ofoten Line: 60 percent of all goods by rail Train traffic Only one percent of the railway network

All ready for passing on Bjørnfjell Following a busy run-up, the new passing loop on Bjørnfjell on the Ofoten Line was put into service during the middle of September. Three 1,100 metre tracks are having a major impact on capacity and traffic flow.

"During the summer last year, we ­engineering has been Leonhard The following has been carried out developments cost­ Weiss and TP Maskin has been developed ing 150 million Norwegian kroner," responsible for the substructure. explains Project Manager Lisa ­Several subcontractors have • Three 1,100 metre tracks with 60 kilo rails Lindholm. Due to the climate, hectic also been involved as well as • 60-kilo rails and concrete sleepers efforts are necessary during the brief ­Jernbane­verket's own employees. from the Swedish border to west of summer season. The project has Bjørnfjell station spanned three years and the final ... and soon at Rombak. Whilst • New overhead line system sum will be around 280 million Nor­ the Bjørnfjell passing loop was • Dead-end track for work trains from wegian kroner. The Bjørnfjell passing ­completed last year, work on the track 1 loop has become twice as long as Rombak passing loop are currently • New 220 m platform for track 1 before and the works are part of the under way. Rombak will also be • Road along the line, 1 km essential capacity expansions on the extended in the same way as the Ofoten Line. The passing loops at other stations, with a passing loop of • Underpass under the tracks Katterat and Straumsnes had already 1,100 metres in order to allow for the • New conduits and new cables been completed and there is now full passing of two ore trains. The main • Five new switch points activity in the Rombak passing loop, contractor at Rombak is PEAB and • New snow superstructure above the which will be complete in 2015. the fully extended passing loop is switch points at the eastern end of the The main contractor for the scheduled to open for traffic in 2015. station No snow at the border, guaranteed!

The new border structure on the Ofoten Line is 289 metres long and designed as a strong steel structure. The structure will protect train traffic against vast volumes of snow on a challenging mountain section.

"It is completely necessary to have a snow superstructure up here," ex­ plains Steven Holdahl. He has been The 42 kilometre Ofoten Line "In 2014 the total load on the Ofoten the Project Manager for a structure As indicated by the name, the border About the border "In 2014 the that commands respect! All of the structure is situated right at the border with constitutes only around one percent Line was 33.8 million gross tonnes. In structure­ steel elements have been trans­ Sweden. Many train passengers will have of the Norwegian railway network 2013 the corresponding figure was ­total load on the seen the Norwegian and Swedish colour ported up and welded together on indicators inside the structure at the point • Length: 289 m Weight but the line transports an impressive 32 million tonnes, compared to 28.3 Ofoten Line was the mountain. The concrete founda­ where the national border is passed. These • Framework of steel, cladding con­ 60 percent of all goods transported million tonnes in 2011. If we take an indicators are now being renovated and will 33.8 million gross tions are solid and each span is 10.5 sisting of untreated fir heartwood by rail in the country. New records isolated look at ore alone, 19.8 mil­ metres. In other words it has been be re-installed. • Walkway across the roof dimen­ have been set every single year in lion tonnes were transported on the tonnes. If we take dimensioned for any snow weights ­record on the sioned for snowmobiles (for the imaginable whilst also ensuring recent years. 2014 was no exception: Ofoten Line in 2014, split between an isolated look Red Cross Search and Rescue adequate space inside along the The measuring station at Haugfjell 18.3 million tonnes from LKAB and 1.5 Corps) at ore alone, 19.8 track for work and temporary storage construct the new structure on the measured a daily volume of 136,000 ­million tonnes from Northland. This • The structure continues on the gross tonnes in March, 15,000 tonnes is the highest figure since 1979 (22.3 million tonnes of equipment when needed. outside of the old one before demoli­ Ofoten Line "The old structure was in such a tion. However, the old structure was Swedish side (older structure) more than the old daily record from ­million tonnes), while the record of were transported bad state that we had begun wor­ in such a bad state that this idea had • Cost: approximately 17.5 million February 2013. 22.6 million­ tonnes dates back to 1973. on the Ofoten rying about it collapsing," Holdahl to be scrapped and demolition was Norwegian kroner 136,000 tonnes move along the Ofoten Line, The Permanent Way Superintendent "Our forecasts indicate that we will explains. The work commenced initiated as soon as possible. One half • Contractor: NLI Constructing every day. Last year the old weight and scale on the Ofoten Line, Knut Karlsen, can reach approximately the same level in Line in 2014." in 2011. To prevent the line from of the new border structure was then also boast record figures for the year 2015 as we did last year," Knut Karlsen being out of service during the erected in summer 2013 and the records were emphatically broken. overall: says. development period, the plan was to remainder in 2014.

6 | ON TRACK ON TRACK| 7 632 new parking spaces New bicycle parks Train traffic Improved customer information

How everything will Parking facilities Last year a total of 632 new parking spaces ­become even better were established at stations. Where there is especially heavy pressure on parking spaces Jernbaneverket aims to encourage more people to travel by public transport. and Jernbaneverket finds that the spaces are A number of initiatives will contribute to achieving this aim. used by others than those travelling by train, a parking voucher scheme will be introduced. With eight new stations in 2014, parking voucher are now in use at 24 stations. Much of the growth in public transport Free WiFi must be accounted for through cycling and In May, customers at Oslo S and Drammen were able walking and Jernbaneverket is facilitating to access free internet for two hours at all platforms, in this by building bicycle parks and providing front of the large information screens and at the airport ­bicycle stands at the stations. In 2014, new express terminal. Users can access the internet quickly bicycle parks opened up in Drammen, Sande­ as ­Jernbane­verket does not require the user to identify fjord, Gulskogen and Moss and bicycle stands themselves using their mobile telephone number or e-mail were provided at a number of stations. address. The solution has been well received by customers. Next up for free WiFi are Skøyen and Lysaker followed by Asker and Oslo Airport. No-smoking stations

On 1 September Jernbaneverket introduced no-smoking Punctuality for my train stations as a direct result of the change to the Norwegian act relating to harm from tobacco. Signs have been installed at all In March 2014 Jernbaneverket launched a new internet entrances and platforms and all ashtrays have been removed. service providing accurate punctuality figures for each A no­-smoking station area provides a better environment for departure and each route. Customers can therefore customers, both those with and without allergies – young and easily check whether there are any specific departures old alike. more exposed to delays than others and, where ap­ plicable, choose a different train. The service received a warm welcome from the Norwegian Consumer Council.

Improved customer in- Timetable information formation at stations by phone - 02009 Time spent in stations is a crucial part of the journey and it is important to ensure that customers can easily In November Jernbaneverket launched a navigate the stations and easily access customer and new real-time timetable information line for traffic information. ­customers. The solution provides information Eight stations already had sector marking on the about platforms, departure and arrival times for platforms and in 2014 Jernbaneverket introduced all passenger trains for each of the 337 stations such marking at a further five stations. The marking or a section you are interested in. If you want, the makes it easier for customers to find their carriage information can be sent to your mobile phone. and see where it will stop. They can then ensure that The service has been developed especially for they are on the right part of the platform and the train those who are blind or visually impaired but also stop time at the station can be reduced, improving provides a great supplement to Jernbaneverket punctuality. 28 stations in Akershus and Hordaland app, Togtider (Train schedules), the passenger have also received new speaker systems and new train companies' apps and websites and printed information screens. timetables.

8 | ON TRACK ON TRACK| 9 70,000 wooden sleepers replaced in four years Maintenance and renewals 80,000 wooden sleepers still waiting to be replaced

Express trains: The track reconstruction train runs on a belt alongside the track and is more than 500 metres long, with The trans- carriages carrying both new and old sleepers. A mounted crane removes the old sleepers and installs the new ones. Everything else is just as efficient: the ballast train follows behind to replen­ formation ish with new ballast and while the rails are moved to the side the sleepers are replaced and the ballast levelled. Finally the rails In the space of just one are adjusted and welded at the correct temperature to prevent buckling and rail breakages. night, 1,200 metres of the Røros Line are transformed into a railway track you could only have dreamt of.

he mystery does however have a solution: The track reconstruc­ tion train (SPOT). In June 2014 this German wonder train is picking up aged, grey-black and Tpartially rotten creosoted sleepers in Atna for the fourth summer running. The advanced SPOT leaves behind a never-ending row of concrete sleepers that illuminate the summer night. Signal fitters, engineers, safety guards, track workers and the operator of the yellow wheel loader are working against the clock. The sound of track ballast hitting steel pierces the silence and creates an echo in the blueish black hills. Over the course of four years 70,000 wooden sleepers have been replaced by concrete sleepers with "fast clip" fixtures between Hamar and Røros. Fifteen years ago, few rail fitters in Østerdalen would have been able to imagine that the Røros Line would get concrete sleepers back when the line was under threat from closure.

1,200 metres in just one night. With a propulsion of more than 200 metres per hour, SPOT manages to renew 1,200 metres after the last train has passed in the evening and before the first train is scheduled to pass on the brand new sleepers only seven hours lat­ er. This meant that only ten night shifts were necessary in June last year before the sleeper renovation on the Røros Line was completed. 70,000 out of 150,000 wooden sleepers have been replaced by concrete sleepers. There is still 50 km or 80,000 old worn wooden sleepers waiting to be renewed. Depending on the maintenance budgets the plan is to replace the rest of the sleepers by 2017. "In 2014 the money only stretched to ten days of work with the track reconstruction train on the Røros Line," says Project Manager Jon Lillegjære. But he is now excited that there is substantially more money and is keen to increase the efforts for sleeper replacements in 2015 and 2016.

10 | ON TRACK ON TRACK| 11 Trondheim S becomes a public transport hub 512 bridges to maintain in the south Maintenance and renewals Multi-use machines for efficient maintenance

News on the Arendal Line Bridge renova- • CTC remote control system. tions on the This means that traffic is man­ aged by train management in Sørland Line Kristiansand. The safety level On the Sørland Line ­Jernbane­ for the section has therefore verket has more bridges to become even higher. maintain than on any other line. • Speed monitoring system “Bridge renovation work on the (FATC). Emergency brakes can Sørland Line commenced several now be applied to trains if years ago," says Arne Bujordet, they pass a stop signal. Speed Project Director for Region South. can also be monitored by the The works comprise a number Arendal Line has become system during travel. of different measures from the • Axle counters in the track replacement of sleepers, rails, measure where the trains are walkways and railings to renova­ ultra-modern and check whether the entire tion of steel, concrete, walls and train passes the signals. abutments. Remote controls and speed works and test the new system. "It is a challenging task to keep • The line has become more monit­ oring­ are among the initiatives The main task of the Arendal Line maintenance momentum going accessible for maintenance that have made the Arendal Line one is to link the Arendal area with the when we know that the Sørland (the section can be released of the most modern railway sections Sørland Line, which collects signific­ant Line has a total of 512 bridges," for maintenance as soon as in the country. It is no surprise that traffic from there. In the 1980s the says Bujordet. The bridges on the there was a celebratory mood at future of the Arendal Line was just as the train arrives at Nelaug or Arendal). Sørland Line are of a number of Arendal station­ when the line opened uncertain as it was for many of the different types. The oldest part has as a remote controlled section this other branch lines, but with time it • The train sets can be switched a number of stone arch bridges, January. An extensive upgrade to the was decided that the line would be in or out, more quickly and while concrete bridges dominate A station for all 36 kilometre section has now been electrified rather than closed down. In ­easily. to the west of Kristiansand. There completed. 1996 the line was opened for electric are also a great deal of steel Trondheim S has taken the first steps from dark and old- "The upgrades have been es­ operation. • New switch point at Arendal station. bridges across the entire line. fashioned to light and modern with a refurbishment that sential in order to continue having "Technically, the Arendal Line has All of the bridges are inspected traffic on the Arendal Line," says now become a very modern line," in accordance with a scheduled can be enjoyed by all. Regional Dir­ ­ector Stian Wesøy of Wesøy says. inspection programme. ­Jernbaneverket, who was happy to de­ The final sum for upgrading the 36 clare that the schedules were also met. kilometre line will be around 75 ­million Complete renovation. The major The section was ready on 30 January, Norwegian kroner. Now around 15 initiatives this year include the after the line had been closed for a trains run on this section every day on complete renovation of the three he first step on the road structed in a different era and choose between stairs or lifts to get to couple of weeks to complete the final working days. towards a new and modern appeared dark and outdated before the platforms and trains. The path to steel bridges at Launes, just to the west of Egersund. hub for public transport at Jernbaneverket­ decided to renovate. the train has also been marked to allow "All of the steel on the bridge Trondheim S was taken in During the planning stage, em­phasis blind and visually impaired people to will be sandblasted and painted June 2014. Rom Eiendom’s was placed on ensuring that the find their way. in order to preserve the bridge Tnew building “Trapp­huset” is currently results would be functional and that The station hall has also been greatly New workhorses “know everything” structure," says Project Manager under construction and from winter the station would have a modern improved. Light surfaces and new Kurt Jensen. 2016 the service to travellers will be appearance. benches turn the waiting room into There is no randomness involved supplementet with a restaurant. The walls in the staircases and shelters a pleasant place to be until the new In January next year Jernbaneverket's­ serial delivery commences in March railway sections that can be compared with the work. First the entire first two maintenance machines for 2017. The agreement also includes an to ours, with many curves and large The first development stage under are made of glass, with prints of Trond­ station hall is ready after the second bridge is covered up to prevent multidisciplinary use will arrive in Nor­ option to purchase an additional ten climbs and descents. They also have the direction of Jernbaneverket heim City from a bird’s eye view. Light development stage. substances from the works way. Higher speed, greater strength machines. snow-filled winters and we are certain has resulted in the upgrade of the and modern premises now charac­ ending up in the river below. and twice as much lifting capacity are "These will be our first multidisciplin­ that we have made a good choice," The entire structure is then ­station to its current standard. Among terise the station and a simpler layout Updated infrastructure. Railway amongst the innovations. ary machines," says Lars Haagenrud at says Haagenrud. cleaned before all of the steel is other things this means that it is more helps people feel safe when here. ­engineering works at the station are Jernbaneverket has entered into a the Machine Centre in Infrastructure sandblasted, bit by bit. It is then ­accessible to all. also ensuring updated infrastruc­ contract with the German company Transport. The machines will be sup­ Line and overhead line maintenance.­ cleaned again before applying "Jernbaneverket ture, including new electro-technical Windhoff GmbH for the procurement plied customised for use in the future The new machines represent­ a strong epoxy paint and two top coats. Improved service for passengers. ­facilities. The works have been of new rolling stock machinery for the ERTMS sections. ERTMS (European improvement in Jernbane­ verket's­ Any damage that is identified will New screens, both inside the station is ­fully underway ­necessary for the trains to arrive and maintenance of tracks and overhead Railway Traffic Management System) is ­machine fleet for maintenance of be rectified. hall and out on the platforms, show depart as scheduled. lines. This is the first time that ma­ the new common European signalling the line, the difference is especially Three bridges at Launes are with the planning chinery has been purchased for use for system that will replace the old sig­ noticeable in comparison to the oldest train arrivals and departures. The situated right out towards the of the next develop- both track and overhead line works. nalling technology. "The new machines machines (loading tractors). The new speaker system and induction loops 2018 is the next goal. Jernbaneverket sea where impact from weather The agreement covers 11 new are also much better in respect of work­ machines can maintain a top speed of also contribute to making it easier for ment ­stage due to is fully underway with the planning of and wind is greater than usual. machines that can be used for all types ing environment and safety than the 100 km/h, have more engine power Even after this year's renovations, everyone to orient themselves and the next development stage due to ­commence in 2018." of track maintenance and for lighter ­current machines," Haagenrud adds. (500 kW) and twice as much lifting the framework span, on one of easily and quickly find their way to the commence in 2018. When the develop­ maintenance and troubleshooting capacity in the crane. the bridges, a structural element right train. Previously the only access to the ment works are complete, both those work in overhead lines. The first two Positive experiences. "Both Austria Multidisciplinary machines will not with a high load-bearing capacity trains was via ramps which were too travelling by train and everyone else machines are due to arrive in Norway and Switzerland have a large number replace the current cable carriages for in relation to weight, must be Improved user experience for steep to be accessible to all. At the will be able to enjoy Trondheim's new in January 2016 and will be subject of similar multidisciplinary machines overhead line maintenance but will be replaced before long due to the everyone.­ Trondheim S was con­ newly rebuilt station, passengers can public transport hub. to a one-year trial run before the in service. Both of these countries have a supplement. climate impact.

12 | ON TRACK ON TRACK| 13 7 of 10 bridges complete 7 tunnels to complete Groundbreaking Focus on safety

Peak production 2014 was a brilliant year for production in ­connection with the double track development ­between Farriseidet and Porsgrunn. A total of 10,000 linear metres of new main tunnel and 3,700 metres of new escape tunnel were driven in the section, distributed across seven different tunnels. In addition, ten bridges are also being built, totalling 1,500 metres in length.

t the end of 2014, seven Plenty left to do. Finishing the works of the bridges were in the tunnels will take place continu­ virtually complete. In ously as and when the tunnel driving addition, two wildlife is complete. During this process the passages and 23 con­ tunnels will be prepared for railway en­ Acrete portals are also being built. gineering installations such as tracks, overhead lines, emergency lighting Gigantic bridge across Hallevannet. and signals. Hallevannet bridge is the longest The tunnel interior will be clad with bridge in the Farriseidet–Porsgrunn prefabricated concrete elements, like project. It will be 436 metres long, 20 those used in the Holm–Nykirke project. metres high and will have a span of The installation commenced in 2014 167 metres. and will continue for the duration of The size of Hallevannet bridge outside Larvik is impressive. The concrete The reason for the long span is that 2015. The seven tunnels require 37,000 bridge will be cast four metres at a the bridge will cross Hallevannet concrete elements in total to provide time from both sides and will meet in outside of Larvik, which is a reserve protection against water and frost. the middle. drinking water source. The bridge foundations can therefore not be Systematic safety work pays off. An The pictures show the Farriseidet–Porsgrunn placed in the water and the bridge example of systematic safety work in development site at Solum must be constructed using the canti­ the project is the scheduled subject (furthest to the left) and Ønna • Involves 70 employees from lever method. weeks that have been introduced. Over bridge at the furthermost Jernbane­verket part of Langangen. The cantilever method means that a period of two weeks additional atten­ • Approximately 660 employees from a bridge pillar is constructed at each tion is given to a subject of importance contractors and consultants end and that a formwork carriage is to safety. Example subjects include tidy installed on each pillar. The bridge is workplaces, use of personal protective • In 2014, production costs totalled nearly 2 billion Norwegian kroner and then cast in either direction until it equipment, machine certificates and the signing of the first railway contracts meets in the middle. storage and use of explosives. were also prepared. The solid bridge structure that The investment has brought solid is being erected is a double-track results­ for both employees and pro­ • Anticipated in 2015: Around 1.5 billion Norwegian kroner. railway bridge, meaning that it is 16 gress. The aim was an LTIF rate (a meas­ metres wide. 13,000 m3 of concrete ure for the number of injuries resulting • The estimated final cost is and 3,300 tonnes of reinforcement in time off per million hours worked) 6.6 billion Norwegian kroner (2014) are being used and the construc­ of four or less in 2014. However, the tion time has been estimated to two systematic safety work resulted in an years. LTIF rate as low as 2.1.

14 | ON TRACK ON TRACK| 15 23,000 concrete elements to protect against water and frost Groundbreaking coordination meetings ensure progress Blast at the beginning of the journey Secretary of State Bård Hoksrud detonated the final blasting to provide breakthrough and 12 kilometres of continuous tunnel in Holmestrand in March last year. 2014 was also the year during which the station hall inside the mountain transformed from a dark and gloomy place to a thriving construction site full of professionals.

oksrud's final detonation also marked the start of the work In August the station to clad walls and ceilings in hall looked like this. the new tunnel with a total of 23,000 concrete elements. HMore than 80 percent of the elements were put into place in 2014. In the station hall work was also carried out for the casting of walls, technical structures, escape routes and a number of other, smaller projects. In total in 2014, railway engineering contracts were entered into for nearly 700 million Norwegian kroner as well as a 300 million Norwegian kroner contract for the substructure for the tracks.

From concrete to engineering. Several railway engineers were engaged in order to manage the volume of new contractors and subcontractors. "We hold regular coordination meetings in which we identify when and where the various stakeholders will work and in this way attempt to prevent one person's work from creating problems for another," explains Project Director Stine Undrum.

Much technology. The switch points have been installed and earthing of the concrete volving serious injury, followed by a fatal Holm–Nykirke elements has commenced. The telecom­ accident. Both of the accidents took place munication masts have been erected at in the Fibo contract but were unrelated. Fol­ • 14.2 km long section both ends of the tunnel. A one kilometre lowing the fatal accident we discovered that • 12.3 km in tunnel trial section has been created between two many of the personnel lifts had been altered. • Station hall inside the mountain technical structures. Here everything will be Going forward Jernbaneverket will demand completed before work continues. that overview lists are kept for the lift inspec­ • 72 employees from Jernbaneverket and around "This method places demands on the tion history. The lift must not be used if it has 550 workers from contractors and consultants construction managers, but it also means not passed the annual inspection. All safety • Production costs in 2014: 1.3 billion Norwegian that we spend less time on the rest of the advisers have also been trained in how to in­ kroner technical structures," Undrum explains. spect the lifts," Undrum concludes. When the • Budget for 2015: 1.3 billion Norwegian kroner Walls and ceiling in the Holmestrand Norwegian Labour Inspection Authority car­ tunnel being clad with concrete ele­ • Final cost forecast: 6.3 billion Norwegian kroner Sad chapter. In spite of the systematic safety ried out an inspection at Jernbaneverket fol­ ments. More than 80 percent of them work, two serious accidents took place in lowing the fatal accident, the conclusion was • Completion 2016 were put into place in 2014. This is how 2014. that Jernbaneverket had fulfilled its duties as it looked in November. "In October we first had an accident in­ the developer and principal enterprise.

16 | ON TRACK ON TRACK| 17 Joint Project E6/Dovre Line: Norway's longest development site, so far Groundbreaking Part of the InterCity development

1,000 metres of tracks per day The world's largest rail development train, and the only one of its kind in Europe, rolled out kilometre upon kilometre of the new Dovre Line in 2014. Everything must be ready for traffic in autumn 2015. Full speed from Værnes to Hell The preparations for the construction of a new two of which will run past the stop at Værnes railway bridge across Stjørdalselva commenced and one for the Meråker Line. Track 3 will be a in spring 2014. 640 million Norwegian kroner will main through track for the Nordland Line. The be invested in the Hell-Værnes section over the new tracks will provide better passing patterns next three years. for trains, improved capacity and the possibility In 2014 the project carried out preparatory to park more trains. Trains on track 3 will be able works including the establishment of rig areas to drive at significantly higher speeds which will and relocation of cables and pipes, as well as result in time savings. sheet metal piling, piling and loose mass works A new side platform will be constructed to the in the river. A new double track bridge will be west of the station building at Hell and the sta­ constructed in summer 2015. The plan is for the tion will also be equipped with a new signalling bridge to be completed during 2015 and for it to system. be ready for train traffic in late autumn 2017. 6,000 metres of new rails and 15 new switch points will be supplied. In other words: there are Double track and more. The project will con­ some busy seasons ahead before Hell-Værnes can struct three tracks from the Gevingåsen tunnel, be put into operation.

The old railway bridge across Stjørdalselva dating from 1902 will be replaced by a modern railway bridge designed by the French ­architect Jean Francois Blassell.

SVM 1000 is made by the Austrian company Plasser & Theurer and is a 200-metre long rail development train, of which there are only two in existence.

n the Joint Project E6-Dovre Line track development train SVM 1000 is worth its ing the construction period a train loaded with Further planning. The railway section from along Mjøsa, Jernbaneverket weight in gold when constructing a lot in a short sleepers would also arrive from Hønefoss. Langset to Kleverud in the Joint Project is part and the Norwegian Public Roads period of time. "The rail development train is like an advanced of the InterCity development in the direction of Administration is collaborating­ dispenser that is filled with sleepers and rails and Hamar. Planning of new double tracks both to in the construction of 22 kilo­ Efficient construction. "This machine has dispenses practically a complete railway track," the north and south of the Joint Project is fully metresO of the four-lane E6 and 17 kilometres of allowed us to build up to a kilometre of track Gihlemoen explains. underway. In the National Transport Plan for the the double-track Dovre Line. The E6 officially each day. 70 percent of the double track was period 2014-2023, the sections from Venjar south opened on 13 December 2014, but a road stub constructed in 2014 and two kilometres were Coordinated work team. Six people operate of Eidsvoll (13 kilometres) to Langset and from of three kilometres is set to open in June 2015. laid in spring 2015," says Rune Gihlemoen, the SVM 1000. They check that the small plough Kleverud in Stange to Sørli (16 kilometres) have The total cost of the project is 10.1 billion Nor­ Technical Construction Manager for tracks in the situated at the front distributes the ballast been prioritised with requested commencement wegian kroner and it is the largest and longest Joint Project. evenly and feed the sleeper dispenser with of construction in 2018. development project in Norway so far. sleepers from a transport crane that moves back "In spring 2015 the area development work was "We have set a number of records in the Advanced dispenser. "It takes much less time and forth. They cut the 120-metre long rails with fully underway and we are hoping for approval of Joint Project, including when it comes to the to build a railway using a rail development train sparks flying, splice them with great precision the local zoning plans during summer 2016. Ac­ short construction time. Since the official than it does to do so manually, but logistics and ensure that they are put into place. Ballast cording to the NTP the continuous double track ­commencement in April 2012, 1,500 people are key. The 120-metre long rails produced stone is then added and compacted and the from Venjar to Hamar will be ready in 2024. The have worked on the project," says Project in Austria were unloaded along the track by rails are welded. This will allow the trains to fly travel time from Oslo to Hamar will then be 52 Manager Anne Braaten from Jernbaneverket. An ­Jernbaneverket's­ long rail transportation train past on perfect tracks when the Dovre Line minutes compared to one hour and 20 minutes as efficient and accurate work machine such as the before the construction started. Every night dur­ opens to ordinary train traffic in 2015. is currently the case," explains Anne Braaten.

18 | ON TRACK ON TRACK| 19 The Follo Line project: Longest railway tunnel in the Nordic region Ski to become a modern public transport hub Groundbreaking The old Østfold Line will be upgraded

Everything set for the ­ Projects Narvik All set for drilling ­longest railway tunnel in around the of the new Ulriken tunnel Bodø the Nordic ­region country In May Jernbaneverket's first contract for tunnel driving using the tunnel Jernbaneverket is blasting, ­drilling machine (TBM) was signed. "The Follo Line will be important to so many people that the high costs are justified," said building and improving the A joint venture between the Norwegian the Minister of Transport and Communications, Ketil Solvik-Olsen. Parliament agreed and company Skanska and Strabag from railway in many places across ­Austria was awarded the drilling contract. Bjerka the project is now on track for real. The new tunnel is being constructed in the country. Here you can see parallel with the existing tunnel and will double the capacity in the section. n 17 June 2014, the Minister of Transport and where the activity is at its peak. In August we celebrated the 50-year Communications Ketil Solvik- Norwegian parlia­ Additionally there are a number anniversary of the existing Ulriken tunnel ment gave the Olsen, Project Director Erik Smith, Assistant Director and took the opportunity to also mark formal green light General of Jernbaneverket of smaller main­tenance tasks the start of developments for the new for the Ministry of Gunnar G. Løvås and Project that have not been ­indicated tunnel. Both Secretary of State John-Roger TransportO and Communications to Manager, Tunnel TBM, Anne Aarset and Assistant Director General of implement the investment project Kathrine Kalager on the day on the map. Jernbaneverket Gunnar G. Løvås took the when the Follo Line Project "new double track Oslo-Ski", the trip across the mountain, but it was the received the go-ahead from Station Master from the opening in 1964, innermost part of the InterCity the Minister. Steinkjer Ragnar Blomdal, who had the honour of development to the south-east of Trondheim detonating the first symbolic blast. For Oslo. The Follo Line will be finished the occasion he was dressed in his old in December 2021, which is con­ Støren uniform from the time and fulfilled his task sidered a short delivery time for in style. The 93-year old can be seen deep such an extensive project. in conversation with host Finn Tokvam in the picture.

Great interest. With the parlia­ Åndalsnes The first proper tunnel blast was mentary order in place, tender detonated in November following a few documents were submitted to months of groundworks in order to ensure companies nationally and abroad. the two largest contracts for the with the Municipality of Oslo and access to the actual mountain. The first 800 metres of the tunnel will provide space for Just over 30 companies from all preparatory works. the Directorate for Cultural Heritage. passing and will be blasted in a traditional over Europe and Asia participated manner before the tunnel drilling machine in the preliminary qualification. The Important past. In Oslo, at Åsland Full speed ahead. At the develop­ takes over towards the end of 2015. bids were evaluated by the Follo and at Ski, archaeologists have ment site in Åsland the contracting Lillehammer Line Project under strict security identified cultural heritage objects. partnership Acciona-Ghella will Gjøvik

Hamar Arna–Bergen double track management before the first of the At Ski one of the largest ancient come in after being awarded the Haugastøl • 7.8 km of new Ulriken tunnel large contracts for the main works settlements in Eastern Norway was contract for driving of the long tun­ Roa Eidsvoll was awarded and signed in Febru­ identified. Near the Medieval Park in nel using a tunnel drilling machine. Bergen • 1.3 km of new track from Bergen station ary this year. Oslo almost 100 graves were identi­ The Italian/Spanish joint venture Kongsvinger to the tunnel Hokksund Oslo Lillestrøm Activity has been high in the fied. According to the archaeologists is now ordering the four drills and Asker • New signal and safety system development areas in order to the excavations will provide new an­ before long it will start driving the Spikkestad complete the preparatory develop­ swers as to how life was led between 20 kilometre long railway tunnel ­ Drammen • Renovation of Arna station and existing Kongsberg tunnel ment works. the 1200-1300s and several hundred – the longest railway tunnel in the Nordagutu Ten contracts have been entered years after that. Nordic region. • Commencement of construction: 2014 into with Norwegian contractors. As a result of the new Follo Line The Follo Line will substantially Larvik Halden • Scheduled completion: 2021 Stavanger The construction of two access the Medieval Park in Oslo will be improve rail services for everyone • Cost: 3.5 billion Norwegian kroner tunnels of nearly one kilometre given a new lease of life with a green living in the southern corridor, with AnleggsvirksomhetConstruction work each in the Åsland development area almost doubled in size. The both greater capacity in the section • Involves 30 employees from Jernbane­ verket­ (31/12/2014) area and extensive redevelopment planning of the new park landscape and halved travelling time between Kristiansand of Langhusveien in Ski represent will be carried out in consultation Oslo and Ski. • Consultants and contractors: 36 FTEs • The project's production costs in 2014 were 330 million Norwegian kroner

20 | ON TRACK ON TRACK| 21 More people need to use public transport in metropolitan areas The future More frequent, quicker and more punctual trains are necessary

National Transport Plan, action programme and the national budget

The National Transport next plan is presented in four Plan (NTP) is a report to the years. The NPT is not a bind­ Norwegian parliament (white ing ten-year plan, but does paper) and represents the give quite detailed indica­ government's ten-year plan tions of the direction that for transport. The current Norwegian transport policy NTP was adopted by the ought to take. Nor­wegian parliament in June 2013 and applies to the NTP 2014–2023 envisages period 2014-2023. significant investment in the railway. In total, a frame­ Jernbaneverket's action work of NOK 168 billion is programme explains how the ­proposed for the ten-year priorities in the NTP will be ­period. This will fund both implemented in the form of the construction of new specific initiatives. lines and the operation and upgrade of existing lines. The final decisions A significant amount of Train traffic in cities ­concerning railway projects money has been allocated are set out in the national for the study and planning of annual budgets. The projects developments even further are funded through the into the future. The studies must be tripled national budgets. addressed in the article will be important in the plan­ A new NTP is prepared ning of the next national Railway expansion will be necessary to meet climate goals every four years. Extra atten­ transport plan. The transport tion is therefore paid to the agencies, Norwegian Public and manage the vast growth in traffic faced by Norwegian projects included in the first Roads ­Administration, four years of the plan, and to ­Jernbaneverket, Avinor ­metropolitan areas. This is shown in Jernbaneverket's ­perspective how much money is planned and the Norwegian Coastal to be spent on these. The Administration will prepare assessment for 2050. parts that have been planned the basis for NTP 2018-2029 for the final six years will be together. It will be presented processed again before the in February 2016. Source: NSB and Flytoget raffic growth in quently during rush hour could cities must be man­ become the new reality. For About the perspective assessment aged through public this to happen, railway capacity CURRENT JOURNEYS TO/FROM THE CITY CENTRE DIS- RAILWAY JOURNEYS PROJECTED UNTIL 2050 transport, cycling in metropolitan cities would TRIBUTED BY START/TARGET AREA FOR THE JOURNEY Millions of journeys each year • Jernbaneverket's perspective assessment "The railway and walking. need to be expanded further in towards 2050" is an assessment of future transport needs TIt is therefore necessary to carry consultation with the cities and and how the railway can be developed to meet these needs. The assessment forms part of the working basis for the next out a double track expansion other public transport providers. Centre (5 km) Suburbs (20 km) Surrounding regions (50 km) Within the Oslo area Within the other three metropolitan areas Other journeys Outer ­surrounding regions (100 km) National Transport Plan. in the four largest metropolitan For longer distances it would regions; Oslo, Stavanger, Bergen be relevant to have quarterly or 72% • "The railway towards 2050" focuses on two areas: Metropol­ and Trondheim. Three times as half-hourly frequencies, depend­ 65% itan traffic and freight traffic. These are the areas with the greatest societal need and the greatest opportunities. Nine many people would then be ing on the market. It will be 56% out of ten journeys take place in metropolitan areas. able to take the train to and from crucial to develop double tracks 49% work. Trains would run more in the following areas: often, faster and be more punc­ • Central Eastern Norway 33% 33% 2050 Jernbaneverket Perspective tual," says the Director General of • Separate double tracks for 24% 26% Jernbaneverket, Elisabeth Enger. local trains and regional trains 13% in the Oslo area, including the 9% 2012 5% 4% 6% Double tracks resulting in new Oslo tunnel 3% 2% 0% trains every ten minutes. Trains • The Voss Line Oslo area Bergen area Trondheim area Stavanger area 0 20 40 60 80 100 120 140 160 180 running every ten minutes • Trøndelag 164,000 journeys 5,200 journeys 3,200 journeys 11,100 journeys during the day and more fre­ • The Jæren Line

22 | ON TRACK ON TRACK| 23 Passenger traffic can be tripled Freight traffic doubled by 2050 The future 12 freight terminals will be put up for tender

2050: November 2014: New sleepers to More freight on rails arrive at Svene. Forestry saved into and out of the by the Nume­ country dal Line The perspective assessment carried out by Jernbaneverket Forestry in Numedal is com- shows that more freight traffic can be moved to the railway if pletely reliant on the railway. the capacity is increased and the international connections are There is therefore great local strengthened. satisfaction at the upgrades to the Numedal Line.

reight trains have a high train it will also continue by train with­ The Kongsberg–Svene section opened to there. This is something we need," says Frogner. operation as soon as possible," Frogner notes. market share in Norway in Norway," says the Director General of traffic again in in November. The first goal in He emphasises that it is not only the future of Someone else who is very happy with what Oslo but continue to lose out to Jernbaneverket, Elisabeth Enger. the work to equip the line for freight traffic was Movelven Numedal that relies on the railway is now under way is General Manager Geir The Follo Line: Oslo–Ski heavy goods vehicles on the Jernbaneverket’s calculations Complete 2021 therefore met. but largely forestry in the entire Numedal re­ Marstein of Svene Pukkverk. "Normally, 35 per­ roads. Calculations also find indicate an overall investment need of Sandbukta–Såstad "This is incredibly important to us," says the gion. "I think the railway is more important than cent of our sales are supplies for the railway and that there will be twice as much freight around 500 billion Norwegian kroner Complete 2021/2022 Seut–Sarpsborg General Manager of Moelven Numedal, Rune people realise. In our catchment area forestry are loaded directly onto the railway from the F Haug–Seut Complete 2026 traffic in 2050 compared to now. by 2050. From this, 400 billion will Complete 2024 Frogner. The lumber mill at Flesberg is com­ has an annual turnover of around 250-300 mil­ ballast facility here," Marstein says. As a result Stronger investments in interna­ be allocated to passenger traffic and pletely reliant on the railway and the railway im­ lion Norwegian kroner. Without railway trans­ of the derailment this spring and the line being tional transport will therefore be around 100 billion to freight traffic. provements with new sleepers are crucial to the port from here forestry would be unlikely to be closed for renovation, these deliveries have essential. Both Sweden and Denmark A large increase in freight on the Öxnered–Gothenburg company's future. "If we didn't have the railway profitable," says Frogner. In actual fact Moelven been lost. Next year looks much better and Complete 2012 are about to forge closer links to the railway would require increased I am fairly certain that our company would need Numedal has to transport timber and chips all Svene Pukkverk has secured the contract for de­ continent through new railway links capacity­ in the Norwegian railway to fold," Frogner says. the way to Gävle in eastern Sweden. It would livery of track ballast for the newly built Holm– for freight trains. Among other things, network. Among other things, this not be possible for that route to be profitable Nykirke section on the Vestfold Line. This means the Fermern­ Belt rail link between would involve passing loops for Gothenburg Västlänken Large ripple effects. Jernbaneverket's reopen­ by road," he says. extensive train traffic from Svene in 2015. Gothenburg Railway tunnel beneath city Denmark and Germany is set to open longer freight trains (750 metres), centre complete 2026 ing of the line to Svene means that the timber Until the line is fully open all the way to Fles­ "The reason why we are investing so many in 2021. The line will facilitate 79 more double tracks on the Ofoten Line can now be loaded at the site and the transport berg, the Numedal company transports most resources in this is the major importance the freight trains per day between the and new, fully equipped terminals in distance by road is reduced. However, complete of the chips by road to the Sokna facility, where Numedal Line has to both Moelven Numedal Varberg–Hamra continent and the Nordic region. Bergen, ­Trondheim and the Oslo area. Complete 2024 renovation of the line all the way up to Flesberg they are loaded onto trains. and the forestry industry in the region," "If Norway establishes a more Jernbaneverket­ is also considering will be key. "Only then will we be able to load "The makeshift solution means increased costs says Regional Director Stian Wesøy from ­efficient connection to the new electrifying the Solør and Røros Line, chips and timber directly onto the railway and we need the train to Flesberg to be back in ­Jernbane­verket. Nordic freight link, we will be able to linking the Gjøvik and Dovre Lines and Hallandsås Complete 2015 move more heavy goods traffic to the establishing reloading solutions for the Ängelholm–Maria Estimated start 2019 railway. If freight arrives in Norway by Bergen and Sørland lines. More competition for freight terminals Copenhagen–Ringsted Malmö Complete 2018 Copenhagen More competition is to ensure better service at the freight terminals. By assign­ ment to the Ministry of Transport and Communications Jernbaneverket initi­ Ganddal Freight ated a project in 2014 to facilitate more competition between terminal service Terminal. Ringsted–Femern Complete 2021 providers. The operation of all 12 railway terminals in the country will be put up for competitive tendering. Femern Belt Already in the second quarter 2015 Jernbaneverket set out the basis for the Complete 2021 competition for operation of the terminals at Ganddal near Stavanger and Puttgarden–Lübeck Brattøra near Trondheim. Tenderers must first be certified by Jernbaneverket Complete 2024 before they can enter into agreements with the freight companies and become Lübeck authorised terminal operators. The plan is for the two selected freight terminals to already have operators in place from the first quarter of 2016. The remaining ten terminals will be put up for competitive tendering by the end of 2017. Hamburg

24 | ON TRACK ON TRACK| 25 Internet-based switch point monitoring Acoustic sensor listens to the trains The future Detector warns of overheating New technology – fewer signal faults

New smart technology will substantially reduce the number of signal faults. And a sensor "listening" for faults on the trains has been installed near Drammen.

n the short term, the new says Tor Johnny Moen, who has been Faults on the trains are therefore identi­ technology means smarter and responsible for the internet-based fied before they become critical to the more efficient maintenance. system in Trondheim. infrastructure. Similar systems will be In the long term, all signal and installed at Skatval in Nord-Trøndelag safety systems will be replaced. No limits. "The experiences gained in and on the Ofoten Line this summer. Jernbaneverket is due to Trondheim will be actively used when Overheating detectors have also been haveI the first installation up and run­ we now prepare a strategy for monitor­ installed near tunnels. The aim is to ning within the "smart maintenance" ing of switch points," says Project stop trains that could cause fires. concept as early as 1 August 2015. The Owner Anna Gjerstad. most critical switch points will then be "There are no limits with regard to Signal faults will become rare. Over monitored with the aim of reducing the kind of objects we can monitor but time, "signal faults" will become rare. faults and thus contributing to ensur­ we will initially concentrate on those The reason for this is what is known as ing that more trains are running on that cause the most faults," says Sverre ERTMS. time. The switch points are first in line Kjenne. "The point machines on the With the introduction of this new as they are among the biggest culprits switch points are the clear number one. European signal system, a lot of the behind what we colloquially refer to as We know that we have an average of 0.3 old infrastructure that causes what we "signal faults". faults per point machine per year. currently refer to as "signal faults" will "More and more often maintenance Track circuits, used to determine where disappear, also removing an import­ is assessed by the condition of the ma­ on the line the trains are at any time ant cause of train delays. Exterior terial. This means that we are able to will also be given plenty of focus. It is indicat­ors for red and green lights, rectify faults and defects in the systems large ­volumes of cables and vulner­ before operations are affected," says "We are able to able isolated joints will all become Head of Department for Signals and superfluous. The train position will be Telecommunications, Sverre Kjenne. ­rectify faults and de- determined by axle counters rather fects in the systems than cables and the train drivers will Centre and pilot in Trondheim. before operations receive their messages and driving Jernbaneverket's operations centre in instructions via a screen inside the Trondheim will have a key role to play are affected." train. as the main monitoring centre and "But the most important thing alarm recipient. The telecommunica­ currently very complicated to locate about ERTMS is that we will renew the tion network and "data backbone" faults linked to track circuits. A third ex­ railway safety system, i.e. the actual along the tracks are already monitored ample is overhead lines. "Here we can "heart" of the signal systems. We will from here. The system is based on film and keep an eye on the overhead also introduce a new, nationwide renowned software and standards for line to make sure it is in the right posi­ ­traffic management system. The quality assurance and will be further tion to ensure optimal current transfer system will ensure improved coopera­ developed in close collaboration to the train," says Kjenne. tion and communication with train with experts in the various technical companies and passengers alike," says disciplines. Covering trains. The trains will also be Eivind Skorstad, Project Director for In 2008 a test system was installed monitored more than previously. At the implementation of ERTMS. at Trondheim central station for the Huseby between Lier and ­Drammen ERTMS will be operational on monitoring of a total of 16 switch an acoustic sensor that listens to the the Østfold Line Eastern Line, from points. The system will be used as a wheel bearings of passing trains has August this year. According to ERTMS will make signal faults rare, first on pilot system when the central monitor­ been installed. The system differ­ ­Jernbane­verket's signal plan, the the Østfold Line Eastern Line in August ing system is established. entiates between different sounds ­system will be established on the this year and with time across the entire country. "Experience shows that active and and records which carriages require entire railway­ network no later than extensive use of such systems reduces main­tenance with a high degree of 2030. The first suppliers will be the amount of faults by 30-50 percent," accuracy.­ ­pre-qualified during 2015.

26 | ON TRACK ON TRACK| 27 8 percent more efficient by 2017 More for the money 1.1 billion savings by 2023

More efficient than required "Simple and efficient" is the name of a streamlining scheme that will enable ­Jernbane­verket to develop the railway of the future in the most efficient way ­ possible. Initiatives are being implemented in a number of business areas.

Jernbaneverket has identified the greatest a responsibility to give more back to society streamlining scheme "A simple and efficient potential for improvements in the way in of the continuously increasing resources it railway", there will be direct cost reductions which we work within the following four benefits from. In other words, more of the and ­productivity improvements with the areas: funding will be used for maintenance and same resource consumption as previously. Traffic management improvements of railway lines and less will To a large extent the solution will be the be spent on administration. Operations and maintenance implementation of new technology but will also include more ­efficient planning and ­or Planning and development Goals and background. The national ganisation of projects and human resources. Support functions transport plan for 2014-2023 is based The goal of all the initiatives is to be able Specific initiatives and timeframes for each on ­Jernbaneverket streamlining its own to handle an overall growth in activity with­ area have been adopted. Some of the initiat­ activities by 10-15 percent by 2023, but out increasing the resource consumption for ives chosen are not necessarily the easiest for ­Jernbaneverket has even higher ambitions administration. The total savings have been measuring short-term effects but the Dir­ector for itself. The aim is to become eight percent estimated at 1,150 million Norwegian kroner General is clear about Jernbaneverket­ having more efficient by 2017. In line with the by 2023.

Operations and maintenance Planning and development Support functions Traffic management In 2014, savings of 3 million Norwegian kroner have In 2014, savings of 15 million Norwegian kroner have The first effects from this sub-scheme are anticipated In 2014, savings of around 60 million Norwegian kroner have been realised as part of this sub-scheme. An anticipated been realised in the sub-scheme and savings of around in 2015 with a saving of around 25 million Norwegian been realised through renegotiation of supplier agreements streamlining saving of around 12 million Norwegian 55 million Norwegian kroner are anticipated in 2015. kroner. and initiatives resulting in a lower requirement for support kroner is expected in 2015. employees. In 2015 an additional 90 million Norwegian kroner are anticipated in streamlining savings.

More efficient traffic management includes: More efficient operations and maintenance includes: Efficient planning and development includes: Efficient support includes: • The implementation of the European Rail • Correct positioning of emergency teams and equipment • Efficient planning processes to ensure rational implementa­ • Reduced costs for ICT through standardisation and improved Traffic Management System (ERTMS) • Improved utilisation of time allocated for work on the tracks tion of development projects control • More than halving the number of dispatchers in the 63 • Possibility of long-term planning and more rational operations • Increased use of prime contracts for maximum utilisation of • Improved utilisation of the transfer capacity in Jernbaneverket's manually controlled stations as more stations become through multi-year funding for renewal works the supplier market own telecommunications lines remote controlled • The right expertise at the right place and good transfer of • Standardised technical solutions such as 3D project • Standardised and simplified finance management processes • The implementation of a new web-based tool for route expertise to new employees and apprentices ­engineering for an improved visual overview • Simple document management with good system solutions planning and booking of train routes. • Correct and more standardised equipment fleet • Cost reduction through standardisation of sealing methods • Less safety guard hire where appropriate • Automatic, digital issuing of route orders to train drivers via for tunnels • Reduced vehicle use tablets • Improved procurement agreements • Clarification of the fire concept principle for tunnels • Good maintenance management and measuring of • Electronic shift planning for traffic controllers and others • Reduced travel costs through increased use of video conference ­productivity through systematic improvement work • Cost reduction through space-efficient solutions for the who work shifts equipment placement of cables, technical structures and other railway • Secure access to the correct documentation • Release of more time for professional activities through simplified • Improved remote control software, which may reduce the technology number of Traffic Control Centres nationwide • Good overview within procurement, warehousing and logistics timekeeping and other administration relating to employment • A new system for customer and traffic information, provid­ ing better information but necessitating fewer employees. • Removal of manual procedures for property management and operations and maintenance of property

28 | ON TRACK ON TRACK| 29 33 level crossings removed Safety and the environment Teaching children to be safe around trains 122 level crossing initiatives 75 million Norwegian kroner are spent annually to secure and remove level crossings and the number of accidents appears to be decreasing. "A plan has been ­created to secure Lukas visits the Norwegian and remove level railway museum crossings.­ The mascot Lukas the Lion is an important educational tool used The aim is to halve by Jernbaneverket in its work to raise awareness amongst children the number of level about the use of level crossings. He celebrated his birthday during spring 2014 at the Norwegian railway museum at Hamar. crossing-related accidents."­ hen the On 5 April 2014 everything ­employees was ready for the birthday at the celebrations with squash and Norwegian buns ready to be served. The railway mu­ birthday party also featured Wseum were asked by Commu­ drawing, colouring and treas­ nications Consultant and “lion ure hunts with prizes. Lukas mum” Carin Petterson from the Lion's next show at the Jernbaneverket whether the museum was over two days museum could host Lukas the in June in connection with Lion's birthday party in spring the "nursery days" at which all 2014, there was nothing but nursery children in Hamar are positive responses. Lukas the invited to spend a day at the Lion had previously visited the museum. It was an exciting museum during the "railway event to be part of and several museum day" in autumn 2013, of the children said that they chatting with children and had also been to the birthday adults about trains and safety. party. Invitations to the birthday During "children's day" celebrations were issued in October, Lukas the Lion through advertisements greeted everyone outside of the Road culvert under construction on the and children were given the museum as they arrived. Lukas Dovre Line at Tømten. chance to get to know Lukas also made guest appearances Pedestrians will be and what he is interested in – at various events in Arna and given a separate underpass to the side. railway safety. Åndalsnes during autumn 2014.

ast year, Jernbaneverket ing Coordinator Tore Voss Fagervold. crossings requires great caution. Level crossings completed initiatives on "A plan has been created to secure Three private level crossings with • The railway network has a total of 122 level crossings and 33 and remove level crossings. The aim is gates at Jessnes to the north of Hamar 3,566 level crossings of them were closed down. to halve the number of level cross­ were among those that were closed • Nearly 700 of these can be found on Removing or securing ing accidents and the main initiative down last year and replaced by an lines without regular traffic as many level crossings as possible is will be to remove or secure so-called underpass. The crossings were previ­ L • Around 1,150 are temporarily out of one of Jernbaneverket's key invest­ insecure level crossings with gates ously agricultural crossings but were service ment areas within safety work, as currently used by motor vehicles," he used by local cottage owners until • 450 have been secured using lights, they account for around one third of continues. Private level crossings with 2014. "The old level crossings were re­ claxons and barrier signals the death risk associated with railway gates are only found in areas where placed by a concrete underpass. When • Around 200 level crossings are closed traffic. Thankfully the trend shows a only a small number of people usually private level crossings are removed we to motor traffic reduction in the number of accidents. cross the tracks. Nevertheless, this generally remove several in the same "Safety work is continuous work and type of level crossing does constitute area to steer traffic to an underpass • 1,050 are either agricultural crossings (700) or crossings with gates (approx­ we work actively to reduce the num­ the majority of level crossings in the or bridge," explains Project Manager imately 300) that are in daily use by ber of accidents," explains Level Cross­ country. All traffic across such level Werner Moen. motor vehicles

30 | ON TRACK ON TRACK| 31 Reduction of dangerous trespassing on the track Forest felling keeps wildlife away from the track Safety and the environment Spawning grounds identified prior to construction commencing

Far fewer animals hit by trains Despite there being many more trains running, the number of animals hit by trains has not been this low since 2005.

1,447 animals were hit on Norwegian adopted in respect of collisions with railway lines in 2014, around 700 less than moose, domesticated reindeer and sheep the previous year. This is likely linked to for the period 2014-2017. Jernbaneverket having systematically Jernbaneverket collaborates with the felled trees along railway lines over the last sheep and reindeer industries on local five years. initiatives. Among the things offered is "Even if there are more factors affect­ financial assistance to relocate reindeer ing the number of animals hit by trains, flocks across the railway track to new we're confident that the forest felling has pasture areas. Jernbaneverket can also contributed to this happy outcome," says provide funding for sheep fencing along Maintenance Director Odd Erik Berg. Vege­ most lines provided that the industry itself tation was cut and cleared at a total cost of carries out repairs and maintenance of the 50 million Norwegian kroner in 2014. fencing. Other relevant factors include variations On the Bergen Line electric fencing has in snow volumes and pasture conditions, been erected along several sub-sections but Jernbaneverket has observed a down­ in Hallingdal, something which has been ward trend in recent years, since the forest found to be effective for keeping moose felling project was implemented for real. away from the track. The exception was 2013 when there was Moose collisions top the statistics with an increase. The average for the last ten 32 percent of all animals hit being moose. years is 1,861 animals hit, while the 2014 This is followed by venison (21 percent), figure was 1,447. domesticated reindeer (16), sheep (15) and Increased safety on the In spring 2014 an action plan was deer (5).

The following has been done at Kråkstad, Eastern Line Tomter, Spydeberg, Askim and Mysen: • Fencing of the station area and Bergen–Arna: During summer the Østfold Line was subject to a complete transformation. fences between the tracks to prevent illegal crossing of the tracks. Taking the pulse of Not only have the stations along the Eastern Line been modernised but safety • Universal design with ramps and has been increased at all levels. stairs, handrails and extensive illu­ mination of the entire general area. the river n May 2007 when a trial section While the new signal system and remo­ heavy hubs in the small towns and • Central platforms have been Storelva is Hordaland's best salmon river. That will also was to be chosen for the imple­ te control system for the section mean villages in inner Østfold there were pre­ removed and new platforms have be the case when the work to broaden and extend the river mentation of the ERTMS signalling increased safety in future, the most viously slightly chaotic conditions. Cars, been established on either side of culvert below Arna station has been completed. the tracks (76 cm high and with a system, the choice was the final visible safety initiatives can be found prams and schoolchildren were crossing To prevent the fish stock in the river from being destroyed, minimum length of 220 metres) Jernbaneverket has identified and recorded fish and spawning section of the Østfold Line. The in the new user-friendly stations. The the level crossings together, on the same grounds in the river. The same type of study will be conducted • New overhead line system commonI European system for rail traffic platforms are at least 220 metres long, narrow roads without any pavements.­ when the construction works are complete to establish management was therefore tested ini­ the stations have been given a universal The new road barrier systems that are • New road barrier system with separ­ whether the fish are equally happy afterwards. tially between Rakkestad and Sarpsborg,­ design and have been equipped with used at level crossings have separate ate walkway/barrier for pedestrians "I would like to praise the with the official opening of the trial new underpasses or overpasses. At pedestrian paths and barriers to protect project management who take • Askim has been given a new general section taking place in December 2013. Spydeberg the overpass bridge will be pedestrians from road traffic. In addition, public underpass with stairs and a lift environmental responsibilities ready in June 2015 and the underpass the claxons from the system are aimed this seriously. The identifica­ The summer job. Five stations were at Askim with stairs and lifts opened at pedestrians while motorists find more • Mysen has been given a new stabling tion was not ordered by the rebuilt during summer 2014. In addition in December. A new overpass bridge benefit from the light signals to alert to track with train heat and a new over­ environmental authorities, but pass bridge to initiatives to increase safety for pas­ was subsequently designed at Mysen approaching trains. With a new platform Jernbaneverket still chose to implement it," says Environ­ sengers and neighbours of the railway, as well. It will be complete in October- height of 76 cm and a solid fence • Spydeberg will be given a new overpass bridge. mental Consultant Silja Oda all technical installations in the current November 2015. between the tracks at the stations, illegal Solheimslid, who has been station buildings were removed and and dangerous crossing of the tracks is • Remote controls maintain the current hired from Cowi AS. established in a new technical structure. Level crossings. In the most traffic-­ also greatly reduced. safety levels without local dispatchers

32 | ON TRACK ON TRACK| 33 2-metre culverts against flood damage Researching climate adaptations Safety and the environment Putting ground heat to use

Pipes for water- borne heat are Ready for being installed under the platform deck at Høvik wet and wild station. Stabekk and Høvik weather ­create their own heat Stabekk and Høvik are the first stations in Norway to harvest platform heating from their own land. Energy consumption is "This is how it should be done," applauds thereby reduced by around two thirds, which is good for both ­Hydrologist Steinar Myrabø­ from Jernbane­verket finances and the environment. to the Project Manager for the new E6 through 30 energy wells under the costs and reduced energy con­ parking area at stations are being sumption mean that it is worth it Gudbrandsdalen, Øyvind Moshagen from the used as the heat source for a over time. This applies regardless ­Norwegian Public Roads Administration.­ Never has heat pump, providing sufficient of whether heating cables are heat to keep the platforms compared to electrical heating a European road been built to withstand ­wetter and ice-free during winter. Water is or shovelling and gritting. Geo­ routed down into the 300 metre thermal heat is also low-emission wilder weather. The development is taking place in deep wells, further heated using form of energy and in this case heat pumps and sluiced over to it would not have been utilised close cooperation with Jernbaneverket. a system for water-borne heat for any other purpose. The under the platform deck. experiences from Stabekk and The investment costs associ­ Høvik will inspire investments in ated with the installations are geothermal heat in connection igantic two-metre culverts Energy Directorate started a four-year the Dovre Line is prepared for large Øyvind Moshagen from the in 2013," Myrabø claims. "But when for everyday use. One example is the large but lower maintenance with future station upgrades. Norwegian Public Roads Admi- are one of the initiatives long collaborative project called NIFS water flows." nistration (left) and Steinar we see how the E6 project at the field manual for floods and landslides, for managing flood water (natural hazards, infrastructure, floods This happened in Gudbrandsdaleen Myrabø from Jernbaneverket Lillehammer–Otta section has learned designed to provide support for both from the high hillsides in and landslides). Three pilot projects during the last two floods when it demonstrate the dimensions from the experiences of the last two experienced and inexperienced profes­ Jernbaneverket is drilling for of the culverts that are now GudbrandsdalenG that will protect both were established across the agencies resulted in substantial natural dam­ floods, there is definitely grounds for sionals and consultants following up geothermal heat. Traditional being used to manage the snow shovelling and gritting the new E6 and the Dovre Line. The and sector regions in Gudbrandsdalen age totalling several hundred million flood water from the tributa- optimism. It is entirely possible to on flood and landslide incidents in the will soon be history at the cooperation will be the model for the to handle floods and water that has Norwegian kroner and causing the ries in the steep terrain. get up to date with the maintenance field. The manual is designed to help stations in Høvik and Stabekk. rest of the country. gone off course. railway to be completely closed for backlog on the Dovre Line," the them with their assessments and en­ "The costs for drainage and water "The key for reducing flood damage several weeks. The substructure of ­hydrologist says. sure that they work safely. The manual management in the E6 project have on the Dovre Line and E6 through Gud­ the Dovre Line acted as a dam and became available in spring 2015. more than doubled due to the new brandsdalen is about keeping control in collapsed after several decades of in­ New technology – new possibilities.­ The NIFS project is now entering its requirements in the standard for roads the tributaries. The Lillehammer–Otta adequate maintenance and upgrades. Drone-based technology opens up final year but the next big investment and railways," says Project Manager E6 project demonstrates how it should new possibilities for monitoring and within climate adaptation research has Øyvind Moshagen. "We have modi­ be done," Myrabø says. He praises notification of landslides and floods already been planned. Jernbaneverket fied streams, extended bridges across Moshagen and the Norwegian Public "The key for reducing threatening the railway. Robust solu­ participates as one of 18 parties in a smaller waterways and added more and Roads Administration for how the new flood damage on the tions for use in adverse weather condi­ new centre for research-oriented in­ better initiatives with regard to safety. European road is being built. Dovre Line and E6 tions and over long distances are not novation, SFI Klima 2050, which, over In light of the experiences from the yet available as off-the-shelf products the course of eight years, will study floods in 2011 and 2013, the new road Like a dam. "In buiding a new E6 we through Gudbrands- and further development of the tech­ climate adaptation of buildings and has been dimensioned for a 200-year have an excellent premise for hand­ dalen is about keep- nology will be necessary before it can infrastructure. The centre's ambitions flood plus a safety margin of one ling larger water volumes that will ing control in the be used in everyday work. are to develop expertise at a high metre, from which the Dovre Line will pass both the road and the railway," international level in order to reduce also benefit. Moshagen says and adds: "We are just tributaries."­ Research and climate adaptations. societal hazards linked to climate as vulnerable if something unforeseen The NIFS (naturfare.no) research changes, increased precipitation and Across agencies. It was in 2012 happens far up in the valleys that Optimism. "If culverts, drainage project is looking for good, efficient flood water in developed environ­ that Jernbaneverket, the Norwegian results in rivers and large streams routes and streams had been main­ and future-oriented solutions to ments. SINTEF is the host institution for Public Roads Administration and changing course and ending up tained better the extent of the dam­ handle natural hazards and emphas­ the centre, which is partly financed by the Norwegian Water Resources and somewhere where neither the E6 nor age would have been much smaller ises the development of useful tools the Norwegian Research Council.

34 | ON TRACK ON TRACK| 35 The year in brief 2014

1 2 dren that he gets scared when people ­intense, 24/7 efforts, the ­Bergen Line 4 do not look out for the train. is able to open again after a few days whereas the damage to the Flåm Line takes longer to rectify. In Romsdalen, June the Mannen mountain is threatening to 4 18 June: The construction and slide and results in the Rauma Line being civil engineering industry, led by the closed for three weeks. Minister of Labour and Social Affairs, Robert Eriksson, sets mutual goals for 28 October: Jernbaneverket and an injury-free industry. Director General ­Østlandssamarbeidet (the Eastern of Jernbaneverket, Elisabeth Enger, ­Norway Cooperative) arrange a signs a charter in which Jernbaneverket ­conference about the InterCity develop­ commits to being a leading construc­ ment. Several politicians voice their sup­ tion client organisation when it comes port for completing the development to HSE and safety at the construction by 2030 to stay ahead of population Hauerseter training centre 3 sites. growth. January–February NSB's customer satisfaction survey 11 January: Train traffic manage­ 2 6 March: More than 200 viewers shows that train passengers are happier ment on the Ofoten Line has been turn up to watch Secretary of State Bård July with traffic information and station 5 streamlined. Electronic distribution of Hoksrud fire the final blast of explosives July: In summer 2014 train punctuality areas for which Jernbaneverket is timetable information via PCs and tab­ at the Holmestrand gate. With this, a is lower than usual as a result of buck­ responsible. lets directly to train drivers has replaced continuous 12-kilometre long tunnel ling and record heat. Jernbaneverket paper-based information and makes has been build past Holmestrand. decides to focus more on prevention in the working day easier. summer 2015. November 14 March: Jernbaneverket enters into a – December January/February: The snow is falling new agreement concerning assistance 15 November: Jernbaneverket is ready heavily and it is a challenge to keep services at Oslo S. August for winter. Heavy yellow machinery and it away from the railway in Eastern The guard service at the stations will 5 August: Trondheim–Støren marks nearly 1,500 employees are ready to Norway, the Bergen Line and the now help people with various func­ its 150-year anniversary on Saturday clear platforms and 4,000 kilometres of Sørland Line. Jernbaneverket's Di3 train tional impairments find their train. 16 August, and Director General of tracks. with ploughing equipment is running Jernbaneverket, Elisabeth Enger, has Parliamentary negotiations result in continuously and a large snow plough the chance to have a dance with “Bør an additional 380 million Norwegian from the mountain stretch on the April – May Børson”. kroner for the operation and mainten­ Bergen Line must be shipped south to 3 1 April: Jernbaneverket’s new ance of the railway. This enables the Sørland Line. organisation comes into force. The aim September ­Jernbaneverket to tackle the mainte­ is to simplify and streamline business. nance backlog in 2015 and demon­ 6 1 26 February: The Kongsvinger Less money will be spent on administra­ – October strate that further investments are stabling facility, with enough space to tion and more money will be allocated 24 September: The Norwegian Railway worthwhile. park five Flirt trains, is officially opened to work "out on the track". Inspectorate authorises an exemption by Secretary of State Bård Hoksrud from In order to develop and ensure suf­ from the regulations relating to train 23 November: Jernbaneverket and NSB the Ministry of Transport and Com­ ficient railway engineering capacity and operations, allowing longer and more initiate full-scale function testing of the munications. The facility is crucial to expertise for the future, both internally efficient work sessions on several line new electronic distribution system for the development of the Kongsvinger and elsewhere in the railway sector, sections without remote control until 1 timetable information, FIDO. The system Line and implementation of the new Jernbaneverket establishes a strategic October 2019. will be put into use by traffic manage­ timetable. staff unit, the Competence Centre, Prior to this, Jernbaneverket had proposed ment across the entire country in 2015. which will also be responsible for the the inclusion of new measures in work Norwegian railway school. instructions in order to uphold safety. 18 December: Jernbaneverket signs March the contracts to ensure the transfer 4 March: Jernbaneverket launches a 24-25 May: MiniØya children's festival 6 October: Vast precipitation volumes of operational responsibilities and new net-based service with punctuality in the Tøyen Park in Oslo is visited by and the 200-year flood in WesternNorway ­ the facilitation of more competion data for each individual train departure Jernbaneverket’s mascot. Lukas the Lion wash away the ground underneath the between operators at the railway freight and route. is a train driver and explains to the chil­ railway at several locations.­ Following terminals.

36 | ON TRACK ON TRACK| 37 Jernbaneverket then and now

Director General Deputy 161 years of Norwegian CEO Director General

Strategic Planning Communication and Technology railway history International Affairs

Corporate Governance Jernbaneverket's new Project Safety and Organisational 1854 The first railway line in Norway (Kristiania–Eidsvoll) opens. Management Narvik Narvik Development 1890– 1,419 kilometres of tracks are built in Norway. organisation emphasises 1910 Traffic Operations and Infrastructure Intercity Customer Services Management

1909 The Bergen Line is completed. The price was the Planning and Governance Units Governance Units Follo Line the lines of responsibility ­equivalent of an entire national budget. Technology Bodø Bodø

Construction Stations Terminals Energy Supply Transport 1938 The Sørland Line to Kristiansand opens. Projects West From 1 April 2014 the railway lines in Norway are

Regions: 1940– German forces assume control of NSB Restrictions Timetabling Customer and Traffic Signalling Construction split into six areas. The responsibility for ­operations, Information North and Telecom Projects East 1945 on energy consumption give the railway a near-monopoly Mid-Norway West maintenance and minor investments within on transport. The railway network is expanded by 450 km Traffic East South Property Oslo Corridor Infrastructure Traffic South/West Projects using POWs. Traffic North East Gunnar G. Løvås, Deputy Director General Bjerka Bjerka 08.09.2014 each area is clearly defined and positioned in 1952 Funds are granted for the electrification of the railway ­Jernbane­verket's new line organisation. network under the motto "Away with the steam" ("Vekk med dampen").

1969– The 1952 electrification plan is completed. About Jernbaneverket 1970 Jernbaneverket plans, constructs, Director General of Jernbaneverket,­ as 1996 NSB is split into NSB BA and Jernbaneverket. operates and maintains the Norwegian well as the major development projects railway network and is responsible for that report directly to management via 1999 The Gardermoen Line. The first high-speed railway in traffic control. Among other things, the Deputy Director General. Norway is a success. traffic control entails distributing avail­ able track capacity to the different train Jernbaneverket employees­ Steinkjer Steinkjer 2000 The tragic Åsta accident, the third big railway accident Trondheim Trondheim in Norway in 50 years, leaves its mark on the railway at the companies, timetabling, train manage­ are spread across much of the turn of the Millennium. ment and public information at the ­country and have a broad range stations. Jernbaneverket is a subsidiary of ­professional expertise. In Støren Støren OmrådeNorthern Nord Region 2004 NSB and Jernbaneverket celebrate the agency of the Ministry of Transport and J­ernbaneverket, you can find Of otbaneOfn oten line 150-year anniversary of the railway together Communications. ­dispatchers, traffic controllers, railway s s Nordlandsbanen Nordland Nor lined North fitters, land consolidation graduates, Åndalsne Åndalsne Nordlandsbanen Nordland Sø liner South 2005 The largest development project within Norway, the Jernbaneverket is managed by the construction managers, architects, double track between Sandvika and Asker, opens. OmrådeMid-Norway Midt Region ­Director General, Elisabeth Enger. In geotechnicans, supervisors, environ­ Trønderbanen Trønder line 2007 In Jæren, the Ganddal freight terminal near Sandnes is 2013 a new organisation was adopted. mental advisers, engineers and track Rør os- ogRør Solørbanenos and Solør line completed in December. In total, about 100 development From 1 April 2014 Jernbane­verket coordinators, to mention some of the Do vre- ogDo Ravrumabanene and Rauma line projects worth NOK 2.2 billion were completed. consists of the following main divisions:­ many occupations represented. As of Infrastructure Division, Traffic and 31/12/2014 the number of employees OmrådeOslo Oslokorridore Corridor Regionn 2008 The Oslo Project for the renewal of the railway network Lillehammer Lillehammer Marketing Division and the staff of the in Jernbaneverket was 4,039. Do vrebanenDovre Sør line South through Oslo starts in spring. Gjøvik Gjøvik Hoved- ogM Gardermobaneain line and Gardermoenn line Hamar The introduction of a new is Hamar travel guarantee scheme Oslo Oslo line approved. Haugastøl Haugastøl l l Ve stfoldbaneVestfnold line Ro Ro Eidsvol Eidsvol a a Bergen Bergen 2010 A decision is made to build a dual tunnel in what will Kongsvinger Kongsvinger OmrådeWestern Vest Region become the longest railway tunnel in Norway on the r o r o Lillestrøm Lillestrøm Ber gensbanenBergen Ve linest West Follo Line, the 22 km new double track that will be built Hokks HokksAske Osl Aske Osl un un Ber gensbanenBergen Øs linet East between Oslo and Ski. d Sdpikkesta Spikkesta Dram Dram m d m d e e OmrådeEastern Øst Region 2012 The punctuality of train traffic is better than for years, Nordagutu Nordagutu n n Østf oldbaneØstfnold line with nine out of ten trains running on time. n n kien kien lde lde Kongsvinger- Kongsvinger og Gjøvik andbane Gjøvikn line S S Ha Ha 2013 The national transport plan for 2014-2023 is presented,­ Stavanger Stavanger according to which an investment of 168 billion OmrådeSouthern Sør Region d d ­Norwegian kroner will be spent on the railway in Sørlandsbanen Sørland Øs linet East the next ten years. Sørlandsbanen Sørland Midt line Central Kristiansan Kristiansan Sørlandsbanen Sørland Ve linest West 2014 Full route restructuring allows more trains from December.

2015 Changing railway sector. The Norwegian government presents a railway reform proposal.

38 | ON TRACK ON TRACK| 39 Contact us Jerbaneverket units are located at several sites throughout the country. For more detailed information, visit our website or call our nationwide telephone service: 05280 From abroad (+47) 22 45 50 00

Postal address Jernbaneverket (Norwegian National Rail Administration), Postbox 4350, N-2308 Hamar Email [email protected]

Jernbaneverket’s customer service centre can be reached on: Email: [email protected] SMS/MMS: Text JBV to 26112 Facebook.com/Jernbaneverket and Twitter.com/Jernbaneverket www.jernbaneverket.no