OnA brief look at the activitiestrack of Jernbaneverket 09

Our objective is to be a reliable provider of rail services Jernbaneverket, the Norwegian National Rail Administration, is currently implementing a number of measures which will significantly improve the punctuality of train services.

ON 2009 | 1 Contents “Our main objective is to improve punctuality and customer satisfaction!”

editorial

156 years of Norwegian railway history 2 Editorial 3 156 years of Norwegian This is Jernbaneverket 4 railway history The year in review 6 1854 's first railway line The development process 8 (Kristiania - Eidsvoll) opens.

1890– Railway lines totalling 1 419 km are built in Norway. 1 Jernbaneverket and our customers 10 1910 An eventful year What can we do to achieve punctuality? 12 1909 The line Jernbaneverket was subject to strong criticism in 2009, from the media and commuters Who does what when problems occur? 14 is completed at a cost equivalent to the entire national budget. alike. Modernising the national railway system is a laborious and time-consuming task, You will be informed! 16 The great maintenance boost 18 despite the extra allocation of funding. 1938 The Sørland line Platforms for everyone! 20 to opens. Strained track capacity 21 was a nal railways over the next decade. 1940– The German occupation forces take control of milestone This means that we are recruiting at 1945 NSB, Norwegian State Railway. Restrictions on fuel year for a record pace. We need engineers, consumption give the railway a near monopoly on 2009 Jernbaneverket and for the develop- installation technicians and skilled 2 Development projects 23 transport. The railway network is extended by 450 km using prisoners of war as forced labour. ment of the national rail network. workers. Major construction work underway 23 In June, the National Transport Plan The phases of a major construction project 26 1952 Funds are allocated for electrification of the railway (NTP) was adopted by the Norwegian Jernbaneverket is building and network under the motto “Away with steam”. Parliament, the . We achieved renewing for our customers. This Our good neighbours 27 breakthrough in the Bærum tunnel means that, in time, both passengers 1969– The 1952 electrification plan is completed. 1970 and station opened. The new and train companies will benefit double track between Sandnes and from our increased efforts. It will take 3 A modern railway 28 1996 Norwegian State Railway (NSB) is split into NSB BA Stavanger opened to traffic. These some time to catch up with years of The future is promising 28 (train operating company) and Jernbaneverket measures will help increase capacity insufficient maintenance, but we will (infrastructure manager) Next generation railway 32 for both passengers and freight, and improve customer satisfaction! We Elisabeth Enger contribute to a more robust railway. will do our utmost to improve punc- director general tuality. We will improve passenger 1999 The Moreover, Jernbaneverket stepped information – particularly in the event Corporate social responsibility, Norway’s first high-speed line, from to Garder- 4 moen airport, enters service with great success. up its maintenance and renewal ef- of major disruptions. We will continue environment and safety 34 forts significantly in 2009. Therefore, it our efforts to further strengthen and Pillars of society 34 2000 The tragedy at Åsta, Norway's third largest rail was particularly unfortunate that the develop our safety culture, and we accident in 50 years, leaves its mark on the railways year should end with poor operational aim to complete our development at the start of the new millennium. Safe travel by train! 38 stability. projects in the shortest time possible. Better safe than sorry 39 2004 NSB AS and Jernbaneverket jointly celebrate In good hands 40 Towards the end of the year, travel- Maintaining and building railways 150 years lers were faced with major disrup- is both complicated and time-con- of Norwegian railways. tions due to severe cold spells and suming. Most of the work has to be Working in Jernbaneverket 42 heavy snow, which resulted in strong done while trains are operating. To 2005 Norway’s largest onshore construction project, the criticism from commuters and the ensure that our projects are comple- Full focus on recruitment and expertise 42 new double track line between and Asker, opens to traffic. media alike. One positive side effect ted as quickly as possible, a higher of it all, however, is that the need for number of commuters than ever 2006 The railway enjoys growth in both freight and updates and modernisation of the before will be faced with cancelled passenger traffic, and increases its market share. national railways is now on the poli- services due to closed railway sections. 2007 The Ganddal freight terminal at Sandnes in Jæren is tical agenda and there seems to be a In the summer of 2009, the completed in December. In all, around 100 different political will across party lines to work line was closed for 16 days. The Jæren construction projects valued at NOK 2.2 billion are for a more future-oriented railway in line was closed for as much as six Published by: Jernbaneverket, Oslo, April 2010 under way. Norway. months while the new double track Print run: 500 was completed. This summer, there 2008 Project Oslo to renew the railway network through Layout and design: Red Kommunikasjon/Dinamo Oslo starts in the spring. Introduction of a new travel We have been allocated the funds will be no train services on the Oslo Photo: Odd Furenes, Tore Holtet, Øystein Grue, Lillian guarantee scheme is approved. we need to carry out maintenance in Central Station – Drammen section Jonassen, Hilde Lillejord, Helge Sunde, Roy Sundsby- the Oslo area. Our next challenge will for four weeks. We are aware of the Hansen, Njål Svingheim, Dag Svinsås Figure: (Page 32): Banverket, the archive 2009 The National Transport Plan for 2010-2019 is presented. be to find enough qualified people inconvenience this causes to a great Text: Arne Danielsen/Jernbaneverket According to the plan, NOK to embark on the many tasks and number of people, but this work is Printing/production: RK Grafisk projects at hand. We are building and essential in order to ensure that we English translation: TranslatørXpress 92 billion renewing as fast as we can these days. can provide a reliable railway service! will be invested in the railways over the next 10 years. According to the NTP, as much as NOK 92 billion will be invested in the natio-

2 | ON TRACK 2009 ON TRACK 2009 | 3 For more figures, The number of permanent please see our 2009 Annual Report This is Jernbaneverket 3 102 employees in 2009 was 3 102 on www.jernbaneverket.no

ernbaneverket provides Management and Infrastructure Con- Norway’s train companies struction. with a safe and efficient trans- port system. Targets for the rail sector We plan, construct and The Ministry of Transport and Com- Jmaintain the railway network, inclu- munications sets specific requirements ding stations and terminals. for how Jernbaneverket should manage We are also responsible for day-to-day the resources it is allocated. Our achie- traffic management. Our employees vement of performance targets for the Rail plays a key role have expertise in a range of specia- 2009 fiscal year in the following focus list fields such as civil and electrical areas is detailed in the Annual Report engineering, telecommunications, for 2009 at www.jernbaneverket.no. in Society social planning, scheduling and traffic management. With more than 56 million passenger journeys in 2009 Jernbaneverket is a government agency reporting to the Ministry of and considerable volumes of freight being transported Transport and Communications. The Norwegian parliament, the Storting, facts over long distances, the railway helps meet society’s sets out long-term plans for develo- transport challenges in an efficient and environmentally ping the rail network in the National Focus areas 2010 friendly manner. Transport Plan (NTP), as well as appro- ving Jernbaneverket’s annual budget. Safety, punctuality and customer satisfaction Organisational structure Productivity and quality Jernbaneverket comprises the fol- lowing main divisions: Competence and culture The Director General and her staff, Traffic Management, Infrastructure

Financial highlights for Jernbaneverket (NOK million)

2009 2008 2007 Restructuring funds 0.0 0.4 10.6 Operations and maintenance 4 575.5 3 616.4 3 302.9 Operation and maintenance of the Airport line 91.9 76.3 67.2 Investment in new infrastructure 3 134.0 2 364.9 2 290.8 Grant-funded expenditure 7 801.3 6 058.0 5 671.5

Track access charges 86.7 94.1 100.1 Sale of electricity for train operations 224.8 240.3 181.2 Other revenue 338.8 251.5 215.0 Revenue to state accounts 650.3 585.9 496.3

Total operating revenue 4 360.0 4 132.6 3 526.1 Total operating expenses 4 475.6 4 112.7 3 814.4 Total interest and other items 2.4 4.4 (1.2) Result for the year (118.0) 15.4 (287.1)

Grant coverage (as %) 84.9 83.5 84.9 Payroll as % of operating expenses 22.5 24.8 25.2 Full-time equivalent employees in Jernbaneverket 3 066 2 941 2 855

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

4 | ON TRACK 2009 ON TRACK 2009 | 5 The year in review

October 7 During the weekend of 10-11 October, Jernbaneverket completed major constructi- on and maintenance work at several points along the . A bus replacement service operated during the line closure, during which three new underpasses and a new bridge were constructed, rails replaced and ballast cleaned. At the same time, rocks were removed from the mountainsides to prevent rockslides. The result of the extensive maintenance 1 work on the railway network became visible towards the end of the month. The number of faults in the signalling system and railway which will allow for easier boarding and safety installations have been reduced by 20 January disembarking in 2009. per cent and the number of hours of delay The Ministry of Transport and caused by infrastructure faults has been 09Communication’s letter of allocation for reduced by 10 – 15 per cent. May 2009 confirmed an allocation of NOK A new method was adopted to analyse the 7.073 billion to Jernbaneverket. This is Large-scale maintenance and renewal causes of delays. The objective is to reveal an increase of approximately NOK 1.2 work was carried out on the important the underlying causes of why some trains are billion compared with the previous year. 32-kilometre long Roa-Hønefoss line this more often delayed than others. The analysis The Ministry called for efficient efforts spring. The line is frequently used by freight tool is called PIMS, and the method has been to reduce the number of delays and trains on their way to and from Oslo and developed under the direction of SINTEF in other cancellations that Jernbaneverket Bergen. Around 11 000 worn out sleepers collaboration with Jernbaneverket and the is responsible for, that we improve the were replaced and the track is all-welded. 5 train companies. punctuality of our service and express our The line is an important diversion route goal achievement more openly. during construction work or disruptions on the . November 8 8 Jernbaneverket set a new record for February ballast cleaning in 2009. A 85-kilometre 1 “The great maintenance boost” June stretch of the railway network was cleaned was launched. The level of renewal and 5 The centennial of the Bergen line was and another 53-kilometre stretch made ready maintenance of the railway network will celebrated with an old-fashioned steam 2 for cleaning by the end of the year. The high be significantly strengthened due to a train journey from Oslo to Bergen stop- activity level will continue in 2010, ensuring historically high maintenance budget and ping along the way for local festivities. optimal track quality for many years to come. funds from the Norwegian government The work that has been ongoing for years The opening of the Bergen line on 27 job creation package. to increase the load limit of the November 1909 was celebrated with a gala 2 Heavy snowfall in was completed this summer. Taller carria- performance in Grieghallen on 20 November. required massive efforts from the line- ges may now pass through the tunnels. 6 The performance will mark the end of the clearing crew. Also administrative person- 9 centennial celebrations that have been ongoing nel were asked to contribute. throughout the whole of 2009. One of the July highlights of the celebrations was a steam The Drammen line closed on 17 July. The train journey from Oslo to Bergen in June. March line remained closed for 16 days due to Jernbaneverket introduced a new system maintenance work. for punctuality reporting. From now December on, updated train punctuality figures New traffic regulations were introduced on are released weekly and monthly on August 13 December for the state railway network. Jernbaneverket’s web pages. A new platform at Lysaker station opened Before the new regulations came into force, on 3 August. all operative personnel received the necessary 3 On 13 March, the Minister for Transport 3 and Communications Liv Signe Navarsete, training. the Minister of Finance Kristin Halvorsen and September 7 9 On 14 December, the Minister for Trans- Prime Minister Jens Stoltenberg travelled The junction Nye Lysaker station was of- port and Communications Magnhild Meltveit by train from (Oslo S) to ficially opened on 1 September. Kleppa officially opened the new double track Ski to present the National Transport Plan. between Sandnes and Stavanger. The ministers stated that the plan will be 6 The Airport Express Train service to Drammen was officially opened on 2 Sep- Several faults on the infrastructure in the implemented regardless of the economic Oslo area significantly disrupted train situation. tember. Managing Director of the Airport Express Train Linda Bernander Silseth (left), services. Moreover, major maintenance Minister for Transport and Communica- work on the track caused speed reductions tions Liv Signe Navarsete and Director and further delays – in order to improve the April services in the long run. A prolonged cold 4 A new double-width extended plat- General Elisabeth Enger are very pleased with the new service extension. spell intensified the problems with the train form at Flåm Station opened on 15 April. services as well as the infrastructure. Director Flåm utvikling AS and Jernbaneverket Passenger traffic information was im- General Elisabeth Enger apologised for the contributed approximately NOK 2 million proved. Almost 100 new monitors were disruptions and assured travellers that the each. This is the first of a total of 18 installed this autumn and 130 stations situation is being addressed. stations to have extended platforms, received new loud speaker systems. 4 7 9

6 | ON TRACK 2009 ON TRACK 2009 | 7 “Our objective is to be a reliable provider of rail services. We are The development process therefore putting all our efforts into providing a better service.” 3 000 Elisabeth Enger, Director General The Director General invited the 3 000 or so employees to a development pro- gramme on customer satisfaction.

Focus on customer satisfaction Over the next four years, Jernbaneverket will reduce the number of delays, increase capacity of the railway network and focus on customer satisfaction. In 2009, Jernbaneverket launched a comprehensive internal development programme which will set a new course for a more reliable railway.

ith employees who provide a scope for action and nies operating on Norwegian tracks, spread across the who are responsible and inspiring! Jernbaneverket’s customers include entire country, all Jernbaneverket has also introduced train passengers, freight operators having different re- a code of conduct which shall ensure and the business sector. sponsibilities, edu- that all employees adhere to an ethical cationW and work experience, there are practice, that all train companies and In thirty year’s time. Developing the many different ways of doing things. other players are treated in a fair way railway requires patience. The results Variation and diversity is positive. and that Jernbaneverket manages will show over time. Consequently, However, some things should also be society's resources in a professional Jernbaneverket has a vision for 2040: the same: Safety must always be manner. priority number one. Jernbaneverket shall be characterised by professiona- Management training. In December lism and precision. Everyone has a 2009, the first group of managers will duty to deliver the results they have embark on Jernbaneverket’s manage- 2040 committed to. Moreover, there should ment training programme. The objec- be a focus on totality and collaboration tive of the programme is to develop In Norway, rail is the preferred means across boundaries and disciplines. managers with an ability and desire of transport for passenger and freight for change. The first stage of the operators. The railway’s market share has increased in the period leading up to Corporate culture and values programme involves 120 managers 2040. Trains run on time and travel times Jernbaneverket’s corporate culture divided into three groups. The groups have been significantly reduced. Train shall be based on a common set of will have five training session over a travel competes with air travel on long values. Our corporate values are two-day period. Between sessions, distance sections, and in suburban areas openness, commitment and profes- individual follow-up will be offered train travel has been the strongest factor sionalism. To develop our corporate to the participants. The groups will in public transport, absorbing all traffic growth. The market share of transpor- culture further, it is important that a complete the programme in 2010. tation of freight by rail has increased good example is set by all members The Director General and the senior more than transportation by road. We of the management. Consequently, a management will play an active role have contributed to a safer and more management platform has been in the development and implemen- environmentally friendly way of travelling developed for all management staff. tation of the programme, and will in Norway. Our management shall be characte- participate in the training themselves. rised by managers with a clear vision, In addition to the 14 train compa-

8 | ON TRACK 2009 ON TRACK 2009 | 9 1: Jernbaneverket and our customers 1: Jernbaneverket og kundene 2: Utbyggingsprosjekter Development projects 3: En A moderne modern jernbane railway 4: miljø Corporate og samfunnsansvar social responsibility, environment and safety

Improving our reputation Poor maintenance, frequent delays and upset passengers. Negative media coverage was rife in 2009. This is about to change!

10 | ON TRACK 2009 ON TRACK 2009 | 11 Jernbaneverket’s objective is to achieve a punctuality target of 90 per cent for passenger traffic in general.T he punctuality target 1: Jernbaneverket and our customers 90 for the Airport Express Train is 95 per cent.

What can we do to achieve punctuality? Significant measures have been implemented to improve maintenance and renew the infra- structure. However, punctuality depends on a number of factors, and the work will take time.

igures from 2006 to 2008 and ice on the track switches and un- is now starting to show, and delays showed that punctuality der the trains. The hours of delay were due to faults on the infrastructure are had deteriorated. distributed almost equally between now occurring less frequently. Jernbaneverket intensi- the train companies (34.9 pr cent) and fied its efforts to improve Jernbaneverket’s areas of responsibi- New tools. Jernbaneverket is now facts Fmaintenance and renewal work at the lity (35.3 per cent). The remaining 30 testing the new method system PIMS end of 2008. This produced results in per cent were mainly consequential (Punctuality Improvement Method Definitions the first six months of 2009. However, delays caused by the said incidents, as System) against delays. PIMS was the negative trend continued towards well as force majeure. developed as a joint collaboration PUNCTUALITY the end of the year. Jenbaneverket’s A run-down and strained infrastruc- project between Jernbaneverket, Percentage of trains arriving at their destination objective is to achieve a punctuality ture is particularly vulnerable, thus Norwegian State Railways (NSB), the on time. level of 90 per cent for passenger resulting in more frequent signalling Airport Express Train, CargoNet, SIN- services. The target for the Airport faults, rail breakages and power outa- TEF and the Norwegian University of ON TIME Express Train is 95 per cent. The ges in difficult operating conditions. Science and Technology (NTNU). Arrival at the destination within a margin of three 2009 average was 87 and 93 percent The railway is largely being improved The method involves tracing the minutes and 59 seconds. respectively. However, the figures without affecting services. However, production line as far back as neces- The margin for long dis- vary greatly for the various railway increased maintenance and renewal sary to find the root cause of the pro- tance trains is five minutes sections. will in itself cause disruptions. blem. By focusing on and improving and 59 seconds. The ob- the departures most prone to delay, jective is for 90 per cent of Freight transport was also affected. What was done? To mitigate the the general punctuality will also be passenger trains to arrive at Freight transport services also experi- effects of the financial crisis which improved. their destinations on time, whereas for the Airport enced a deterioration in punctuality in started in the autumn of 2008, the Express Train the objective 2009. At the beginning of 2009, eight Norwegian government launched a A long process. Delays will still occur is 95 per cent. A run-down and strained infrastructure is out of ten trains arrived on schedule, number of measures, including a job even if the infrastructure is perfect. particularly vulnerable in difficult operating whereas a year later the figure had creation package. One of the measu- The quality of the trains, high capacity REGULARITY Percentage of scheduled dropped to seven out of 10 trains. res implemented to sustain employ- utilisation, human errors, unforeseen conditions, resulting in more faults and delays train services that operate In the National Transport Plan, the ment was to increase maintenance incidents and weather conditions are as planned. Trains schedu- than would otherwise be the case. Norwegian authorities express a clear and renewal allocations for the railway just some of the factors that affect led to be cancelled a long wish to transfer more freight from infrastructure. The funding was punctuality. time in advance due to the roads to the railway. To do this, it spent where it was most needed; on Unfortunately, perfect punctuality work on the tracks are not is important to significantly reduce worn-down facilities and to remove is not likely to be achieved in the short included. freight traffic delays. traditional bottlenecks. term. One cannot simply decide to INFRASTRUCTURE One of the biggest problems facing fix punctuality once and for all. It is a CAPACITY What caused the delays? The delays the train traffic was the . result of intense work. This means that Time-specified access to a towards the end of the year were This has now been improved signifi- we will continue to work hard also in track that can be used to partly due to a prolonged cold spell cantly, as have the Dovre and Bergen the years ahead. operate trains. combined with the formation of snow lines. The total effect of these efforts

12 | ON TRACK 2009 ON TRACK 2009 | 13 In the event of an operating incident or accident, or if there is a risk of such incidents, 1: Jernbaneverket and our customers it is the traffic controller's responsibility to immediately take the necessary action.

n the long wall at the front of the room is a giant screen of flashing lights indicating where all trains in the Oslo Oregion are at any given time. Seated on podiums, as in an auditorium, an impressive orchestra of traffic controllers, information officers and electricians perform a symphony of harmonised tasks. “The main task of a traffic control- ler is to supervise the train traffic at all times on the sections or stations areas that we are responsible for on a rotating basis,” says Gry. It is the traffic controller who give the orders to run or cancel train ser- vices. He or she will allocate stretches for maintenance and make the decis- ions necessary to monitor and direct the train services. In the event of an operating incident or accident, or if there is a risk of such incidents, it is the traffic controller’s responsibility to im- mediately take the necessary action. It will be the controller’s responsibility to mitigate any injuries to people or damage to equipment, to clear the line and maintain regular services whenever possible. “We use three different operating systems depending on our area of responsibility. If everything runs smoothly, the job consists mainly of monitoring, and our days can be quite quiet. But, as you have probably noticed, things often happen. The activity level often varies from Who does what section to section. Whereas the Oslo traffic is busiest in rush hour, other sections can be busy in the middle of when problems occur? the day due to maintenance work. To become a traffic controller you “The most important thing in this job is to not be stressed, but to first need to qualify as a dispatcher. With the same safety service, dispat- remain calm no matter what happens,” says traffic controller Gry Rogne. chers have much of the same quali- fications as a traffic controller. Their She resembles a church organ player the way she sits in front of a whole functions are also closely related. battery of computer monitors at the traffic control centre located on the “A dispatcher is responsible for a sin- gle station or shunting yard, whereas ninth floor of the Oslo Central Station. a traffic controller is usually responsi- ble for a larger area.

14 | ON TRACK 2009 ON TRACK 2009 | 15 In the autumn of 2009, new monitors were installed at more than 100 stations, and 130 stations received new 1: Jernbaneverket and our customers 100 public announcement systems.

You will be informed! “We will provide quality information about the status of the traffic flow to minimise the inconvenience to our customers in the event of disruptions.” This is one of Jernbaneverket’s main objectives for the period 2010-2013.

ne challenge has been Regular drills. One specific measure chronological order by departure/ar- that the information is to introduce action cards. These rival time for each individual station. systems function as in- are predefined actions that will be This work will continue in the years tended during normal implemented in the event of disrup- ahead. NOK 80 million has been allo- operating conditions, ted services. The different operators cated to traffic information measures Owhereas when customers need it the have agreed in advance what services in 2010. In the long term, investments 09 Updated punctuality most, such as in the event of incidents should be cancelled, and what other of several hundred million will be figures are published or delays, the system has not functio- changes should be implemented in made. weekly and monthly at ned satisfactorily. the different situations. www.jernbaneverket.no During normal circumstances, pas- In this way, all parties involved will More information on the Internet. sengers only need confirmation that know what will happen and are thus In the spring of 2009, Jernbaneverket their service is running as scheduled. quickly able to inform their custo- started looking into how train infor- 1 If a traffic problem occurs, the passen- mers. The concept will be extended mation could be displayed on our gers need more detailed information to include standard announcements Internet pages in “real time”. In this about what has happened, how they about, for instance, alternative way, passengers would be able to 2 3 can get to their destination and when transport. Moreover, the cards would access information about the current normal services will resume. This is provide traffic controllers with an location of all trains. This service will when communication becomes a important basis for making decisions be upgraded and improved in line challenge. in the event of a major incident. with the development of the railway 1 Better traffic systems. information for train Improved collaboration. The pas- More new monitors. The main sta- On the Internet, interested parties passengers at train senger train company NSB and the tions have a main information board, will also be able to access monthly stations is a priority task Airport Express Train are responsible announcement systems, information punctuality and regularity overviews for Jernbaneverket. for providing traffic information on signs and monitors. However, the qua- (the number of trains running as 2 The voice on the their respective trains. Jernbaneverket lity varies a lot, and smaller stations scheduled). loudspeaker: Train is responsible for providing infor- have announcement systems at best. And should our customers still not information officer Kari Hammersten at the Traf- mation about the train traffic at the In the autumn of 2009, new moni- be satisfied, the opportunity to make fic Control Centre in Oslo stations. tors were installed at more than 100 complaints has now been extended needs a high quality, To ensure efficient information, the stations, and 130 stations received to include automatic answer machines, precise flow of informa- involved parties need to collaborate new public announcement systems. text messaging and e-mail. As part of tion into the system to be able to provide A number of train information boards Jernbaneverket’s service declaration, closely. Consequently, Jernbaneverket passengers with the has entered into a collaboration displaying information about new de- information about how to use these information they need. agreement and joint action plan with partures have been installed in several services has been displayed in all 3 In the autumn of NSB to be able to meet the customers’ places along the platforms. Hourly- stations. A feedback form is available 2009, new monitors basic needs for information, also based timetables have been intro- at www.jernbaneverket.no. were installed at more when problems occur. duced displaying train departures in than 100 stations.

16 | ON TRACK 2009 ON TRACK 2009 | 17 Oslo S is the largest and busiest station with 1: Jernbaneverket and our customers 800 800 trains arriving and departing every day.

Project Oslo will replace worn-out tracks and sleepers, switches and signalling systems, and update the supply of electricity. This will take place without disrupting services The great maintenance boost more than absolutely necessary. Palmafoss, October 2009: On the track to Moss is a yellow work train. It is a ballast-scarifier and screening machine, digging up old crushed stone under and along the track, conveying it onto a conveyor belt and into the ballast cleaning unit.

rushed stone which can be Project Oslo will replace worn-out necessary until repairs are carried 1 Cleaning of ballast re-used is returned to the tracks and sleepers, switches and out. In these areas, speed restrictions is necessary for a more track, whereas the discar- signalling systems, and upgrade the are necessary for safety reasons. This robust railway, better punctuality and higher ded ballast is transported electricity supply. This will take place does, however, affect punctuality. comfort. In the years to a designated disposal without interrupting services more Many of the sections have had speed ahead, approximately 80 Csite. Ballast carriages will replace the than absolutely necessary. Oslo S is restrictions for years whilst waiting kilometres of ballast will old ballast with new ballast before a the largest and busiest station in the for increased maintenance funding. be cleaned annually. In 2009, a new record of tamping machine packs and adjusts country with more than 800 trains However, in 2009, NOK 100 million 85 kilometres was set. the track. The whole operation is arriving and departing every day. The was allocated to maintenance and the performed by a huge “threshing” Oslo Tunnel is at times operating at faults are now systematically being machine which is able to clean 100 full capacity, which poses a challenge repaired. metres of track in one hour. to the maintenance work. In the Jernbaneverket’s maintenance summer of 2009, an extended traffic- And much, much more… Similar budget was increased by 25 per free period was introduced to carry work has been conducted all over the cent in 2009. In addition came the out necessary maintenance work. A country. The entire section between Norwegian government’s job creation smooth flow of traffic through the Dombås and Fokstua on the Dovre package of NOK 800 million. This Oslo area is a prerequisite for railway line has been upgraded with new meant a real boost to maintenance services in the rest of the country. sleepers, tracks and ballast. Major work on the railway. Ballast cleaning is ballast cleaning work has also been an important part of the maintenance The Bergen line. Major work has conducted on the line. Steel work and 2009 saw a new record for been carried out on the Bergen line bridges and other bridges have recei- ballast cleaning. The maintenance involving replacement of tracks ved extra attention along this line. On work provides a more robust railway and sleepers, ballast cleaning, and the Røros line, 13 000 sleepers have with better punctuality and higher drainage. Ballast cleaning has been been replaced, and on the Sørland comfort. conducted on a 9-kilometre section line new overhead contact lines have between Kløve and and on a been installed between Egersund and Project Oslo. By the end of 2015, NOK 3-kilometre section between Voss and Sandnes. 2 billion will have been invested in Geilo. On the Roa-Hønefoss section, the renewal of the railway network 11 000 sleepers have been replaced. around Oslo, from Lysaker to Etterstad Sleepers and tracks have also been re- (2012), to Asker/Spikkestad (2014), to placed on the , in addition to Lillestrøm (2013) and to Ski (2015). major drainage and water protection Work commenced on the network in work between Lågheller and Myrdal. 2008, and much of it has already been Avalanche protection has been completed at Oslo S and the railway installed in exposed areas, and on the tunnel between Oslo S and Skøyen. Randsfjord line several catenary sup- The work included replacement of ports were replaced. as much as 47 kilometres of signal cable, as well as a number of old track Speed restrictions lifted. There switches. Despite this, only one-tenth are sections on the entire railway of the total project budget had been network where, after inspections, spent at the end of 2009. speed restrictions have been deemed 1

18 | ON TRACK 2009 ON TRACK 2009 | 19 1: Jernbaneverket and our customers

Strained track capacity Each year when schedules change, Jernbaneverket receives more than 2 000 route requests – or requests to access the tracks to operate trains. However, track capacity is stretched to the limit on Platforms for everyone! a number of sections, and complying with all the In April 2009, Flåm station was fitted place in prioritised sequence. route requests for more rush-hour departures has with a new platform twice the size of 2009 was also the year when the old one, leaving enough room for Jernbaneverket, together with proven quite a challenge. boarding and disembarking from two affected municipalities and county trains at the same time. The installa- municipalities, launched the nation- tion of the new platform marked the wide work to assess the future ew passing loops and the introduced on 14 June, the Airport beginning of this year’s upgrades of network of stations. annual timetable adjust- Express Train was allocated a route all a number of stations and platforms ments increased capacity the way to Drammen. The first Airport across the country. Universal design. In recent years, re- somewhat in 2009. A new Express Train arrived in Drammen on 30 In the course of 2009, 18 stations quirements for universal design have main route plan will be August and from January 2010 regular were upgraded in the same way; been introduced. Universal design introducedN at the end of 2012, and the services will be operated to and from four in the Northern region, six in is defined as the design of products train companies’ requests for routes Drammen three times an hour. the Western region and eight in the and environments to be usable by all for the “2012 Route Plan” will entail Eastern region. 143 platforms will people, to the greatest extent pos- a significant increase in the number Freight transport. There was an be extended in the next decade and sible, without the need for adaptation of trains– particularly on the Oslo increase in both combi-transport and adapted for boarding/alighting from or specialised design. The principle is S –Skøyen-Lysaker section. Measures, transport for the forest industry in 2009. all doors on the train. The upgrades contained in both Norwegian legisla- such as moving signals and switches To optimise the use of their rolling were carried out to comply with the tion and EU directives. and changing operating procedures stock, CargoNet made changes to the Norwegian Railway Inspectorate’s In 2007, Jernbaneverket prepared a will allow a 20 per cent increase in the combi train routes between Alnabru Safety Regulation adopted in 2006, strategy plan for universal design. The number of trains passing through the Freight Terminal in Oslo and the main which states that the length of the plan comprises all areas accessible Oslo Tunnel. freight terminals in Norway. The chan- platforms must be adjusted to the to passengers at a station: real time ges involved running more daytime length and equipment of passenger information, shelters, benches and More departures in 2009. Both freight trains than previously and trains authorised to stop there. In ad- that the boarding height corresponds NSB and the Airport Express Train increasing the number of departures dition to making the platforms safer to the station platforms. increased the number of departures on the Alnabru-Bergen and Alnabru- and more accessible to passengers, compared with 2008: sections. the measures are also essential for Station upgrades. The total cost of One of the new train companies, Pe- maintaining a punctual service. the station upgrades will be in the • Seven new departures per day terson Rail AB, operates transportation NOK billion region. The investments Monday to Friday between Skøyen services for the forest industry to Moss. Order of priority. Following a risk will provide improved, safer and and Mysen Some of this traffic is new, whereas analysis in 2007, Jernbaneverket more accessible stations, and the • Four new departures between Oslo S some services have been operated by concluded that 143 platforms were number of passengers is likely to and Halden; two of which are per day extra trains provided by Peterson Rail or too short to comply with the Safety increase. A survey conducted by the Monday-Friday and two new daily other train companies. Regulation. After a while it emerged Institute of Transport Economics (TØI) departures Sunday-Friday. After the new schedules were in- that not only was the length of the showed that people with full as well • Two new daily departures between troduced on 14 June, the new freight platform critical, but also the height, as reduced mobility perceived a uni- Oslo S and company was allocated a width and distance between the versal design to be of a higher quality. • Two new departures per day Monday- route to operate a permanent freight platform and the train. The distance Furthermore, they believed that they Friday between Bodø and Rognan. service on the sections Drammen- is particularly wide if the track is on a would travel more. Arna, Drammen-Åndalsnes/Trondheim curve. The station upgrades will take After the time table adjustments were and Heimdal-Bodø.

20 | ON TRACK 2009 ON TRACK 2009 | 21 1: Jernbaneverket and our customers 2: Development projects 3: A modern railway 4: Corporate social responsibility, environment and safety

The train to Drammen passes the mouth of the new tunnel by Lake east of Sandvika Station on temporary tracks.

Major construction work underway Jernbaneverket is making good headway in its efforts to provide a more robust railway service for passenger and freight transporters.

22 | ON TRACK 2009 ON TRACK 2009 | 23 Planning new railway infrastructure is a long process, involving close 2: Development projects cooperation with a number of players and many different stakeholders. 1 09 The double track in Jæren was awarded the title “Best Construction 2009”.

1 Jernbaneverket has built a new footpath between the sea and the new double track on the Sandnes-Stavanger In 2009, members of the Norwegian government had the section. pleasure of marking the occasion of three milestones in the 2 The new Lysaker station has become a development of a modern railway. modern public transport hub in an area of strong growth. Approximately 1.6 million passengers ouble track in Jæren. board and disembark On 14 December 2009, 2 at the station each year, the new double track making it one of the largest stations in the Sandnes-Stavanger was country, in terms of officially opened at the number of passengers. Dnew Paradis station by the Minister for Transport and Communications Magnhild Meltveit Kleppa. The new double track will allow for train servi- ces between Sandnes and Stavanger every 15 minutes. The section is the first comprehen- sive railway development in Norway since the construction of the Garder- moen line. The new double track took three years to complete. The track co- vers 15 kilometres and four new stops have been constructed. The project had a price tag of NOK 2.2 billion. At the annual industry trade fair is an important public transport hub Breakthrough in the Bærum Tun- Byggedagene 2010, the double track with 25 000 jobs in the surrounding nel. Another important milestone in won the prize for “Best Construction” areas. The station is accessible for all, the construction of a double track for in Norway in 2009. The jury stated in has four tracks, its own bus terminal, a the entire western corridor was the its citation that: “The jury has emp- taxi rank and a car park. completion of a new tunnel between hasised that the Best Construction Construction has been ongoing for Lysaker and Sandvika. On Friday 26 should serve a clear social purpose. about three years, costing a total of June, Minister for Transport and Com- The project has been completed in NOK 1.2 billion. Lysaker station com- munications Liv Signe Navarsete had close collaboration with the princi- prises more than just the station area. the honour of detonating the final pal, and the principal pointed out A new 4.4-kilometre track has been blast in the Bærum Tunnel, two years that the developer has contributed constructed, as well as a new road and to the day after she detonated the first good solutions. The relationship with railway bridges, road diversions and blast. The tunnel has been completed neighbours and municipalities has a new bus terminal facilitating easy in record time, six months ahead of been very good throughout the long transfer between bus and rail. schedule. construction period. The construction The construction of the new station “I would like to thank all of you, par- has been completed without major is the second milestone in the work ticularly those of you who have wor- disruptions to the landscape and with on a new double track in Oslo’s ked so hard to make it possible for us very positive HSE results.” western corridor. The first step was to celebrate this breakthrough today, the opening of the Sandvika-Asker but also those of you who maintain Lysaker station. On Tuesday 1 section in the autumn of 2005, and and renew the current railway every September 2009, the new station at the third step will be the completion day to make sure that our customers Lysaker was officially opened by Prime of the new track from Lysaker to arrive at their destinations on time,” Minister Jens Stoltenberg. The station Sandvika. Navarsete said.

24 | ON TRACK 2009 ON TRACK 2009 | 25 The railway tunnel Romeriksporten is the longest railway tunnel in Norway, covering 14.58 kilometres, 2: Development projects a record soon to be challenged by the . 14.58 km

Much work still remaining. New speed rail services. freight traffic into Oslo, and capacity tracks and sleepers will be laid and a A new double track is being on the line is stretched to the limit. A signalling system and power line will planned for the section between new double track is necessary to im- be installed. In the summer of 2011, Farriseidet near Larvik and Porsgrunn. prove train services locally, regionally the new track between Lysaker and The new line will reduce travelling and internationally. Sandvika will be ready. times between the two towns by Jernbaneverket now recommends 22 minutes. The new line will be 23 that the new double track should Our good neighbours Nydalen stop. Several stations and kilometres long. This is 12 kilometres be a direct link between Ski and stops were renovated in 2009, inclu- shorter than the current twisting and Oslo, without stops on the way. The “My work as neighbourhood contact is very pleasant. People are generally ding Nydalen stop on the Gjøvik line. avalanche-prone route. Construction shortest travel time would then be 11 The old, run-down stop from 1946 is scheduled to start in 2011. minutes. Construction is scheduled to very interested in the railway and show great understanding for our develop- has now been replaced by a new and commence in 2013. ment projects,” says Trude Isaksen, Information Manager and neighbourhood modern stop in one of Oslo’s prime Rock material from tunnel to air- development areas. The area is cur- port. In May, construction commen- Upgrades on the old Oslo railway contact for the major development projects Oslo-Ski and Eidsvoll-Hamar. rently experiencing strong growth in ced on the Gjevingåsen tunnel on the section. In 2009, Jernbaneverket the number of jobs. In three years, the Trondheim line. The tunnel is located spent more than NOK 200 million traffic at the stop has doubled, and the close to Trondheim Airport Værnes on upgrades of one of the busiest f course it is scary immediate vicinity. In total, there are growth is expected to continue. and Jernbaneverket has entered into sections in Norway: the Oslo S-Skøyen to have a railway many people who will be directly af- an agreement with the Norwegian section. This year, Jernbaneverket will track constructed in fected by the project. Upgrades in Vestfold. The con- airport operator Avinor to use the rock step up its efforts and invest NOK 470 your garden or your We currently have 11 neighbour- struction of a new double track from material from the tunnel excavation million in maintenance and upgrades neighbourhood. I can hood contacts working in four dif- Barkåker to Tønsberg commenced in for work connected with the airport. of the technical systems, beginning Ounderstand if people are frustrated ferent areas: the , Greater March 2009. The track will cover a dis- The tunnel will replace a twisting and with the Etterstad-Lysaker section. by major construction plans and Oslo and other minor projects throug- tance of 7.8 kilometres and include the avalanche-prone route section. The work will involve installation of noisy machines”. hout the country, and the sections 1.75-kilometre long tunnel through axle counters. This is a new system Oslo-Ski and Eidsvoll-Hamar. Frodeåsen. The new double track Road and railway along Mjøsa. displaying where on the line the trains Low threshold. Isaksen defines her- is scheduled for completion in the Work on the new double track along are at any given time. The old system self as a point of contact for people All kinds of people. “The number autumn of 2011. Lake Mjøsa from Eidsvoll to Hamar is prone to faults and signalling faults living in the neighbourhoods, some- of inquiries varies in step with the The development plans for a double has only just started, by filling in mass are often the cause of delays in the one people who are affected by our projects’ activity levels. Up till now, track between Holm and Nykirke near from the new E6 project by Minne- Oslo area. development projects can come to my projects have been in the planning Holmestrand were approved by the sund. However, construction of the Following replacement of the old with questions. In that way, people do stage. I am sure things will liven up a affected municipalities in the spring new double track is not scheduled to systems between Etterstad and not have to deal with a big monster bit once the construction work starts of 2009. The work will commence in start until 2012. The section between Lysaker, extensive renewal work will with many heads. The threshold for in Ski in May 2010.” the summer of 2010. The route will Eidsvoll and Lillehammer is currently start on the old suburban sections contact with Jernbaneverket should where we present our projects before “It is only natural that many people be 14.1 kilometres long, of which 12.3 one of the busiest single-track sec- around Oslo. The project, which has a be as low as possible. taking questions from the audience. find it a bit scary when construction kilometres will be tunnel. The new tions in Norway. total budget of NOK 2 billion, will be Our neighbourhood contacts also At the meetings, we often encounter machines start rolling into their neigh- double track will replace the old route completed in 2012. prepare information material and debaters who are well informed about bourhood. However, most people get which had many curves, 26 level cros- The Follo line. One of the most profile projects through meetings and our development plans. However, used to it after a while,” says Isaksen. sings will be closed and the travel time urgent railway projects in Norway is other activities. it is just as much of a challenge to “I have a very rewarding job where I between Tønsberg and Oslo reduced. the expansion to four tracks on the reach those who are not as active. In meet all kinds of people, for better or The solution entails moving Holme- 22-kilometre long section between Many people are affected. A major connection with the Oslo-Ski project, for worse. As neighbourhood contacts strand station into the mountain and Oslo and Ski. The current Østfold line process such as this means that we we sent out 17 000 notifications, and we certainly get to use our communi- engineering the section for high- is a bottleneck for passenger and have to organise many meetings that was just to those living in the cation skills.”

Planning a new railway The phases of a major construction project Year 1 Year 2 Year 3 Year 4 Year 5 Planning a new railway construction is a long The technical and public planning processes then The construction work can then begin if the Planning process, involving central and local authorities and proceed hand in hand. Jernbaneverket cannot project is allocated funding by the Storting. The programme Consultation many different stakeholders. The process takes expedite the technical project design without a timeframe depends on the scope of the project. and decision Municipal plan The phases in the public planning process place both within Jernbaneverket and through land use planning decision from the municipalities First the land must be prepared, either by driving and impact study Consultation close collaboration with other players. involved, because the technical planning work tunnels or by replacing and stabilising masses in and decision First of all, Jernbaneverket considers where the involves finding the best solution for reconciling open-air zones. This is followed by ballast, rails, Area development plan Consultation need to build new railway infrastructure is grea- local land use preferences and railway engineering telecommunications systems and power instal- and decision test. Various construction concepts are considered requirements. The public planning process takes lations. Finally, the infrastructure must undergo Technical planning by Jernbaneverket involves several phases in parallel with the public planning process Construction appropriations before Jernbaneverket selects the one on which it place in cooperation with the municipalities, and safety checks before it can be put into service. via the national budget will proceed. normally takes three to four years (see illustration). Construction work begins

26 | ON TRACK 2009 Planprogram ON TRACK 2009 | 27 1: Jernbaneverket and our customers 2: Development projects 3: A modern railway 4: Corporate social responsibility, environment and safety

The future is promising In 2009, Jernbaneverket described a new vision for the future. Our objective is that in 2040 “rail is the preferred method of transport for passengers and freight customers alike”.

28 | ON TRACK 2009 ON TRACK 2009 | 29 “We will restore confidence both with the passengers and the business community. To succeed, we must modernise Jernbaneverket and the Norwegian railways. A further study of 3: A modern railway high-speed railways in Norway will help put forward-looking railway services on the agenda.”

1

The assessment work assigned to Jernbaneverket in 2009 relating to the National Transport Plan and the study of high-speed passenger services in Norway has proven to be very extensive. A strategy proposal for future railway initiatives in Norway is due to be completed on 1 February 2012.

n the new National Transport speed alternative had not yet been Plan for 2010-2019, adopted sufficiently assessed. by the Storting in June 2009, Thus, the Minister for Transport and the Minister of Transport and Communications Magnhild Meltveit Communications at the time Liv Kleppa commissioned Jernbaneverket ISigne Navarsete indicated that railway to assess possible solutions for future investments would double compared high-speed services in Norway. The with the previous NTP. As a result of assessments will be completed by 1 the “biggest boost to public trans- February 2012 and will provide impor- port of all time”, Jernbaneverket was tant input to the revised NTP due for allocated more than NOK 92 billion publication in 2014. in the plan period, an increase of 58 Some critical voices have raised per cent. These are ambitious plans, the issue of whether this should be though not unrealistic. prioritised in the current situation The investments will allow for the when train services are riddled with construction of more double tracks disruptions and challenges relating to on the sections from Oslo towards the existing facilities. To this Director Lillehammer, and Halden, as General Elisabeth Enger responds that well as between Oslo and Ski. 144 it must be possible to do two things at kilometres of new railway tracks will the same time. be built, whereof 16 kilometres will “I am convinced that together we will be double tracks. The freight capacity manage to restore confidence both will double through the construction with the passengers and the business of 45 new passing loops and the community. To succeed we must redevelopment and modernisation of modernise Jernbaneverket and the the freight terminals, such as Alnabru Norwegian railways. The comprehen- in Oslo. sive assignment we have been given The main focus of the Norwegian will help put future-oriented railway government’s NTP work is to build a services on the agenda,” states Enger. high-capacity railway network in the InterCity triangle around Oslo. This 1 Western Lysaker November 2009: would be a prerequisite for future Reinforcement bars are welded together high-speed services. However, the before the base plate of the concrete government found that the high- culvert can be cast.

30 | ON TRACK 2009 ON TRACK 2009 | 31 Figures from abroad indicate that axle counters could 3: A modern railway 80 reduce signalling faults by up to 80 per cent.

Next generation railway We are now able to glimpse the contours of the railway of the future: a better, more cost- efficient and reliable service and a railway adapted to the needs of the next generations.

he Norwegian government of the delays we experienced in system is a digital system which shows believes that, over the next 2009 were a result of faulty signal- the location of the trains by counting decade, a high-capacity ling systems. The introduction of the wheel axles. Axle counters will gra- railway network should be new signalling system will reduce the dually replace the old system where constructed in the Inter- number of delays and cancellations, the location of the trains is shown as TCity area (the Halden-Skien-Lilleham- and have a positive environmental im- movements in the track circuit. The 09 Axle counters were first mer triangle). The strong commitment pact. It will also ensure that there are track circuit system is a safe system, introduced at Berekvam that this represents will be essential no barrier to trains crossing national but consists of many components station in the summer of if the government decides to build a borders. which contributes to faults and delays. 2009. Next up was the high-speed railway network at a later ETCS level 2 sends signals to the dri- The axle counting system is a more double track in Jæren. stage. Any high-speed sections would ver directly into the cab. By introducing robust system which removes many have to have their start and end the new signalling system, we will be of the components. Experience from points in Oslo. able to remove most of the signals, Germany, Switzerland and Finland has The InterCity strategy is based on signal masts and bases, cables and shown that the number of faults can the current and future demands for other components in the infrastructure. be reduced by as much as 80 per cent. mobility in central parts of Eastern Fewer sources of error and a more The first axle counter system in Norway.. Analyses have shown that robust system will have a number of Norway was installed at Berekvam future needs for passenger and freight positive effects. After the changeover, station on the Flåm line in the summer transport best can be met through a we anticipate that train passengers will of 2009. On 14 December, the new modern double-track railway serving experience considerably fewer cancel- double track between Stavanger and city areas to the best extent possible. lations and delays. Sandnes was officially opened. The An important goal is to compete with entire section has been equipped with road transport on long, daily com- Axle counters. Whilst awaiting the in- axle counters. Installation in the Oslo mutes. troduction of the ETCS level 2 system, area will commence at the beginning there are other methods to reduce of 2010. Light signals to be replaced. From signalling faults. The axle counter 2014, Jernbaneverket will start phas- A new technology will ing in a new signalling system. The reduce the number of new system is based on ETCS1 level signalling faults in the 2, also referred to as ERTMS2. As with 4 future. The introduc- 3 tion of axle counters the current ATC system , the system 2 will reduce signalling Ställverk will secure safe train operations, but it faults considerably in Analyses have shown that future needs for passenger and will also remove the main cause of the 5 the short term. freight transport best can be met through a modern double- many signalling faults we have today. The current system provides engine 1ETCS: European Train track railway serving city areas to the best extent possible. drivers with critical traffic information RBC Control System An important goal is to compete with road transport on long- 3 via ordinary light signals. This system 2ERTMS: European Rail distance, daily commutes. is old-fashioned and vulnerable. The Traffic Management introduction of ETCS level 2 entails System 6 that external light signals along the 3ATC: Automatic Train 1 railway track can be removed. Many Banverket, arkivet Control

32 | ON TRACK 2009 ON TRACK 2009 | 33 1: Jernbaneverket and our customers 2: Development projects 3: A modern railway 4: Corporate social responsibility, environment and safety

Pillars of society Jernbaneverket has a broad social responsibility, including facilitating access to all members of the public, preventing collisions with animals and securing safe level crossings. Constructing and operating a railway network is in itself a great social responsibility. It is therefore essential that this is done in the most environmentally sound manner possible. In the last year, the environment and climate perspective has become even more important. A doubling of the freight capacity at Alnabru will remove 4: Corporate social responsibility, environment and safety 2 000 2 000 heavy goods vehicles from Norwegian roads every day.

ail travel is a very en- Climate cure launched In 2009, dering a comprehensive concept for a vironmentally friendly Jernbaneverket took part, together gradual capacity increase at Alnabru, way of travelling. The with other transport agencies, in the comprising four construction phases. Norwegian State has drafting of a strategy and compila- The development rate can be adjus- defined investments in tion of a list of measures aimed at ted to the development in the market. theR railway as part of its environment reducing greenhouse gas emissions. Doubling Alnabru’s capacity will policy. Consequently, Jernbaneverket The climate cure report was launched remove 2000 heavy freight vehicles has a particular responsibility to pro- in February 2010. By increasing its from Norwegian roads every day. mote and introduce solutions that will market share, Jernbaneverket can develop and increase its market share, contribute to reducing the more Energy efficiency. Seven years ago, whilst at the same time protecting our polluting means of transport. We Jernbaneverket initiated an energy environment. have studied a doubling and tripling efficiency and -saving project. Since One of the principal objectives of in freight capacity, an increase in then, Jernbaneverket has reduced its 1 Jernbaneverket’s strategy for the the InterCity capacity, high-speed energy consumption by 23.5 Gwh. 2 3 period 2010-2013 is to ensure that the railways and electrification of the The goal for the 2010-2013 period is company’s environmental commit- current diesel sections. The potential to reduce energy consumption by five ment forms an integral part of all its for greenhouse gas reductions from per cent compared with 2008 levels. Belgium, and ensures an efficient, the number has been reduced from participated in a number of ways, 1 A good working activities and that the activities are these measures amounts to appro- Energy auditing is an important part correct and flexible process for me- 112 in 2007 to 76 at the end of 2009. including restoring the Tinnos line environment is subject to an external audit. Environ- ximately 334 000 tonnes in 2020 and of this effort. Some analyses show that tering and settling energy for trains, from to Tinnoset so that important. Here we mental accounts shall be prepared 639 000 tonnes in 2030. Combined by implementing certain measures, including cross-border traffic. Several Animal collisions. In 2009, 1 778 ani- trains could operate on the line once see an HSE inspection round being carried for all major investment projects. with strong policy instruments to we could reduce energy consumption countries have shown an interest in mals were hit by trains. Moose, deer, again. The century-old line was once a out on one of Moreover, Jernbaneverket will take an increase the market share of public by 25 per cent or more. The Infrastruc- the system. reindeer and sheep top the statistics necessity for ’s industries Jernbaneverket’s active part in national environmental transport, a much higher reduction ture Management conducted a major So far, new and advanced energy of animals involved in collisions. The at , which the Directorate for construction sites. work and communicate the railway’s could be achieved. energy efficiency analysis in the north metres have been installed on about goal of a maximum of 1 440 animal Cultural Heritage has nominated for 2 Jernbaneverket’s contribution. of Norway in 2009 to ensure correct 500 trains. Engine drivers receive collisions in 2009 was not reached. the UNESCO world heritage list. freight strategy has Good reputation. A good example prioritisation of measures. Both large training in energy efficient driving Beyond measures such as clearing Still, the most important cultural been to facilitate the Climate Agreement and NTP. of the spirit of the Climate Cure is and small measures yield effects, and and receive feedback through the vegetation, feeding and fencing along heritage event in Norway in 2009 transfer of freight from road to rail. The goal is In 2008, the Norwegian Storting the direct train link established in several measures were introduced system. These measures have resulted the rail lines to reduce the number was the centennial celebration of a doubling of freight adopted the co-called Klimaforliket November 2009 between Oslo and nationwide. in a significant reduction in energy of animal collisions, Jernbaneverket the Bergen line. The opening of the traffic by rail by 2020 (parliamentary climate agreement). Rotterdam by Norway Post’s logistics An automatic point heating system consumption. implemented a research project Bergen line on 27 November 1909 was and a tripling by 2040. One of the main objectives of the company Bring. The trains, which has been installed, which contributes together with Bioforsk in 2009 to a revolution and a feat of Norwegian 3 The Alnabru freight agreement is for Norway to become depart from the Alnabru freight termi- to reducing energy consumption by Noise reduction. The most impor- see if the use of olfactory agents can communication; the first major step terminal needs invest- climate-neutral by 2030. Furthermore, nal every Saturday, mainly transport as much as two-thirds. This system is tant source of railway noise is the repel moose and prevent them from in reducing the distance between the ments in the billions to the Agreement stipulates that a fresh food to and from the Continent. now being installed at more and more contact between the wheel and the walking on the track and being hit by nation’s two largest cities. meet these ambitions. budget for greenhouse gas emissions Amongst the southbound customers switches all over the railway network. track. Jernbaneverket has financed trains. The project is being carried out To this day, every fifth traveller must be prepared for all major public are several major salmon exporters, Other measures introduced in 2009 a research project to investigate on the in the winter of between Oslo and Bergen travels by transport projects. whilst the northbound customers included replacing electric heaters. possible noise reduction effects from 2009-2010. train, and the Bergen line is the most include the fruit and vegetable whole- Several waiting rooms, including on track grinding in connection with important carrier of freight and goods The National Transport Plan for 2010- saler Bama. the Sørland and Røros lines, are now maintenance. A final report is expec- Environmentally friendly procure- to the Bergen region. The anniversary 2019 has taken it one step further and The Bring train equals 32 heavy heated by heat pumps. At several ted in 2010. ments. Jernbaneverket is legally obli- was properly celebrated with festive stipulated that all major transport freight vehicles on the road. In the stations, doors and windows have Jernbaneverket has carried out a gated to consider life-cycle costs and events, exhibitions, films, concerts investments must account for any course of one year this means four also been replaced. project to see if “smooth” operation environmental consequences when and museum trains. The anniversary changes in emissions of greenhouse million fewer kilometres driven and and handling of goods at the terminals planning procurements. In 2009, generated wide media coverage, and

gases. The various transport agencies 4000 fewer tonnes of CO2 emissions. Important tool. Running the trains is can reduce noise. Measurements Jernbaneverket’s supply department a separate anniversary booklet was have agreed on a common method For 2010, the plan is to increase the the main source of energy consump- at Alnabru in 2009 concluded that focused on information sharing and produced. for complying with these require- service to three trains per week bet- tion, which means that the biggest smooth operation could reduce noise, internal training of Jernbaneverket’s ments. ween Norway and the Netherlands. potential savings can be found in but at the expense of the time it takes procurement staff to provide guid- managing the electric power supply to carry out the tasks. ance in the process of setting appro- Climate budget Oslo-Ski Alnabru freight terminal. The for trains. In order to pinpoint maxi- priate environmental requirements Jernbaneverket has organised the Alnabru freight terminal is the hub mum savings, we need to know how Ground pollution. In 2009, for procurement. This was done as it is work as a pilot project under “New of the Norwegian freight transport much electricity the trains use when Jernbaneverket implemented a major challenge to set environmen- double track Oslo – Ski”. The pilot system, but the terminal is reaching run normally, during acceleration and measures at a total of 21 localities tal requirements which also ensure project is preparing a climate budget its capacity. In the autumn of 2009, during braking. with polluted ground. Measures have that Jernbaneverket acquires the best where greenhouse gas emissions a major modernisation project was Together with Danish and Swedish included cleaning up waste disposal suppliers in the market. The work arising as a result of the construction initiated to increase capacity in the partners, Jernbaneverket has develo- sites and cleaning and upgrading oily continues in 2010. and the use of new railways are goods reception area, as well as the ped a standardised metering tool cal- discharges from engine sheds and highlighted. The climate budget will capacity for intermediate freight car- led ERESS (European Railway Energy diesel refuelling facilities. In 2007, Cultural heritage and the Bergen then form the basis of future climate rier storage in the terminal area. Settlement System). ERESS is now in Jernbaneverket mapped the number Line. 2009 was the UN Cultural accounts. Jernbaneverket is currently consi- use in Norway, , and of localities with polluted ground and Heritage Year, and Jernbaneverket

36 | ON TRACK 2009 ON TRACK 2009 | 37 Risk analyses and learning from undesirable incidents are two 4: Corporate social responsibility, environment and safety key elements in Jernbaneverket’s safety management. Safe travel by train! Railways represent one of the safest means of transport, and Jernbaneverket works continuously to improve safety. Several billion Norwegian kroner have been spent over the past decade on safety measures in the rail sector.

afety must always be the sirable incidents are two key elements of injured personnel has been sig- number one priority and the in our safety management. Both nificantly reduced, and the number foundation of all our activiti- require sound safety expertise and a of serious injuries and fatalities is es. The safety culture entails safety culture. Risk analyses have been markedly lower. In the past five years, systematic safety work to integrated in all work processes over one employee has died due to a work- S ensure that the activities do not cause the past decade, which contributes to related accident, while for the decade harm to people, the environment or identifying hazards and dealing with 1980 to 1990, the average was one property. Safety always takes the front them before they cause accidents. We fatality per year. seat, risk must be understood and are continuously doing a better job of assessed. reporting problems. In 2009, more than New traffic regulations and safety 9000 reported issues were handled. certification. In 2009, a number of System and learning. measures involving infrastructure and Jernbaneverket’s vision is zero fatalities Good results. In the period from 2005 internal guidelines were implemented due to rail activity, and to reduce the through 2009, there was one fatal ac- to adapt the activities to the new regu- number of incidents involving serious cident in connection with a level cros- lations for rail traffic which came into harm to persons, the environment or sing. In comparison, 66 persons died effect on 13 December 2009. property by at least 20 per cent by 2013. in accidents in Norway In the summer of 2009, Jernbaneverket’s safety manage- during the period from 1967 to 1971. Jernbaneverket received its safety ment system entails setting safety The working day for our employees certification as manager of infrastruc- goals, and measures are planned to has also been made safer through ture from the Norwegian Railway reach these goals. systematic measures for working Inspectorate, in accordance with EU Risk analyses and learning from unde- environment and safety. The number requirements. Better safe than sorry

During the past ten years, the safety work the environment and property during Safety director in Jernbaneverket has received increasing the construction phase. During the opera- Monika Løland Eknes attention. tions and maintenance phase, we carry “We are very pleased to see that this out similar risk assessments to ensure that work has yielded good results,” says safety operative personnel have a safe working director Monika Løland Eknes. Since environment, and while also protecting the railways were established in 1854, the external environment,” says Eknes. safety has traditionally been safeguarded “We conduct risk assessments in traffic through rules for rail traffic management management whenever we change the and the design of technical facilities. train tables, when we make changes ago, at the start of 2010, this vision These rules were usually amended and to our organisation, and many other appeared to be achievable for fatalities developed in response to incidents and contexts. We also gather, register and in connection with railway activities in accidents. Towards the end of the 1990s, follow up near accidents and undesirable Norway. At the same time, safety must proactivity entered the safety work. This incidents in order to learn and improve. In be assured every day. This requires us to work was intensified as a result of the just a few years, we have seen a massive be vigilant at all levels in the time ahead. tragic Åsta accident on 4 January 2000. increase in reported near accidents and I also believe that the great potential undesirable incidents, which has given us in the safety work ahead of us is not in All phases. “We now carry out risk more and better information as a basis for massive investments in safety measures, assessments for all project phases, prioritisation and improvements.” but rather in smart solutions combined from concept to the completed railway with awareness, learning and continuous infrastructure, to ensure compliance Every day. This work has yielded results. improvement as a result of a good culture with the safety requirements, and the “We have had a zero vision throughout for safety and precision,” Monika Løland least possible risk of harm to people, the decade, and in contrast to ten years Eknes says in conclusion.

38 | ON TRACK 2009 ON TRACK 2009 | 39 Jernbaneverket has removed about 1100 level crossings in the past ten years. 4: Corporate social responsibility, environment and safety 1100

In good hands At the start of 2010, level crossings, unauthorised traffic along the rails and avalanche and landslides present the greatest safety challenges for Jernbaneverket.

facts he worst case safety sce- of increased precipitation and larger nario is a collision between temperature fluctuations have pre- GSM-R two trains. Fortunately, sented new challenges in the form there are a number of sa- of rock slides and land slides from GSM-R is a closed, digital fety systems and routines in underneath the rails themselves. mobile phone system Tplace to minimise the risk of this hap- Jernbaneverket has identified (digital radio system) pening. New technology has made an the risk of rock and land slides for developed for the railway already very safe system even safer: a number of railway sections. This in Europe. The closed, digital mobile phone work continues in 2010, and improve- GSM-R has functions which system GSM-R makes communication ment measures will be implemented make communication bet- between the train controller and simultaneously. In 2009, measures ween the train controller engine driver easier. Norway was the to secure the Bergen and Flåm lines and engine driver easier. In first European country to adopt the were introduced. an emergency, all trains in system on all its lines. Traffic control Another important measure is the an area can be notified at 2 centres are also equipped with alarms partnership with the Norwegian the same time. which go off if a train should run a Meteorological Institute for weather using advanced equipment. ROGER Norway was the first stop signal, enabling them to warn forecasts and establishing weather 1000 is one of the most important to- European country to all other trains in the area immedia- measurement stations along the ols Jernbaneverket has for monitoring adopt the system on all its tely. In addition, most sections have rail tracks. Routines have also been safety and quality along the tracks. lines in 2007. ATC (Automatic Train Control), which established nationwide for regular Another good tool is thermography automatically stops any train that runs inspections of sections with signifi- of the railway’s electrical systems a red light. cant precipitation. The combination using a heat sensitive camera. This of these measures makes us better tool can reveal faults at an early stage, Fewer level crossings. Level cros- prepared to take preventive action in often before they cause operational sings represent the single largest risk connection with extreme weather. problems. factor in Norwegian railways. Of the existing and registered 3 700 level Preventive maintenance means Learning and improving. A new crossings in Norway, 3 360 are private. safe railways. When winter has process for handling deviations was The most effective measure is to passed, the busy period starts for introduced at the start of 2009. The 1 The Bergen line, reduce the number of level crossings Jernbaneverket’s section managers new system means that the entire February 2009: and construct underpassages and and keepers. Faults and defects must process is documented, from when a Trond Børsting on Jernbaneverket’s bridges. Over the course of the past be reported, work on the tracks is deviation is reported until it is solved. avalanche committee ten years, some 1 100 level crossings followed up and new inspections are Deeper-lying causes are also identi- says the avalanche have been removed. Large amounts planned. From Easter and until the fied, so that the correct measures can safety barrier on the have been spent on underpassages, autumn, a long checklist is consulted be introduced. The purpose of the spot is directly coupled with the signals and bridges and collection points for safe to make sure that the entire facility is new process is for Jernbaneverket will trigger a stop crossings. In 2009, a number of minor in good order and fulfils the require- to become even better at learning signal if hit by an measures at level crossings, such as ments for accessibility, quality and from errors and incidents, improving avalanche. improving lines of vision, signposting safety. operations as a result. 2 Precipitation, wind and construction of barriers, were An important safety measure is the strength, wind direc- also implemented. The work to secure measurement and inspection vehicle tion and barometric level crossings continues. ROGER 1000. This is an advanced readings are monitored through a network of locomotive which drives along the weather stations along Extreme weather. In recent years, railway, measuring the condition of the railways. more extreme weather in the form the infrastructure as it goes along 1 40 | ON TRACK 2009 ON TRACK 2009 | 41 Working in Jernbaneverket

1

Full focus on recruitment and expertise Media coverage, political and economic prioritisation, environment, climate and high speed are factors that motivate many candidates to apply for a job in the railway sector. This is a good thing, because there is a great need for new hands and heads!

n 2009, Jernbaneverket hired 228 The Norwegian Railway School. The Active recruitment. Thirty different 1 Due to an all-party new employees. In addition, we Norwegian Railway School at recruitment drives were carried out in consensus to focus on recruited 59 apprentices within in Oslo represents the foundation of 2009. Company presentations were railways, many young people now believe in traditional railway disciplines. The Norwegian railway education. Here held at upper secondary schools, col- a future in the railways. majority of the new employees railway apprentices receive their leges and universities, school classes Here we see general Iwork with planning, engineering and mandatory professional courses and visited Jernbaneverket and students manager Harald Eide construction management in our education, future dispatchers and have been invited to intern. Contact Galtung from the Construction Management division. traffic controllers undergo their basic with upper secondary schools and National Training Office for the Railway Sector Jernbaneverket’s goal is to succeed training and 130 engine drivers gradu- follow-up of apprentices is handled together with signal in safeguarding a competent work- ate every year. The school also offers by the National Training Office for the apprentices Hassan force by adjusting recruitment to the continuing education and training for Railway Sector. Saad (left) and Andreas activity levels and age profile, and at the entire railway sector. The school At the Norwegian University of Grim Falstad. the same time be a good employer is now gearing up to meet the higher Science and Technology (NTNU), con- 2 Recruitment who retains and attracts employees. demand resulting from increased fo- tact is made with students through a manager Bente Tangen “We will develop and inspire our cus on the railways and growing need specialised course in Railway techno- in Jernbaneverket (middle) is making a employees by offering systematic pro- for railway personnel. NOK 100 million logy, as well as projects and master major effort to market fessional development and facilitating is being invested and the training area theses. “Experts in teams”, an interdis- railway disciplines contribution and involvement,” the is being tripled. ciplinary project topic for all master in upper secondary strategy states. and professional studies at NTNU, schools, colleges and 2 3 has also become an important venue universities. Here she is together with signal facts where students are introduced to apprentices Senad subjects related to railways. This has Causevic (left) and Jernbaneverket – a good place to work inspired many students to continue to Nadeem Hussain. study railway-related topics in 2009. 3 Also this year, A forward-looking organisation with an extensive and varied professional As part of a much needed effort to Jernbaneverket had environment strengthen expertise, Jernbaneverket a stand at the NTNU Good opportunities for expertise development (project manager school, has implemented a trainee scheme, Career Day. management training programmes, courses tailored to the company, etc.) a project management school and Good opportunities for specialised development and further training an extensive manager development Access to company cabins all over Norway programme. Beneficial banking and insurance services via Jernbanepersonalets Bank og Forsikring, a specialist banking and insurance service for railway employees Generational shift. The average age Beneficial pension conditions via the Norwegian Public Service Pension and of employees in Jernbaneverket is payments of pension contributions equivalent to two per cent of salary currently quite high. As a result,  Paid apprenticeship Jernbaneverket is facing a genera-  Flexible working hours and leave arrangements tional shift which will present major Paid overtime challenges in terms of transfer of expertise, facilitating new technology Annual season ticket for NSB train services and new expectations. Vacant positions can be found at www.jernbaneverket.no/jobb

42 | ON TRACK 2009 ON TRACK 2009 | 43 figur es Key figures for the Norwegian railway as of 31 December 2009

Infrastructure

Electric Line Route-Kms Double track Bridges Tunnels Level Stations1 Kms crossings

The Nordland line 734 293 154 747 44 The Sørland line 563 14 504 191 124 46 The 492 4 321 43 326 29 The Røros line 382 223 6 476 27 The Bergen line 371 205 145 265 38 The Østfold line western line 171 64 134 17 85 23 The Vestfold line 138 17 99 16 121 12 The Gjøvik line 123 2 72 7 104 23 The 116 62 0 70 16 The 115 103 5 224 4 The Solør line 88 31 1 198 0 The main line 84 20 60 4 6 21 The Meråker line 70 60 1 50 4 The Gardemoen line 64 62 13 1 0 3 The Østfold line eastern line Ski-Rakkestad 54 30 0 68 15 The Randsfjord line to km 126.718 54 21 1 84 2 The Bratsberg line 47 44 20 48 2 The Ofoten line 43 5 18 8 6 The Drammen line 42 42 28 11 0 16 The line 36 17 3 46 8 The Roa-Hønefoss line 34 27 3 47 0 The Flåm line 20 2 21 39 9 The 15 15 2 3 0 0 The Spikkestad line 12 10 0 8 7 The Tinnos line to km146.26 10 18 4 16 2 The 9 18 0 5 0 The Stavne-Leangen line 6 8 2 0 1 The Alnabru-Loenge freight line 3 0 0 0 0 The 2 6 1 1 0 Skøyen - Filipstad 2 1 0 0 0 0 The Randsfjord line north 10 7 0 18 0 Total lines with regular traffic 3 910 241 2 423 678 3 184 358 Lines without regular traffic 2 259 0 83 17 472 0

Total 4 169 241 2 506 695 3 656 358

Electrified Not electrified 1 Stations and stops with passenger traffic. 2 "Lines without regular traffic" includes the following lines: The Flekkefjord line, the Hardanger line, the Kragerø line, the line, the line, the Numedal line, the -Simonstad sidetrack, the Ålgård line, the Østfold line eastern line Rakkestad - Sarpsborg, the Randsfjord line Hensmoen - terminus, the Tinnos line Notodden - Tinnoset. Environment

2007 2008 2009

Clean tracks (%) 83 82 85 Clean stations (%) 87 94 97 Number of locations with ground pollution 112 97 76 Number of animals hit by train 1 885 1 877 1 778 Pesticides (litres)1 13 285 13 364 15 376 Electric energy consumption by Jernbaneverket (GWh) 87 87 94

1the increase is caused by tree felling figur es Traffic

Passenger kilometres – in millions1

2002 2003 2004 2005 2006 2007 2008 2009

Local traffic in Norway 2 479 2 399 2 601 2 665 2 764 2 895 3 047 3 012 Including: NSB AS 2 240 2 178 2 375 2 433 2 485 2 561 2 698 2 670 NSB Gjøvikbanen AS 0 0 0 0 25 55 57 59 AS 213 195 209 222 244 268 282 273 Flåm Utvikling AS 8 8 9 10 10 11 10 10 AB 18 18 8 0 0 0 0 0 Others2 0 0 0 0 0 0 0

International combined traffic3 64 60 42 35 37 59 63 67 Including: NSB AS 9 10 6 29 29 32 33 31 Linx AB 55 48 34 Others2 2 2 6 8 27 30 36

Total 2 543 2 459 2 643 2 700 2 801 2 954 3 110 3 079

Source: NSB AS, Gjøvikbanen AS, Flytoget AS, SJ 1passenger kilometre: Number of passengers multiplied by distance driven. 2Figures from Drift AS were not available. 3Passenger kilometres, estimated for Norwegian part of route.

Tonne kilometres – in millions1

2002 2003 2004 2005 2006 2007 2008 2009

Domestic traffic 1 686 1 559 2 017 2 215 2 380 2 453 2 670 2 469 Including: CargoNet AS 1 686 1 559 2 013 2 203 2 356 2 430 2 537 2 429 Others2 0 0 4 12 24 23 133 40

Cross-border traffic 1 002 1 068 828 934 972 1 002 956 757 Including: CargoNet AS 504 533 185 230 274 283 234 204 Malmtrafikk AS 498 535 592 622 621 633 558 494 Others3 0 0 51 82 77 86 164 59

Total 2 688 2 627 2 845 3 149 3 352 3 455 3 626 3 226

Source: CargoNet AS, Malmtrafikk AS, Tågåkeriet AB, Railcare Tåg AB and Peterson Rail 1 tonne kilometre: Definition of transport of one tonne of cargo for one kilometre. 2Data only from Tågkeriet AB in 2009. Data from Green Cargo AB and Hector Rail lacking for 2007. 3 Data only from Railcare Tåg AB, Tågåkeriet AB and Peterson Rail in 2009. Data from Green Cargo AB and Hector Rail lacking for 2007.

Total number of trains per day in the Oslo area

55 Ro

a

Grefsen 9 Grorud

139 71

139

308 Gardermoen

Drammen 276 Asker 417 Skøyen 594 Oslo S 388 Lillestrøm 103 Eidsvoll 835

2 68 Årnes

kestad 5 234 Spik

Ski

42 Mysen 101 Moss

Punctuality passenger trains Regularity passenger trains 95 % 100 % 2008 2009 2008 2009 99 % 90 %

98 % 85 % 97 %

80 % 96 %

75 % 95 %

70 % 94 % Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

See page 12 for definition of punctuality and regularity. Average 2008: 98.1 %, 2009: 97.8 % figur es safety

Summary of operating accidents 20091 Operating accidents according to definition by the UIC Safety Database with cost per incident > 150 000 EURO, fatality or serious injury. Operational railway

Type of accident Number Fatalities Serious injuries2 Collision 3 0 0 - Train operation (train-train) 1 0 0 - Train operation (train-object) 2 0 0 - Shunting 0 0 0 Derailments 1 0 0 - Train operation 0 0 0 - Shunting 1 0 0 Level crossing accidents3 0 0 0 - Secured with barrier, sound, light 0 0 0 - Secured with gate 0 0 0 Other level crossing accidents 3 2 1 Fire in rolling stock 0 0 0 Other accidents4 3 1 2

Total in 2009 10 3 3

1The figures are preliminary, as of April 2010, as three of the incidents are still under investigation by the police. 2Serious injury is defined as: person who is injured and who must be hospitalised for more than 24 hours. 3Applies to collisions between road vehicles and rolling stock. 4Applies to other accidents which resulted in fatalities or serious injuries. maintenance Price level for maintenance and Some of the maintenance work renewals per metre main track in 2009

Track section Operation, Renewals Action Amount Unit corrective and (NOK per Ballast cleaning 85 main line kms preventive metre) maintenance Preparations for ballast cleaning 53 main line kms (NOK per metre) Replacing sleepers 74 000 pieces The Oslo area 3 865 4 165 Replacing tracks 64 main line kms The Drammen line 748 186 Replacing switches 24 pieces The main line 1 215 102 Contact line renewal 7 main line kms The Gardermoen line 831 0 Track adjustment, continuous 993 main line kms The Kongsvinger line 391 392 The Gjøvik line 456 120 The Østfold line 391 100 The Vestfold line 266 195 The Sørland line 289 363 The Bergen line 316 504 The Dovre line 523 445 The Røros line 187 132 The Nordland line 239 226 The Ofoten line 830 1 433 Other sections 113 44 Unspecified and infrastructure Management staff 53 12 Average in 2009 431 320

The figures apply to the Infrastructure Management Division and are partially based on estimated distribution. Contact details Jernbaneverket's units are located at several sites throughout the country. For more detailed information, visit our website or give us a call.

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

Postal address Jernbaneverket, P.O.Box 4350, N-2308 Hamar E-mail [email protected] www.jernbaneverket.no