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109-583: The first rapid transit line, the Holmenkollen Line , opened in 1898, with the branch Røa Line opening in 1912. It became the first Nordic underground rapid transit system in 1928, when the underground line to Nationaltheatret was opened. After 1993 trains ran under the city between the eastern and western networks in the Common Tunnel , followed by the 2006 opening of the Ring Line . All

218-511: A third rail , allowing reduced maintenance costs and a larger contract surface, permitted a larger electric current and more power to the trains. The system also used cab signaling and moving blocks , which were cutting-edge technology at the time, and had previously only been implemented on the Stockholm metro in Europe. The minimum allowed distance between trains was set to 90 seconds on

327-439: A 7.5 minute frequency on the east side of the tunnel. Line 5 trains run once around the Ring Line before continuing to their final destinations and therefore make two passes through the tunnel on a complete journey. Travel time from Majorstuen to Tøyen takes eight minutes. The tunnel is the bottleneck of the metro, with a capacity for 24 trains per hour in each direction west of Stortinget, and 28 east of Stortinget. Transfer to

436-475: A cavity. Thirty properties sustained cracks and other damage, and the owners threatened Holmenkolbanen with a lawsuit to reclaim the cost of repairs. By October 1914, the tunnel works had been completed from Rosenborggaten to the statue of Karl Johan in the Palace Park ( Slottsparken ). The issue of the terminus was still not resolved, and work was therefore halted. Holmenkolbanen were planning on building

545-498: A central station to be built at the location of the East Station. The railway tunnel was planned with an intermediate railway station at Nationaltheatret . Simultaneously, Oslo Sporveier worked on possibilities to connect their eastern and western networks, and extend both to the city core. During the 1960s, the planning office for the metro proposed a tunnel between Nationaltheatret and Jernbanetorget, which would run parallel to

654-442: A common underground line from Tøyen to the city center. Originally the plans called for a terminus at Grønlands torg , with a later extension to Nationalhteatret included. However, it was quickly decided that the terminus instead should be at Jernbanetorget, next to Oslo East Station (today Oslo S). The Lambertseter Line and the Østensjø Line existed as light rail lines, and were upgraded to metro standard. The Grorud Line and

763-465: A good public transport system; suburban lines would first be built out extending from the existing tramway, and later a final section with tunnel to the central station would be built. The Lambertseter Line was opened in 1957, from Brynseng to Bergkrystallen while the Østensjø Line was extended to Bøler in 1958. The metro opened on 22 May 1966, when the Common Tunnel opened from Brynseng to

872-458: A metro solution would give 9,000 passengers per hour, compared to 3,000 for a tramway. Ruter recommended converting the line to a tramway. In April, the city council decided to upgrade the line to partial metro standard. The only station to be upgraded was Holmenkollen, which would serve Holmenkollen National Arena during the games. It was rebuilt with 115-metre (377 ft) platforms for six-car trains and cost NOK 55 million. The costs from

981-447: A new tunnel which runs from Majorstuen via Stortinget to Tøyen, but following a different route and with intermediate stations at Bislett , Hammersborg and Olaf Ryes plass , in the St. Hanshaugen and Grünerløkka boroughs north of the city center. Three of the lines would thus follow the existing tunnel to Stortinget and then switch to the new line, while the other three lines would follow

1090-485: A skiing centre with 200,000 annual visitors. In 2008, Ruter estimated the cost to NOK 150 million, and stated that it would cost the public NOK 1,500 per ticket to extend the line the 1.4 km (0.87 mi) to Tryvann Vinterpark . Both Ruter and the city council have therefore shelved the extension. The bottleneck of the metro is the Common Tunnel, when west of Stortinget can only allow 24 trains per hour per direction. In 2003, Oslo Sporveier started terminating

1199-583: A station, despite it only being 300 meters (980 ft) from Majorstuen. Past Slottsparken, the original track had been built at an increased depth to allow for a future extension of the Drammen Line of the Norwegian State Railways (NSB) to run above the light rail tunnel. By 1926, these plans had been discarded, and the second track was not built as deep. The line was officially opened by King Haakon VII on 27 June 1928. It became

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1308-417: A third-rail power supply, while the western network used overhead wires and two-car trains. The initial plans were met with criticism, following the media's discovery that the main planners had not consulted several hired specialists, and that alternatives to the preferred route had not been considered. As a consequence, several engineers working for NSB made two alternative suggestions for the route. By 1975,

1417-491: A tunnel from the Holmenkollen Line which would run to the area next to the ski-jumping hill. Holmenkollen Station is located 1 km (0.62 mi) from the hill, which is furthermore not visible from the station. The proposal would have cost an additional NOK 260 million and involved the building of a new station, either underground or at ground level. It entailed closing the line above Holmenkollen and serving

1526-575: A tunnel were sent to the municipality in 1901. However, disagreements as to whether the tunnel was to be considered a railway or tramway halted progress; the city considered the line a tramway while the company considered it to be a railway. A new application was submitted in November 1907, which proposed a single track line to the intersection of Karl Johans gate and Fredriks gate, and was estimated to cost 1.5 million Norwegian krone (NOK). The plans drew criticism from city officials, who stated that

1635-437: Is a political agreement between local and national politicians whereby state and municipal grants are combined with revenue from the toll ring to finance NOK 58 billion worth of transport infrastructure investments between 2008 and 2027. Ruter has requested NOK 100 million to upgrade the tunnel between Nationaltheatret and Majorstuen, where in some places there is only a few centimeters (about an inch) clearance between

1744-476: Is added if you buy onboard within zone 1); a 30-day ticket costs NOK 814 for adults. This includes all means of public transport within the zone where the ticket is first activated (again, for the metro, zone 1). There is a fine of NOK 950, or NOK 1150, for not having a valid ticket, depending on if the fine is paid on location or not. Oslo maintains a street tram system with six lines, of which two are suburban lines . The street trams operate mostly within

1853-500: Is an 11.4-kilometre-long (7.1 mi) Oslo Metro line which runs between Majorstuen and Nordmarka in Oslo , Norway . Operating as Metro Line 1, it is the route with the fewest passengers and the only one still to have level crossings and short station platforms. The line runs mostly through residential areas of detached houses, and the upper parts of the line principally serve the recreational area of Nordmarka. Holmenkollen Station

1962-413: Is estimated to cost NOK 1.8 billion and would have six entrances. NOK 700 million has been allocated to build a new station at Homansbyen , in the residential area of Frogner , roughly midway between Nationaltheatret and Majorstuen. The station is estimated to have 10,000 daily travelers, and funding is scheduled for the period 2014 to 2017. Ruter has stated that they are opposed to building

2071-557: Is located close to Holmenkollen National Arena which hosts international Nordic skiing tournaments. Voksenkollen Station is not far from Oslo Vinterpark (Winter) and the Oslo Sommerpark (Summer). The line is the oldest one on the metro system, having been opened as a light railway in 1898 by the Holmenkolbanen company. Originally it ran for 6.2 km (3.9 mi) from Majorstuen Station to Besserud . In 1916,

2180-448: Is normally lighter than on any other line. However, there is a large amount of seasonal tourist traffic, and the line – climbing as it does to over 400 metres (1,300 ft) and providing views over Oslo – is an attraction in its own right. The Holmenkollen ski jump and Tryvannstårnet broadcasting tower are further attractions along the line. The line was opened on 31 May 1898 as a tram line between Majorstuen and Besserud . The line

2289-642: Is only sometimes considered part of the tunnel and the Common Line. At Tøyen, the Grorud Line branches and continues past Carl Berners plass as part of the same tunnel. From Carl Berners plass to Ensjø , there is a single-track branch, which allows trains access to the other eastern lines without having to change direction. Three stations serve the city center: Nationaltheatret, Stortinget and Jernbanetorget, while Majorstuen, Tøyen and Grønland serve mixed residential and commercial areas. All five lines of

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2398-427: Is possible at all stations except Grønland. Majorstuen acts as an interchange between the western lines, while transfer between the eastern lines can be done at Tøyen. The public transport authority Ruter recommends that interchange between lines in the same direction should be made at Grønland. In 1898, the Holmenkollen Line was opened as a light rail between Majorstuen to Holmenkollen . The terminus at Majorstuen

2507-594: The Common Line ( Fellesstrekningen ), is a 7.3-kilometer (4.5 mi) long tunnel of the Oslo Metro which runs through the city center of Oslo , Norway . The name derives from the fact that all five lines of the metro use the tunnel, which runs from Majorstuen to Tøyen . The section has six stations, including the four busiest on the metro. The tunnel was first built as two separate tunnels which were later connected. The Holmenkolbanen company opened

2616-463: The Ekeberg Line ; constructed with the same width profile as the Holmenkollen Line, the plan was to build a tunnel under the city center and run through trains, but large cost expenditures on the first section of the Common Tunnel ceased the plans. As part of the rebuilding after World War II a planning office for a T-bane was established in 1949, with the first plans launched in 1951; in 1954,

2725-513: The Labour Party . By 1978, the contractor and the municipality felt that the leaks were under control, and the municipality took over the station. On 20 February 1983, the station was closed for renovation to remove the leaks. At the time, it was expected that the station could reopen in 1984. The cause of the leaks was a combination of the wrong type of concrete being used and the wrong construction method. These were specified correctly in

2834-472: The Lilleaker Line to Majorstuen. Secondly, it proposed a tunnel through the city center, from Majorstuen to Stortorvet and Vaterland , and onwards as an elevated line eastwards, along routes that closely resemble the current metro lines and the Ekeberg Line . From Stortorvet, a northern branch was proposed which would be built towards Kjelsås . Finally, the committee wanted a circular line north of

2943-527: The Oslo Tramway is available at four stations, Majorstuen, Nationaltheatret, Stortinget and Jernbanetorget. Transfer to the mainline railway is available at Nationaltheatret to the railway station with the same name , and at Jernbanetorget to Oslo Central Station (Oslo S). Nationaltheatret offers shorter transfer distance, but only serves trains along the Drammen Line . Interchange with buses

3052-457: The Parliament of Norway Building ( Norwegian : Stortinget ), which is adjacent to the station. Trains from the western network terminated at the old platforms, where the metro had previously terminated. The metro trains instead ran through a balloon loop. The station featured a 40-meter (130 ft) step-free walk between the two systems. With the opening of Stortinget, the metro network

3161-604: The T2000 and T1300 , but rejected the T2000 due to unreliability, and the T1300 due to age. The platforms are long enough to handle two cars only, so the doors in the third car are kept closed during station stops. Passengers can, however, make use of the third car by walking between the cars once they have boarded. There are numerous level crossings along the line. As the line does not run through densely populated parts of Oslo, traffic

3270-583: The Common Tunnel, serving eight branch lines. In addition two lines operate to the Ring Line. Two branches are served by two lines each: the Grorud branch is served by both lines 4 and 5, while the Lambertseter branch has full-time service by line 4 and limited service by line 1. The Grorud and Furuset Line head northeast into Groruddalen, while the other two eastern branches head south into Nordstrand. On

3379-474: The Furuset Line had reached Ellingsrudåsen . The metro took delivery of T1000 rolling stock from Strømmens Værksted ; from 1964 to 1978, 162 cars in three-car configurations were delivered for the eastern network. The eastern network was extended from Jernbanetorget to Sentrum in 1977. This station was forced to close in 1983, due to water leakage, and when it opened again in 1987, renamed Stortinget,

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3488-492: The Furuset Line were new and ran through previously undeveloped neighborhoods in Groruddalen. During construction, groundwork and electrical equipment was contracted to developers, while the trackage was done by the planning office. The original plans called for the use of 600 to 650 volt (V) direct current (DC) fed via a pantograph , to allow comparability with the light rail. This was later changed to 750 V DC via

3597-502: The Holmenkollen Line trains at Majorstuen, thus allowing the other routes of the metro to use the capacity. A year later, running the trains through the Common Tunnel were re-introduced, after ridership on the Holmenkollen Line fell drastically. On 25 May 2006, Oslo was awarded the FIS Nordic World Ski Championships 2011 , which would be held at Holmenkollen National Arena. The running of the tournament

3706-584: The Holmenkollen Line, finally tipping over at Midtstuen. One person was killed and four were seriously injured, leading to a safety inspection of the old teak cars used on the line; the HkB 600 units were withdrawn from service, but were reintroduced after some refits. The initial proposal had called for 22 units, to replace all of the Kolsås and Holmenkollen Line stock. However, the Sognsvann and Røa Line

3815-563: The Holmenkollen Line. In 2003 the Ring Line opened, connecting Ullevål stadion to Storo . The following year, construction work caused a tunnel to collapse on the Grorud Line—the system's busiest—forcing a shutdown of the line until December, and creating a havoc of overcrowded replacement buses. In 2006 the ring was completed, to Carl Berners plass . At the same time the Kolsås Line was closed for upgrade to metro standard. In 2003

3924-676: The Holmenkollen line (two cars) and Kolsås line (three cars). When the Holmenkollen Line was connected to the T-bane it was still using old teak cars; to allow through services the T2000 , capable of dual-system running, was delivered in 1993. They were not particularly successful and only 12 units were delivered, operating in pairs on the Holmenkollen line sometimes connecting with the Lambertseter line, and scrapped in 2010. [REDACTED] Holmenkollen Line The Holmenkollen Line ( Norwegian : Holmenkollbanen )

4033-758: The MX3000 units are painted white instead of red. 83 three-car units were ordered in 2006; a further 32 were ordered in December 2010. A number of versions of the T1000 stock have earlier been used on the Oslo metro. This includes 146 cars of the types T1 through T4, that have third-rail only operation, and thus did not run on the Holmenkollen and Kolsås lines. These ran usually in units of three or six (sometimes four or five) cars. Types T5 to T8, 49 in total, delivered with both third-rail and overhead wire equipment, normally ran on

4142-470: The Oslo Metro, numbered 1 to 5, run through the Common Tunnel. Most services have a 15-minute headway , which is increased to 30 minutes in the late evening and early on Sundays. Two lines have more frequent service. Line 2, which runs on the Furuset Line, has its headway reduced to 7.5 minutes and runs the entire tunnel. Line 3 on the Østensjø Line also has extra trains that terminate at Stortinget giving

4251-460: The Oslo Tunnel. The initial plans called for a station at Slottsparken, close to Nationaltheatret, which would serve as the transfer point between the metro and the western light rail. This station was designed to handle 25,000 people per day. At the time, the western and eastern networks were incompatible; in addition to different platform heights, the eastern network used six-car trains with

4360-490: The Oslo city government and the Norwegian state that would share the cost of 13 billion NOK equally between the city and the national government. The system consists of 101 stations , of which 17 are underground or indoors. The only underground station on the pre-metro western network was Nationaltheatret, and most of the underground station are in the common tunnel under the city center, or in shorter tunnel sections on

4469-464: The Røa Line, should the tunnel not be completed by November 1922. On 11 November 1922, the municipal council executed the option. Aker had recently established the tram company Akersbanerne , and merged the Røa Line into Akersbanerne from 1 November 1924. In June 1923, the executive committee voted to allow a temporary terminus at Nationaltheatret, given that Holmenkolbanen would be obliged to continue

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4578-644: The T2000. Kollektivtransportproduksjon has estimated the cost of renovating the units so they can run for 15 more years at NOK 50 million. Alternatively, the city council has been recommended by Kollektivtransportproduksjon to purchase five new MX3000 three-car trains for NOK 250 million. Following the World Championships, Ruter plans to decide which stations will be kept and which will be closed, and subsequently rebuild those which will be kept. Common Tunnel The Common Tunnel ( Norwegian : Fellestunnelen ), sometimes called

4687-400: The World Championships. The upgrade was also criticized by representatives for disabled people. The city council decision from 2008 stated that all the stations were to be universally accessible, but lack of time during the upgrade meant that none of the stations, except Holmenkollen, were touched. Because of this, the stations remain inaccessible for people with wheelchairs. Gulleråsen Station

4796-418: The agency's plans stated that the capacity limit could be reached as early as or even before 2025. Any further increase in capacity would only be possible by building a second tunnel through the city center. The first plans called for a tunnel further north, roughly halfway between the Common Tunnel and the Ring Line, possibly in addition to a new tunnel through the city center. Plans from 2011 have called for

4905-422: The area with a bus. However, this was rejected by the city council. The line is the metro's only section with level crossings , as the other lines had theirs removed when they were upgraded. Locals have been opposed to this solution, stating that they fear children will run into the tracks and get a lethal current through them, and that the municipality chose to take a shortcut to get the line finished in time for

5014-528: The borders of the Ring Line, providing a frequent service in the city centre, with lower average speeds but with more stops. There are major transfer points to the tramway at Majorstuen , Jernbanetorget , Jar , Storo and Forskningsparken . The commuter train serves suburbs further away from Oslo, though some of the commuter rail services remind of a rapid transit service, in particular line L1 to Lillestrøm and Asker , line L2 to Stabekk and Ski , and line R31 to Jaren with higher service frequency through

5123-412: The center are unmanned since the 1995, with ticket machines for fare purchase; some stations feature kiosks. A system of turnstiles have been installed, but will never be activated due to security issues. All stations have step-free accessibility through at least one entrance (except the inbound platform at Frøen), and the platform height is aligned with the train cars. The metro is integrated into

5232-432: The city center would receive longer travel time, since all trains would have to stop at Homansbyen. Ruter is also concerned that a rapid transit station would take ridership away from the trams, which previously have been threatened with closure. The imminent planned upgrades to the section of the tunnel do not include any intermediate stations. The tunnel remains the bottleneck of the metro. Without infrastructure upgrades,

5341-402: The city center, closely resembling to the current Ring Line . The proposal forced the municipality to reconsider the terminus of the tunnel. The executive committee supported terminating the tunnel at Eidsvolls plass , but this was rejected by the city council on 13 July 1920. Holmenkolbanen convinced the municipality to establish a committee to look into the specific issue. In September 1921,

5450-550: The city council decided to build the T-bane network in Eastern Oslo with four branches. The system would feature improvements over the suburban lines in having a third rail power supply, cab signaling with Automatic Train Protection , stations long enough for six-car trains and level crossings replaced by bridges and underpasses—specifications christened metro standard. At the time there were two suburban tramways on

5559-463: The closing of Gulleråsen Station took place during the reopening on 6 December 2010. The upgrade to metro standard allowed the T2000 trains to be retired, so the entire metro would be only operating MX3000 trains. Kollektivtransportproduksjon stated that procuring spare parts was becoming nearly impossible and that the small size of the series forced high maintenance costs. The initial orders for MX3000 trains did not call for sufficient numbers to replace

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5668-558: The committee proposed creating a temporary terminus, following Holmenkolbanen's route, in the square behind the National Theatre ( Norwegian : Nationaltheatret ). This was under the condition that experts concluded that construction would be done without damage to surrounding buildings. The proposal was passed by the city council on 13 October 1921. In June 1922, an expert committee concluded that construction would be satisfactory. Aker Municipality held an option to purchase

5777-454: The common section and 120 seconds on the branch lines. The tunnel, along with the upgraded Lambertseter Line, opened on 23 May 1966. The Grorud Line was connected on 16 October 1966, the Østensjø Line on 29 October 1967, and the Furuset Line on 18 November 1970. During the 1960s, the Drammen Line was being planned to connect to Oslo East Station through the proposed Oslo Tunnel . This would make Oslo West Station unnecessary, and would allow

5886-478: The company, and in 1934, the municipality of Aker took over the common stock, though the preferred stock remained listed on the Oslo Stock Exchange until 1975, as Oslo Sporveier gradually took over the operation of the western suburban lines. Akersbanerne opened the connecting Sognsvann Line in 1934. The first idea to launch a citywide rapid transit was launched in 1912 with the construction of

5995-402: The construction, the company borrowed NOK 11.5 million. In 1925, Oslo District Court found Holmenkolbanen not guilty in the lawsuit over damages at Valkyrie plass. A concession was granted on 15 January 1926, which demanded that the tunnel open by the end of 1928. A change of plans moved the line's route to Valkyriegaten under Valkyrie plass, which allowed the cavity from 1912 to become

6104-522: The continual populated area of Oslo. Transfer to railway services is available at Jernbanetorget (to Oslo S ) and Nationaltheatret , the latter with a considerably shorter walk. Bus services are provided to numerous stations. Most bus services provide feeding to the metro system where possible, and then do not continue into town. However, since the metro operates solely into town, instead of across it, many buses operate between stations on different lines, or provide alternative routes across town. As part of

6213-479: The current stations. Ruter has stated that the estimated investment cost would be NOK 10 billion, but that the tunnel would give high utility and would be one of the most economic investments they could make. There is no funding for a new tunnel in Oslo Package 3. By 2010, it was discovered that Oslo Package 3 was under-financed, and it is uncertain how much of the investment will be made by 2027. With

6322-460: The downtown shared stretch and ran only between Majorstuen and Frognerseteren. Oslo Sporveier was highly satisfied with the SL79 articulated trams that had been delivered during the 1980s for the tramway. In 1985, work started on the development of a modified version for the western suburban lines. The stock on the Holmenkollen and Kolsås Lines were the first that needed to be replaced. The new stock

6431-684: The east side, the Ekeberg Line (opened in 1919) and the Østensjø Line (1923). Only the latter would be connected to the T-bane; the Ekeberg Line would remain a tramway, but three new lines were to be built—the Grorud Line on the north side and the Furuset Line on the south side of Groruddalen and the Lambertseter Line on the east of Nordstrand . These areas were all chosen as new suburbs for Oslo, and would quickly need

6540-409: The eastern network; in particular the Furuset Line runs mainly underground, with all but Haugerud built in or at the opening of a tunnel. Stations in the city center are located close to large employment centers as well as connection possibilities to other modes of transport, such as tram, rail and bus. All stations can be identified at ground level by signs with a blue T in a circle. Stations outside

6649-509: The eastern section of line 3 have eight trains per hour weekdays 07:00–19:00. The eastern section of line 2 also has eight trains per hour Saturdays 10:00–19:00. A reduced half-hourly service operates on all lines during early weekend mornings. Trains run from about 05:00 (06:00 at weekends) to 01:00 the next morning. A new metro line that will extend from Majorstuen to Fornebu is under construction as of December 2020, aiming to be completed in 2027. An agreement has been reached and signed between

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6758-403: The first horsecar trams. In 1894 electric trams were in service by Kristiania Elektriske Sporvei (KES). The first suburban tram line was the Holmenkollen Line that was opened by Holmenkolbanen in 1898; like all the later suburban tram line these were electric trams with a grade-separated right-of-way and proper stations instead of tram stops, making it the first rapid transit in Oslo. Unlike

6867-462: The first underground railway in the Nordic countries , five years before Stockholm and six years before Copenhagen . The tunnel was 1,620 meters (5,310 ft) long and trams used three to four minutes to run through it. It was used by two companies,: Holmenkolbanen and Akersbanerne, with Holmenkolbanen operating both the Røa Line and the Holmenkollen Line. The Sognsvann Line was to be connected to

6976-484: The last part from Frognerseteren single track and used for freight, and removed in 1939. In 1912, the construction of the first underground railway in the Nordic Countries started, when A/S Holmenkolbanen started construction of an extension of their line from Majorstuen to Nationaltheatret . The 2.0 kilometres (1.2 mi) line was opened in 1928, with one intermediate station at Valkyrie Plass , giving

7085-612: The lawsuit regarding the real estate damage, with the compensation payments making the company insolvent . This resulted in Aker Municipality purchasing the majority of Holmenkolbanen, and merged the Røa Line and Sognsvann Line into the company. In 1939, Bærumsbanen started construction of a branch from the Lilleaker Line to Majorstuen. From 15 June 1942, the Kolsås Line , as it was renamed, started running via

7194-416: The line from Jar to Kolsås to Nationaltheatret, and making it a rapid transit and the replacement of stock with wide suburban standard. This service remained part of the municipal Oslo Sporveier , that had bought all the streetcar companies in 1924. Compensation for large amounts of damage to houses along the route during construction, along with higher construction costs than calculated was a heavy burden on

7303-469: The line onwards to Studenterlunden . The company did not accept the new terms, and the city council finally passed a proposal that the company could accept on 3 April 1924. However, by then traffic had increased on the Holmenkollen Line, the Røa Line had been connected to Majorstuen, and the Sognsvann Line was under planning. This caused Holmenkolbanen to change the tunnel to double track. To finance

7412-426: The line splits into the Lambertseter Line and the Grorud Line . The tunnel is the bottleneck of the metro, allowing 24 trains per hour in each direction west of Stortinget, and 28 east of Stortinget. The Common Tunnel is a 7.3-kilometer (4.5 mi) long double track rapid transit line running east from Majorstuen to Tøyen and onwards to Brynseng. The section from Tøyen to Brynseng is partially above ground and

7521-559: The line through the city center, and therefore wanted the terminus at Fredriks gate, while the municipality wanted it at Ruseløkkveien. In 1915, the city launched a competition for a plan for city's light rail system. However, the invitations were not issued until two years later. The winner was announced in July 1918, and in September 1919, a municipal committee concluded on how the network should be expanded. Firstly, it proposed connecting

7630-482: The line was extended to Tryvann , with the last 1.4 km (0.87 mi) being used for freight only. In 1928, the city terminus was moved 2.0 km (1.2 mi) to the underground Nationaltheatret Station . Since its upgrade ahead of the 2011 FIS Nordic Skiing World Championships, the Holmenkollen line has been powered by third rail and operated by single three-car sets of MX3000 trains. The Oslo public transport authority Ruter also considered continued use of

7739-420: The line would take passengers away from the existing tram line and that it would stimulate migration to the areas along the Holmenkollen Line in the neighboring municipality of Aker , thus reducing the tax income for the city. In 1909, Oslo City Council stated in a letter to the government that they were opposed to the tunnel. On 9 June 1911, the city council had nonetheless changed its mind, and voted to accept

7848-589: The metro and public transport in Oslo is celebrated at the Oslo Tramway Museum in Majorstuen. The current route network was introduced on 3 April 2016, with the opening of the connection tunnel from Økern to Sinsen and the new Løren station. The Oslo Metro operates in all fifteen boroughs of Oslo, as well as reaching a bit inside the neighbouring municipality of Bærum . There are five lines, numbered 1 to 5, each colour-coded. They all pass through

7957-480: The new downtown station of Jernbanetorget , located beside the Oslo East Railway Station . In October the Grorud Line opened to Grorud while the Østensjø Line was connected to the system in 1967 when the line also was extended to Skullerud . In 1970, the Furuset Line opened to Haugerud and extended to Trosterud in 1974, at the same time as the Grorud Line was extended to Vestli . By 1981,

8066-491: The new tunnel to Stortinget and then run along the old tunnel onwards. This would allow for a six-minute headway on all but two branches, and also allow the proposed Fornebu Line to Skøyen , Fornebu and Nesodden to be built as part of the metro. Ruter has stated that the current stations are located in the areas which the most people want to travel to, and that if a second tunnel should deviate from these areas, they would have to serve places which generate as much traffic as

8175-428: The only way to increase capacity through the tunnel is by running six-car trains on services currently run with three-car trains. It is also possible to increase the capacity through the tunnel to 32 trains per hour per direction by changing the signaling system and using driverless trains. In its long-term plans from 2009, Ruter stated that there is sufficient capacity in the tunnel until at least 2030. However, by 2011,

8284-409: The other suburban tram lines that were built later, the Holmenkollen Line was not extended into the city as a streetcar—instead passengers had to change at Majorstuen to the streetcars, though the system did not take into use wider suburban stock (3.1 metres (10 ft 2 in)) until 1909. A branch line was opened in 1912, to Smestad , and in 1916 the Holmenkollen Line was extended to Tryvann, with

8393-425: The plans were changed so that Nationaltheatret would become the transfer station, by building a balloon loop for the metro, while allowing the western trains to terminate as before. This solution would allow the two networks to be connected later. The decision to build Sentrum Station, located 700 meters (2,300 ft) west of Jernbanetorget, was taken by the city council on 22 May 1969. The decision also involved

8502-512: The political agreement Oslo Package 3 , a number of changes and expansions have been proposed for the Oslo Metro. Only one of these, the Fornebu Line, is currently being built - the other projects have been put on hold for it. The trains on the Oslo metro are currently exclusively the MX3000 , ordered in 2003 to replace the oldest T1000 stock. Delivery started in 2006, and unlike older stock

8611-490: The public transport system of Oslo and Akershus through the agency Ruter , allowing tickets to also be valid on the Oslo Tramway , city buses, ferries, and the Oslo Commuter Rail operated by Vy . A new, wireless ticketing system, Reisekort , has in the recent years been implemented. As of June 2022, a single ticket for one zone (the entire metro system is in zone 1) costs NOK 39 for adults (a surcharge of 20 NOK

8720-420: The renovation was NOK 400 million, which included a new signaling and third rail power supply, in addition to a renovation of the tracks. Stations retained the same length, which is designed for two-car trains. The three-car MX3000 trains will therefore have to operate with the doors in the back car locked while running on the Holmenkollen Line. In December 2008, Ruter stated that it was considering building

8829-412: The safety of the old teak cars which were used on the line. The old trains were pulled from service, but reintroduced after some refits of the cars until new trains were delivered in 1993. Until 1991, A/S Holmenkolbanen was the company responsible for the operations of the line, but the company was then merged with Oslo Sporveier . In a cost-saving measure between 2002 and 2004, the line was taken off

8938-542: The section of the Kolsås Line in Bærum closed due to budget disagreements between the two counties; after a year of unpopular replacement buses , the line was reopened, only to close again in 2006 for upgrade to metro standard. Disagreements between the two counties meant the upgrade would be done separately on the two sides of the municipal boundary, with the Oslo side opening first. In 2006 the replacement of existing rolling stock with new MX3000 units commenced. The history of

9047-467: The shopping area in Bogstadveien. Connecting to the tramway would also decrease the headway from 15 to 10 minutes. Proponents of the tramway argued that this solution was cheaper, that it would give more travelers. On the other hand, there is an insufficient number of trams to operate the line, which could mean a procurement process for trams would have to be started. For the championships themselves,

9156-416: The station, and have made any decision in their long-term plan from 2010 to 2030 regarding if the station should be built. The company has stated that the area has a good tram service, and is in no need of rapid transit. Because the station would be deep underground, travel time gains to the city center for local residents would be small, compared to using the tram. Also, all travelers taking the metro west of

9265-473: The tender contracts, but after the contractor was chosen, an agreement was made between the municipality and Selmer for the use of the membrane method. Combined with the inferior quality of concrete, the leaks were unavoidable. In 1986, the municipality sued Selmer for the NOK ;158 million it cost to repair the station. The station reopened on 7 March 1987, and took the name Stortinget, which derives from

9374-440: The tracks having to be raised. In 1978, the city planner discarded the proposal by Oslo Sporveier to build a new station at Slottsparken, and instead decided that Sentrum would become the interchange between the two systems. This would allow the western network to be upgraded to metro standard at a later date, and subsequently also allow metro trains to run through the center. The proposal was supported by all political parties except

9483-441: The trains are operated with MX3000 stock. These replaced the older T1000 stock between 2006 and 2010. Rail transport in Oslo started in 1854, with the opening of Hoved Line to Eidsvoll, through Groruddalen . In 1872, Drammen Line , going through Oslo West, and in 1879, Østfold Line going through Nordstrand opened, offering a limited rail service to those parts of the city. By 1875, Kristiania Sporveisselskab (KSS) opened

9592-490: The tramway involved connecting the Holmenkollen Line to the Briskeby Line via Slemdalsveien after Frøen. The overhead wire would be kept and the platforms lowered to suit low-floor trams . They would continue from Majorstuen to the city center via the street tram system. Travel time would be slightly increased, in part because of more stops along the line, including serving the main campus of Oslo University College and

9701-482: The transfer station being placed at Slottsparken/Nationaltheatret. Construction of Sentrum started in 1972, and was immediately followed by the first water leaks being discovered. By the time the station opened on 9 January 1977, there were still no adequate countermeasures for the leaks. During trials in January, it was discovered that the tracks were too low to allow all types of trains to open their doors, resulting in

9810-566: The tunnel from 10 October 1934, and the two companies needed to find an agreement for paying for trackage rights. After negotiations failed, a decision was made by the Ministry of Labour on 7 July 1932, which stated that Akersbanerne would have to pay the additional fares collected for transport passengers through the tunnel, less the cost of running trains on the section. On 16 May 1931, the Supreme Court found Holmenkolbanen guilty in

9919-399: The tunnel if the terminus was moved to the intersection of Karl Johans gate and Ruseløkkveien, but this was rejected by the company. On 27 May 1909, Aker Municipal Council voted in favor of the tunnel, and on 9 June 1911 the proposal was passed by the Parliament of Norway . Both municipalities wanted the redemption right, which would allow them to purchase the railway at a later date, but this

10028-699: The tunnel to the city center. Bærumsbanen became part of Oslo Sporveier in 1971. In 1948, the Oslo and Aker were merged, and the new city government started planning suburban expansion, particularly in Groruddalen . On 15 September 1949, the Planning Office for the Suburban and Underground Lines was established as a division within the new municipality. The first specific plans were launched in March 1954, consisting of four branches which would connect to

10137-631: The tunnel wall and the trains. The upgrade would also include upgrades to the signaling system. Due to the narrow tunnel profile, evacuations from the trains have to be done from the ends of the trains. Ruter has proposed building a new underground station at Majorstuen, which would be located closer to Valkyrie plass. The current station causes long transfer distances between the metro, tram and bus, in part because passengers have to cross Kirkeveien at street level. The proposed station would have an island platform , easing transfer between westbound lines, and allow access to both sides of Kirkeveien. The station

10246-671: The two suburban lines access to the central business district of Oslo. In retrospect, it is seen as een early premetro example. It was the second underground railway to be opened in the Nordic countries after Boulevardtunnlen in Copenhagen which opened in July 1918. The success of the suburban lines tempted KES to extend their streetcar service west from Skøyen as a suburban line; the Lilleaker Line opened to Lilleaker in 1919, to Avløs in 1924 and to Kolsås in 1930. A new section from Jar to Sørbyhaugen opened in 1942, connecting

10355-610: The west network tunnel had also been extended there. Through services were not possible at the time because of incompatibility of signaling and power equipment. Not until 1993 did the first trains run through the station, after the Sognsvann Line had been rebuilt to "metro standard"; the Røa Line followed in 1995. The Holmenkollen and Kolsås Lines remained non-metro, using dual mode trains that switch to overhead lines at Frøen and Montebello . The western network took delivery of 33 T1300 cars in 1978–81, with an additional 16 converted from T1000. In 1994 twelve T2000 cars were delivered for

10464-536: The west side, the Holmenkoll and Sognsvann Line cover the northern boroughs of Oslo, along with the Ring Line that connects the northeastern and northwestern parts of town. The Kolsås and Røa Line reach deep into the neighbouring municipality of Bærum. All the lines run through the Common Tunnel before reaching out to different lines, or into the Ring. All lines have a base service of four trains per hour while line 2 and

10573-537: The western and eastern lines. By 1993, the western end had been upgraded to metro standard, Valkyrie plass was closed, and the first trains ran through the whole tunnel. The section from Tøyen to Brynseng , although not completely located within the tunnel, is considered part of the Common Line. At Majorstuen, the line splits into three; the Røa Line , the Holmenkollen Line and the Sognsvann Line . At Tøyen,

10682-457: The western section of the tunnel from Majorstuen via Valkyrie plass to Nationaltheatret in 1928. In 1966, the Oslo Metro opened, including the tunnel from Tøyen via Grønland to Jernbanetorget . In 1977, the eastern end was extended to Sentrum , but the extension was closed in 1983 because of water leakages. In 1987, the Sentrum station reopened as Stortinget, and became the terminus of both

10791-482: Was an inconvenience for passengers as most people were bound for the city center and had to change to the street trams. For the operator Holmenkolbanen, there were two ways to solve the issue. They could sign trackage rights with Kristiania Elektriske Sporvei to use the Briskeby Line to reach the city center. Alternatively, a tunnel could be built to an underground station in the city center. Applications for

10900-417: Was based on that none of the 370,000 spectators during the eleven days would use cars, and all would have to use public transport. In order to allow increased capacity on the line, it would either have to be connected to the street tramway, or upgraded to metro standard. The latter involves installing a third-rail power supply, lengthening platforms and installing a new signalling system . The proposal for

11009-434: Was closed in the direction towards the city. The station is located in a sharp curve and would receive a 54-centimetre (21 in) gap between the platform and the train. In comparison, the T2000 trains had a 40-centimetre (16 in) gap at the station. In 2009, the Holmenkollen Line closed for construction and all twelve T2000 units were taken out of service, before the last of the much older T1300. Demonstrations against

11118-534: Was considered to be a limited trial. If it met performance expectations, future orders could be made to replace the T1000 stock when the latter reached the end of its economical life in around 2000. The required specification for the new train was published in October 1988. On 22 October 1987, a fatal accident occurred when one of the old HkB 600 units suffered a catastrophic failure of its braking system, and rolled down

11227-416: Was declared finished, after the last extension on the Furuset Line to Ellingsrudåsen had been made in 1981. On 7 October 1987, the city council decided to connect the four light rails west of the city center with the metro, allowing through trains. The Sognsvann Line was selected as the first line to be upgraded. The overhead wires were replaced with a third-rail power supply , automatic train protection

11336-551: Was extended to Frognerseteren on 16 May 1916, and the tunnel between Majorstuen and Nationaltheatret , now part of the shared downtown subway stretch, was opened 6 June 1928, which was the first subway line in Scandinavia . On 22 October 1987, the line suffered a fatal accident when a braking system failed in a train causing it to roll down the line, finally tipping over at Midtstuen . The accident killed one person and seriously injured four others. The accident led to scrutiny of

11445-542: Was installed, platforms were built long enough to accommodate six-car trains instead of two-car trains, and the platform height was increased. The upgrade also included the installation of third-rail power supply from Majorstuen to Stortinget. From 10 January 1993, the Sognsvann Line re-opened, and from 4 April, the line started operating through the Common Tunnel and connecting to the Lambertseter Line. The new service used T1000 rolling stock. Oslo Package 3

11554-412: Was instead given to the state. On 15 December 1911, Holmenkolbanen received a concession through a royal decree, which would last for 60 years from the date of opening. Construction on the central parts of the tunnel started in 1912. At the time, an agreement had not been reached with the municipality about the location of the terminus. In October, there was a landslip at Valkyrie plass , resulting in

11663-408: Was made on 8 December, but the units did not enter regular service until April 1995. The cars were numbered 2001–2012. The T2000 class was prone to technical problems, and was not as reliable as the older T1000 stock. It soon became evident that no more would be ordered. In 1996, Arkitektskap made a proposal to extend the line from Frognerseteren to Tryvannshøgda, where there is among other things

11772-622: Was subsidised by the Norwegian government, who saw the project as potentially establishing a new industrial export product. Electrical components were built by AEG in Berlin, while the bogies were built by MAN in Nuremberg. The bodywork was built at Strømmen, with profiles from Alusuisse , and the trains were assembled in Strømmen. The six two-car sets were delivered between 2 November and 22 December 1994. The first official public presentation

11881-456: Was upgraded to metro standard between 1992 and 1995, and could start using T1000 stock with only third-rail support. At the time, the eastern network used third-rail, while the western network used overhead wire . The upgrade used non-utilized stock, so the order for T2000 was reduced to 12 units. The order was placed with ABB Strømmen and AEG in August 1991. The high development cost

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