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92-523: In 1875, Kristiania Sporveisselskab (KSS) started the first horsecar services in Oslo—at the time called Kristiania. It was followed by Kristiania Elektriske Sporvei (KES) who established electric tram services in 1894; by 1900 KSS had also converted its routes to electric traction. In 1899 the city council decided to also venture into the tram industry, and established Kristiania Kommunale Sporveie (KKS, translates Kristiania Municipal Tramway ). This company

184-651: A branch the Rodeløkka Line, the Sinsen Line , was built to Carl Berners plass . The company's last extension took place on 18 December 1923, when the Vålerenga Line was extended to Bryn . KES and KSS both had concessions which expired on the same date, in March 1924. At this point the municipality was free to purchase the companies at par value. A municipal committee was appointed in 1922 to look into

276-477: A direct service was set up from Homansbyen to Vestbanen. Oslo was at the time a highly segregated community with little interaction between the higher and lower classes. Amongst the concerns of the upper classes was that the trams would become popular with the lower classes and that there would be more interaction between classes. At first there were no regular stops, the horsecar would simply lower its speed and allow people to jump on and off where they wished. This

368-681: A few years the company had also opened the Vålerenga Line and Kampen Line . It took over Kristiania Kommunale Sporveie in 1905, taking over its fleet of Class S trams and the Sagene Ring , the Vippetangen Line and the Rodeløkka Line . The company was based at Homansbyen Depot . From 1912 it started an extensive cooperation with its main competitor, Kristiania Elektriske Sporvei (KES). KSS also took delivery of

460-821: A majority ownership in Holmenkolbanen that operated the four suburban lines in Western Oslo: the Holmenkoll Line , Sognsvann Line , Kolsås Line and Røa Line . The companies preferred shares were however still listed on the Oslo Stock Exchange . On 15 September 1949, the Underground Railway Office ( Tunnelbanekontoret ) was established to start planning the Oslo Metro , a rapid transit system that would serve

552-418: A new central station at Tøyen . The idea was to convert all suburban transport to diesel buses while trains were to be responsible for long-distance transport. Tram and commuter train services were to be abandoned and the area freed was to be converted to freeways, so it became less important to have the main train stations centrally located in the city. Both the committee and NSB rejected the project. During

644-420: A new station with nine tracks over the river Akerselva. In 1878 the legislature decided to build the smallest suggested station—with only seven tracks over the river, claiming that the station was oversized. Oslo East Station ( Oslo Østbanestasjon , Oslo Ø ) opened in 1882. But it was soon recognized that the station was too small. The population of Oslo doubled to 150,000 between 1875 and 1890 and from

736-432: A number of horsecars. The Vestbanen Line was extended to Munkedamsveien on 5 May 1879. Once these expansions were made the company fell more into a state of operation. From 9 July 1880 all routes terminating at Stortorvet were merged, resulting in direct services from Homansbyen to Oslo and from Grünerløkka to Vestbanen. This also meant that passengers no longer had to buy a new ticket for a transfer. Between 1887 and 1892

828-459: A power output of 84 kilowatts (113 hp). Class H was the final series delivered to KSS. Due to inflation in Germany they were cheap and were mostly bought to allow smaller units to retire. KSS bought seventeen new trams, electrical equipment for seventeen and thirty-four new trailers. The electrical equipment was used to rebuild and expand existing trams, particularly Class S units. One unit

920-485: A station at Oslo City Hall , but a more northerly line was chosen that would be 1,802 metres (5,912 ft) long. Introduced in 1952, shepherding the plans through the Storting proved difficult. In 1959 the plans were again revised and in 1960 a new committee was created, which suggested building a third line between Grefsen and Bestun for freight trains to connect between the eastern and western lines. It also felt that

1012-594: A tramway there, but on 23 September 1897 the municipal council voted to establish its own tram company, Kristiania Kommunale Sporveie (KKS), and build a line to St. Hanshaugen Sagene itself. This resulted in three new lines. Sagene Ring opened in November 1899. The Rodeløkka Line , which opened in January 1900, used the lower section of the Grünerløkka Line to reach the city center. The Vippetangen Line

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1104-780: A twelve-story building for NSB's administration at the station, which at the time was spread around at 14 different locations in the city. The committee delivered its report on 7 December 1939 to the Norwegian Ministry of Labour . In 1940 after the German invasion of Norway in World War II the German puppet government in Norway took over control of transport planning and created the Tøyen Project in 1942. The plan involved dismantling both Oslo V and Oslo Ø and building

1196-483: Is operated by Bane NOR while its real estate subsidiary, Bane NOR Eiendom owns the station, and was opened in 1980. Oslo Central Station was built on the site of the older Oslo East Station ( Oslo Østbanestasjon , Oslo Ø ), the combining of the former east and west stations being made possible by the opening of the Oslo Tunnel . Oslo Central Station has 19 tracks, 12 of which have connections through

1288-465: Is the main railway station in Oslo , and the largest railway station within the entire Norwegian railway system . It connects with Jernbanetorget station , which is served by trams and the Oslo Metro . It's the terminus of Drammen Line , Gardermoen Line , Gjøvik Line , Hoved Line , Østfold Line and Follo Line . It serves express, regional and local rail services by four companies. The railway station

1380-599: The Bergen Tramway and the Trondheim Tramway . From the company's opening it had charged 10 øre for a ride, but this was raised to 15 øre in 1918, a price which would remain unaltered for the rest of its history. To ease management of such an odd amount, token coins were popular. They were sold with a quantity discount and were commonly used in Oslo as a conventional coin worth 15 øre. During this period

1472-687: The Class SS trams and from 1921 the Class H trams. The company build part of the Sinsen Line in 1923. Both companies were municipalized in 1924 to become Oslo Sporveier . The first plans for horsecar operations in Oslo—then known as Christiania—took place in 1868, when Engineer Jens Theodor Pauldan Vogt and Architect Paul Due applied for a concession . They proposed a line from Homansbyen to Gamlebyen (then known as Oslo) with branches to Pipervika and Palaisbryggen. The municipal authorities rejected

1564-600: The Gothenburg Tramway in Sweden. In addition twenty-five SL79 trams were delivered in 1982–83, followed by an additional fifteen in 1987, introducing articulated trams into the Oslo cityscape. Another major goal of the metro was to connect the suburban lines on each side of the city through a tunnel, specifically the Common Tunnel . With the opening of the metro in 1966 only 1.2 kilometres (0.75 mi)

1656-695: The Green Tramway ( Norwegian : Grønntrikken ), was an operator of part of the Oslo Tramway from 1875 to 1924. The company was established in 1874 and started with horsecar operations on the Ullevål Hageby Line , Gamlebyen Line and the Grünerløkka–Torshov Line . The network was electrified with in 1899 and 1900, whereby the company was bought by Union-Elektricitäts-Gesellschaft . It delivered new Class U trams. Within

1748-671: The Homansbyen Line (today the Ullevål Line) ran along Hedgehaugsveien, Pilestredet and Thereses gate to Adamstuen . Sagene Ring took off from Athenæum in Akersgata and ran northwards along Colletts gate, Geitemyrsveien and Kierschouws gate through the neighborhoods of St. Hanshaugen and Sagene. From there it ran across Bentse Bridge to connect with the Grünerløkka–Torshov Line at Torshov. Homansbyen Depot

1840-635: The Lambertseter Line opening as a suburban line on 28 April 1957. The first closing of tram lines occurred in 1949; on 17 January the line to Korsvoll was closed, followed on 6 February the line to Rodeløkka. The line to Rodeløkka was not removed, and a new line opened on 2 January 1955. By 1960 the plans for the T-bane were in the works, and the city council decided to terminate all tram and trolleybus lines—replacing them with rapid transit and diesel buses. The closure would not be immediate; not until

1932-554: The Norwegian Nobel Institute . In 1982, one person was killed when a bomb exploded at the station. Four railway companies offer a combination of express, regional and commuter train service in addition to the Flytoget (Airport Express Train) service. There are 19 tracks where passengers can board and leave the trains. The tracks 2–12 have connection to the Oslo Tunnel leading west. All local trains use

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2024-586: The Oslo Port Line was built. There had been discussions about building a central station to connect the Drammen Line with the eastern station, but this idea involved building it via Majorstuen and Grefsen . Oslo V always remained a secondary railway station in Oslo, since it mostly served local traffic to Buskerud , Telemark and Vestfold in addition to the Sørland Line . The year after

2116-452: The Oslo trolleybus service was performed in 1939; the breakout of World War II induced strict fuel rationing making it profitable for Oslo Sporveier to take into use trolleybuses using abundant electricity. In December 1940 the first trolleybus route opened, line 17 from served as a shuttle for the tram at Rodeløkka. Line 21 was the next to be converted—opening on 5 December 1943—running from Carl Berners Plass to Skillebekk, on route north of

2208-463: The water bus service is made part of the Oslo Sporveier network, though it remained operated by the private company Oslo Fergene . In 1991 the companies Ekebergbanen and Holmenkolbanen were merged into Oslo Sporveier, and until 2004 a few private owners had a very small ownership in Oslo Sporveier. Also in 1991 the first public service obligation was issued on the bus service. The next year

2300-485: The 1938 committee's work, and expanded the Alnabru Railway Yard in parallel with the new station. The office presented plans which would take 15 years to implement. One of the greatest obstacles was the location of the tunnel under the city. NSB wanted a straight line for quick transport, but complex geological conditions in Oslo, including large areas of clay , prevented this. The plans originally included

2392-403: The Drammen Line before Oslo West. The committee proposed two plans, one where all traffic was directed to the new central station and one where the suburban traffic went to Oslo West. It also considered construction of a line north of the city via Grefsen to Oslo East, but this was not recommended. The proposed tunnel below the city was to be 1,660 metres (5,450 ft) long. The plan also included

2484-920: The Homansbyen Line to reach the Briskeby Line and Majorstuen . At Skillebekk a connection was built through Munkedamsveien, allowing the Vestbanen Line access to the Skøyen Line . The third connection opened in 1915, linking Jernbanetorget to the Kampen Line and the Vålerenga Line through a connection along Vognmannsgata, Brugata and Vaterland Bridge, allowing trams from there to serve Oslo East Station . The second generation of electric trams, Class SS , were delivered in 1913 and 1914. The thirty-seven trams were significantly larger due innovations allowing longer wheelbases . By 1915

2576-487: The Homansbyen Line was extended to Adamstuen . In January 1910 the company introduced line numbers of its services. KES had done this a few months earlier and taken the first three digits, so KSS numbered their lines 4 through 10. From 1912 the two companies started to cooperate closely with their routes. This first materialized in a connecting line in Hegdehaugsveien, which allowed trams to run from Stortorvet via

2668-533: The KKS takeover. These had an identical 7.8-meter (26 ft) long and 2.0-meter (6 ft 7 in) body with wooden exterior paneling. KKS ordered the trams from Schukert & Co. , who built the electrical and technical equipment, while the bodies were built by Busch. They features outdoor bays for the motorman and a cabin with wooden benches in the longitudinal direction. All units had seating for twenty passengers. The motorized vehicles had seating for fourteen, while

2760-666: The Kristiania's municipal borders. It opened in two stages, to Sandaker on 2 October 1901 to Grefsen Station on 28 November 1902. By 1897 the Liberal Party had received a majority in the municipal council. The party had as part of its program stated that it wanted to municipalize the tramway operations. That year there was a political debate regarding an expansion of the KSS' tramway towards St. Hanshaugen and Sagene , two areas which were being developed. KSS applied to build

2852-560: The Oslo Line at Brugata and ran further north along Storgata and then Thorvald Mayersgata through Grünerløkka . It then continues along Vogs gate and Sandakerveien through Torshov . At Storo it turns off onto Storoveien to Grefsen Station , a mainline railway station on the Gjøvik Line . From Nybrua the Rodeløkka Line branched off along Trondheimsveien and then followed Helgesens gate, Rathkes gate, Verksgata, Københavngata to

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2944-461: The Oslo Tunnel. Construction of the new station started in 1979 and in 1980 the Oslo Tunnel could be taken into use. The tunnel got one of the planned stations, Nationaltheatret , while Elisenberg was never built due to lack of funds. Oslo S was taken into use on Sunday, 1 June 1980 and officially opened by King Olav V on Friday, 30 May 1980. Oslo V was closed in 1989, and is now the seat for

3036-529: The Oslo Tunnel. The station has two buildings, the original Oslo East building and the newer main building for Oslo Central. Each building houses a large shopping centre. The square in front of the station is called Jernbanetorget . When the first railway line, Hovedbanen , was built between Oslo and Eidsvoll in 1854, the terminus in Oslo was constructed as an ad-hoc solution located at Gamlebyen . Alternate sites included Youngstorget , Grünerløkka and Vaterland Bridge . In 1852 an architectural competition

3128-547: The SL79 units, were delivered from 1996 to 2004. On 1 July 2003 Oslo Sporveier is reorganized with the operation of the trams transferred to Oslo Sporvognsdrift and the operation of the metro to Oslo T-banedrift . Another reorganization was made on 1 July 2006 when Oslo Sporveier was demerged into two companies: the Oslo Public Transport Administration , that kept the Oslo Sporveier brand name,

3220-523: The annual meeting on 17 January 1898. The company both needed a supplier and capital, and struck a deal with Union-Elektricitäts-Gesellschaft , who would deliver the new infrastructures and trams, and also provided capital through purchasing a majority stake in the company. There was a general understanding for the conversion in the public, although there were many protests against installing overhead lines in Karl Johans gate . The first section which

3312-438: The application—citing concerns of the street being too narrow. A new application was issued in 1873 with a common section with four branches, along Drammensveien, Gamlebyen, Oslo West Station (Vestbanen) and Grünerløkka . This time the municipality granted the necessary permissions. Vogt and Due's concession was transferred to a company, A/S Kristiania Sporveisselskab, which was incorporated on 26 August 1874. The share capital

3404-413: The bodies by Falkenried and Skabo. The trams had two GE52 motors with a combined power output of 36 kilowatts (48 hp) and had a total weight of 10.2 tonnes (10.0 long tons; 11.2 short tons). They were 7.8 meters (26 ft) long and were built with open platform bays. Each unit had capacity for twenty seated and fourteen standing passengers. The company inherited twenty trams and twelve trailers in

3496-593: The city center it followed Karl Johans gate to Stortorvet , its hub . To the east the lines ran concurrently to Kirkeristen, where the Grünerløkka–Torshov Line split from the Oslo Line (later name the Gamlebyen Line). The latter ran through Grønland along Vognmannsgata and Schweigaards gate. The Oslo Line proper ran through Oslogate to St. Halvards plass and onwards to Oslo Hospital in Gamlebyen (at

3588-515: The city center. After sabotage against the a German aircraft engine facility co-located with the bus depot, line 17 was terminated on 21 August 1944 so the vehicles could be used on line 21. After the war in 1946 Oslo Sporveier announced they would electrify three more bus lines; on 6 February 1949 ring line 20—from Majorstuen via Sagene and Carl Berners Plass to Galgeberg—and line 23, later renumbered 18, from Bjølsen to Lian Street, and expanded to Ekeberg Hageby on 11 June 1950. The last trolleybus route

3680-508: The city council, giving the new company the name A/S Kristiania Sporveier. On 1 January 1925 the city changed its name to Oslo, with the company's name also changing. The suburban tramways operated by Holmenkolbanen and Ekebergbanen were not taken over, as was the Lilleaker Line operated by KES; the city council did not want to take over tram lines in the neighboring municipality of Aker . The network taken over by Oslo Sporveier

3772-471: The city has its most extensive tram network. The new company also decided that the permitted car width be 2.5 metres (8.2 ft), allowing wider suburban trams to run in the city streets. During the 1930 Oslo Sporveier decided they needed more rolling stock, and cooperated with Strømmens Værksted to create the Goldfish-series. Forty-six units were delivered in 1937–40, with twenty-four delivered in

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3864-652: The closing of the horsecar network, thirty-eight units were converted to trailers for electric trams. The first class was built by John Stephenson Company and consisted of twenty-nine units delivered in 1875 and 1877. They were 4.1 meters (13 ft) long and 2 meters (6 ft 7 in) wide. They weighed 1.8 tonnes (1.8 long tons; 2.0 short tons) and were bidirectional, allowing seating for fourteen seated passengers. The second class consisted of fourteen units delivered by Skabo between 1887 and 1892. These were delivered in various configurations of open and closed seating and were normally only operated during winter. They had

3956-410: The company took delivery of seventeen new vehicles from Skabo . During the 1890s the company carried out some double tracking . The final batch of fifteen horsecars, built by Falkenried , were delivered in 1897. They were so heavy they needed to be hauled by two horses and were designed with the intention of being used as trailers for the electric trams. Kristiania Elektriske Sporvei (KES) became

4048-434: The country was experiencing inflation. KES and the labor union could not reach an agreement for wage increases and the company was hit by a strike from 11 January to 22 March 1920. It was resolved through the municipality offering to reduce its charges. As part of the agreement, the 5 øre commuter prices in the morning and afternoon were abolished. The last batch of trams were delivered from 1921 and 1923. On 1 February 1923

4140-598: The expansion of the Trunk Line to Hamar in 1862, and the opening of the Kongsvinger Line in 1865. In 1872 Oslo got its second terminal station, located at Pipervika near Aker Brygge and the city hall . Oslo West Station (or Oslo V) was built to allow the then narrow-gauged Drammen Line between Drammen and Oslo to terminate in downtown Oslo. The two stations were located about 2 km (1.2 mi) apart and were not connected by rail until 1907 when

4232-552: The first low-floor buses entered service. During the 1990s a number of expansions were made to the tram network. The disused line from Storo via the depot at Grefsen to Sinsen was taken into use in 1993. In 1995 the Vika Line was constructed to access Aker Brygge and in 1999 the Ullevål Hageby Line was extended to the new Rikshospitalet . For these new lines thirty-two SL95 low-floor trams , replacing all but

4324-676: The intersection at Dælenenggata. It served the neighborhoods of Rodeløkka and Dælenenga . The Sinsen Line continued along Trondheimsveien until Carl Berners plass . To the west the line split northwards and southwards after running west along Karl Johans gate. The southern route, the Vestbanen Line , followed Rosenkrantz' gate to Oslo West Station , through Engens gate to Munkedamsveien. It ran along it to Cort Adlers gate, Huitfeldts gate and Larssons gate to Parkveien. From there it followed Munkedamsveien to Skillebekk , where it connected to KES's Skøyen Line . North from Karl Johans gate

4416-569: The issue was raised, with the Liberal Party and the socialist parties running for municipalization of tram operations. Meanwhile, the municipal administration worked with estimates for taking over KSS. A take-over would cost the municipality about NOK 2 million, while a sale would bring in about NOK 1.6 million. However, as KSS was a profitable company, it was estimated that the municipality would make more money by taking over KSS than selling KKS, estimated at about NOK 3 million for

4508-588: The joint model. The latter were members of the Communist Party and the Labor Party , who both were in favor of a municipal take-over. The new company, Kristiania Sporveier, was incorporated in May 1924 and took over all street tram operations. The city changed its name to Oslo on 1 January 1925, as did the tram company. KSS operated a network of tramway throughout most of eastern and northern Oslo. Through

4600-546: The line a new loop was built at Muselunden. In 1972 the planned closing of the Ekeberg Line was canceled and remained, despite a new line needing to be built to allow passage during the construction of the central station. In 1977 the city council changed their decision to close down the tramway, mostly due to the 1973 oil crisis. After no investments on the tramway for seventeen years, new stock had to be bought, and Oslo Sporveier opted for buying seven used M-23 units from

4692-400: The matter. KES was valuated at NOK 9 million, while KSS was worth NOK 12.5 million. The committees majority proposed a merger and that KSS received a prolonged concession, while the minority recommended that the tramways be bought by the city. A third option, a jointly public and privately owned company, was also proposed, where the municipality would own fifty-one percent. The issue

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4784-492: The new Gjøvik Line was to terminate. Some suggested a station at Grefsen with one line to Oslo East and one via Majorstuen to Oslo West. The Storting decided in 1895 that the Gjøvik Line was to be built to Oslo East. To start the expansion of the station, the Storting announced a competition in 1896, which was won by Sam Eyde . His plan was to move the freight section away from the passenger sections to Lodalen. The plan

4876-476: The new suburbs in Nordstrand and Groruddalen on the east side of town. The first part of the Common Tunnel had been opened in 1928 by Holmenkolbanen, and the plan was to build a through tunnel connecting the eastern and western suburban lines. The decision to build the T-bane was made by the city council in 1954; the Østensjø Line would be converted to metro standard, and three new lines would be built, with

4968-685: The next year by the Vippetangen Line (that since 1964 had been used for grain transport), the Helsfyr Line and the Simensbråten Line branch of the Ekeberg Line. The last closing of a tram line occurred on 24 June 1968 when the connection between Schewigaard Street and Etterstad was terminated. The tide changed in 1969 when the turning loop at Sinsen was needed to build the Sinsen Interchange —instead of closing

5060-424: The one at Grünerløkka. KSS took over Sagene Depot and Rodeløkka Depot with the KKS takeover, but the latter was immediately closed. The company's final depot opening took place in 1922, when it opened Vålerenga Depot . During its period of horsecar operations, KSS took delivery of 57 units. These are subdivided into three classes, each manufactured by a different company and with distinct specifications. After

5152-444: The opening of the station to 1890, the traffic increased from 400,000 passengers annually to more than a million. The most critical part was the freight section, where the trains had to partially use the main railway for switching . One of the proposed solutions was to build the line from Østfold on a viaduct into the station and elevate it on a level above the other tracks. Another problem arose in 1893, when it had to be decided where

5244-477: The period in question. The decisive municipal council meeting was held on 14 April 1905, although the actual vote did not occur until 02:00 hours the following day, after a nine-hour debate. The Conservative majority voted in favor of selling KKS to KSS and extending the latter's concession to 1924. With the takeover KSS required not only three lines, but also a fleet of twenty Class S motorized trams and twelve trailers. It also took over two depots. Sagene Depot

5336-497: The plan was weakened by the Storting and the only construction to take place was new extensions of the Smaalenene Line and Gjøvik Line and some minor changes to the freight section. The new Oslo Port Line that connected the two stations opened in 1907. Another committee was created in 1938 to work out plans for a central station. This was the first project to propose a tunnel under the entire city that would branch off from

5428-472: The river Akerselva, between Jernbanetorget and Bjørvika . But a conflict arose between Carl Abraham Pihl , who was director of NSB at the time, and the City of Oslo. While Pihl wanted a separate station for the Smaalenene Line, the city wanted to concentrate the stations in one place in Oslo. The engineers insisted on moving the station closer to the city. The architect Georg Andreas Bull drafted four plans for

5520-582: The roads, although the municipality retained the right at any time to require them to be dug down. The company opted for standard gauge , presumably because this was most common amongst horsecars and eased procurement. Track-laying started in May 1875. Because of the location of the depot and the low traffic estimates along Drammensveien, KSS opted to instead build a branch to Homansbyen. The first twenty-two trams arrived from John Stephenson Company on 2 September 1875. The first horses arrived nine days later. Trial runs started on 21 September and operating permit

5612-571: The same dimensions as the Stephenson cars. The final class, built by Falkenried , consisted of fifteen units delivered in 1897. Measuring 6.6 meters (22 ft) in length, they were sufficiently heavy they needed to be hauled by two horses. This was a calculated choice, as they were primarily intended to be used as trailers for the electric trams. The first electric trams were forty-seven Class U trams delivered in 1899. The electrical components were built by Union-Elektricitäts-Gesellschaft and

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5704-415: The second tramway operator in Oslo when it opened its first two electric tramway lines on 2 March 1893. Although the new company received a permit for two new lines, KSS retained a preferential treatment allowing priority in building later new lines. KES had significantly lower operating costs and only charged 10 øre for its tickets. Although only very few locations had a choice between the two companies, KSS

5796-611: The stock was double axled. After the take-over Oslo Sporveier immediately started expanding the network; on 1 August 1925 the Homansbyen Line was extended from Adamstuen to Ullevål Hageby (becoming the Ullevål Hageby Line). Further expansions were the Kjelsås Line that opened on 25 September 1934 from Storo to Kjelsås and the expansion of the Sinsen Line from Sinsen to Carl Berners Plass . At this point

5888-474: The street tram network consisted of thirteen services, of which two were operated by KES and six were joint operations. The joint services were operated the relative number of trams in proportion of the ownership of trackage along the line and where each company simply kept the revenue it created on their services. The first women conductors were hired in 1916. The Stephenson and Skabo horsecar trailers were taken out of service in 1917 and 1918. Sixteen were sold to

5980-418: The street version, series E and twenty-two in the suburban version, series B . Built with an aluminum chassis, they were quick and light, with a distinct streamline shape, making them look like a goldfish. Bus transport started in 1927 with line 18 between Kværner and Alexander Kiellands Plass . In 1931 the bus ring around the city is opened, and by 1937 Oslo Sporveier operated 113 vehicles. A test for

6072-475: The time known as Oslo). From here the suburban Ekeberg Line , operated by Ekebergbanen continued southwards. Two lines branched off from the Oslo Line. The Kampen Line ran along Motzfeldts gate, Jens Bjelsens gate, Tøyengata, Hagagata and Brinkens gate to Kampen, Norway . Further down the Vålerenga Line branched off at Schweigaards gate and continued along it, St. Halvards gate, Vålerengagata and Etterstadgata. The Grünerløkka–Torshov Line branches off from

6164-416: The tracks and instead use the horsecars during winter. Profits were made immediately, and in 1877 an additional seven cars were delivered, allowing the headway to drop to five minutes. The company became a major retailer of used horses. These were sought after due to the good treatment they received at the company. However, if they ever walked down a street with tracks they would follow these blindly and it

6256-457: The trailer had seating for twenty. KSS took delivery of thirty-seven Class SS motorized trams and twenty-two trailers between 1912 and 1914. They had electrical components from Siemens-Schukertwerke and were variously built by Falkenried and Skabo. Their main innovation was that the wheelbase was increased from 180 to 360 centimeters (71 to 142 in), allowing for a lengthening of the body. They were 11.47 meters (37.6 ft) long and had

6348-617: The tram and trolleybus vehicles were to be retired would lines be closed. Within a year the tram lines the Kampen-, Rodeløkka- and Vestbanen Line were closed, as were the trolleybus lines 18 and 24. The remaining two trolleybus routes were closed in 1967. The first metro entered service on 22 May 1966 when the Lambertseter Line was converted and connected to the new tunnel leading to the Jernbanetorget Station . It

6440-509: The tunnel should be expanded westward and terminate somewhere between Skarpsno and Skøyen and at the same time close the Oslo Port Line. The new plans were approved by the Storting in 1962. The new central station was to have the same basic plans as the suggestion that won the contest in 1946, though slightly modified, among other things keeping the old Oslo Ø building. The station was to have 19 tracks, of which 12 were to connect to

6532-405: The war the German forces exploited the railway network and rolling stock, and by the end of the war the entire railway system was worn out. In 1946 the Planning Office for the Central Station was created, led by Egil Sundt . This committee announced an architecture contest for a new central station, and the Green Light plan by John Engh won. The planning office started construction based on

6624-635: The western station opened, in 1873, the Norwegian legislature, the Storting , decided to build a new railway from Kornsjø at the Swedish border through Østfold to Oslo, the Smaalenene Line (now the Østfold Line ). Traffic at the station was expected to explode due to this railway and it was decided that a new station had to be built. The engineers within NSB (now Vy) wanted to locate this new station west of

6716-498: The work by opening the Vålerenga Line on 3 May. The Kampen Line opened on 6 June. Both of these were branches of the Gamlebyen Line. This resulted in a major restructuring of the routes, with five lines each running on a ten-minute headway. The Grünerløkka–Torshov Line was the next to be expanded. Unlike the rest, it was financed by the municipalities of Kristiania and Aker , and was the first of KSS's lines to run outside

6808-564: Was bought from J. G. Brill Company with General Electric motors. The rest were bought from Hannoversche Waggonfabrik with electrical equipment from Siemens-Schukertwerke. The trams were 11.2 meters (37 ft) long and weight between 14 and 15 tonnes (14 and 15 long tons; 15 and 17 short tons). They sat twenty-four passengers. Four horsecars, ten motorized trams and four trailers have been preserved by Oslo Tramway Museum . Oslo Central Station Oslo Central Station ( Norwegian : Oslo sentralstasjon , abbreviated Oslo S )

6900-465: Was completed in August. However, none of the three lines connected with each other and KKS had to lease track from KSS. KSS had a concession which expired in 1905, at which time the municipality could purchase the company at par value. This raised a new debate concerning public or private operations, with many Conservative politicians calling for the privatization of KKS. In the 1904 municipal election

6992-520: Was considered by the council's executive board, which supported the joint public–private proposal with eleven against nine votes. The argumentation was largely ideological: the left side accused the right for bringing economic advantages for private investors, while the right accused the left of insufficient financial investigations of municipal operations. The issue was voted on in the municipal council in December, with 43 against 41 councillors supporting

7084-409: Was constructed with a building housing the company's administrative office, horse stables, a wagon depot, a forge, and a weighing shed. These installations were designed by the Norwegian architect Henrik Thrap-Meyer . It was expanded in conjunction with the electrification. KSS had a depot at Grünerløkka from 1880 to 1899. When it then extended the line to Torshov, it built a new depot there and closed

7176-415: Was difficult to get them to diverge off the route. From 1878, the fare increased to 15 øre for all routes. KSS opened its first extension on 18 March 1878, when the first part of the Grünerløkka–Torshov Line opened from Storgata to Thorvald Meyers gate. It was further extended to Beyer Bridge on 12 April 1879. In conjunction with this a new depot was built at Olaf Ryes plass with place for fifty horses and

7268-597: Was electrified was from Munkedamsveien to Grünerløkka, on 29 September 1899. The same day the line was extended to Torshov . The Homansbyen and Oslo Lines were electrified on 17 November, except for the section from Oslo Hospital to St Halvards plass , which had to be hauled by horses until 15 January 1900. This work required the delivery of new electrical trams. Forty-seven Class U units were delivered in 1899, with electrical equipment from Union and bodies built by Falkenried and Linke-Hofmann-Busch . Thirty-eight horsecars were converted to trailers. The company continued

7360-470: Was especially important on hills to keep the momentum and not wear out the horses. The horsecar would stop for elderly passengers and those of sufficient prominence. The company took delivery of seventeen sleds for use during winter. These proved much less suitable for operations, as the horses could not pull the same load on snow as on rails. The turnover time for horses was reduced, resulting in increased headway . The company therefore decided to salt and plow

7452-560: Was extensive, consisting of the Vippetangen- , Vestbanen- , Homansbyen- , Sagene- , Grünerløkka–Torshov- , Rodeløkka- , Kampen- , Vålerenga- and Gamleby Line taken over from KSS and the Skøyen- , Frogner- and Briskeby Line taken over from KES. There was sufficient rolling stock from the two companies that Oslo Sporveier had a surplus; they had 148 cars, numbered 1–22 and 33–157, and 186 trailers, numbered 401–540 and 601–646—all

7544-448: Was forced to rent some tracks in the city center from the other companies, and was also relegated to build less profitable lines; lack of profits made the city council sell KKS to KSS in 1905. The city had granted a concession to the two private street companies until 1924, after which the city could expropriate the companies. Both companies where well run and highly profitable, and on 1 May 1924 KSS and KES were merged and taken over by

7636-541: Was granted on 4 October. The official opening took place the following day. Regular traffic started on 6 October, as the second horsecar system in the Nordic Countries, after Copenhagen . The original network consisted of three services: from Homansbyen to Stortorvet , from Vestbanen to Stortorvet and from Stortorvet to Oslo. The services to Vestbanen corresponded with trains, while the other two operated every ten minutes. The fares were set to 10 øre. Shortly after

7728-482: Was held, and a plan based on Crown Street Station in Liverpool won. The station was located east of the river Akerselva , but could not serve as a permanent solution, as it was close to neither the city centre nor the port. In 1859 the freight section of the station was expanded with the purchase of land between Loelva and the port, and part of Bjørvika . From the beginning, rail traffic increased, especially after

7820-399: Was kept, while Rodeløkka Depot was closed. This resulted in new, mixed services: Homansbyen–Oslo, Homansbyen–Sannergata, Munkedamsveien–Sannergata–Grefsen, Munkedamsveien–Vålerenga, Sagene–St. Hanshaugen–Kampen, St. Hanshaugen–Rodeløkka and Stortorvet–Vippetangen. The Vippetangen Line was completed to Vippetangen on 8 November 1905. The next extension took place on 24 September 1909, when

7912-615: Was line 24 converted on 20 May 1955 from Tåsen to the Eastern Railway Station . In total 72 trolleybuses, all built by Strømmen, were delivered. On 1 October 1944, Oslo Sporveier bought Bærumsbanen and took over the operation of the Lillaker- , Ekeberg- and Østensjø Line . The municipalities of Oslo and Aker were merged 1 January 1948, and Aker's municipal tram company Akersbanerne was merged into Oslo Sporveier. This company did not operate any lines, instead it had

8004-488: Was made responsible for purchase and marketing of the public transport, while the operating was transferred to Kollektivtransportproduksjon . The brand name Oslo Sporveier was discontinued on 1 January 2008 when Ruter was created as a merger between it and Stor-Oslo Lokaltrafikk —who was responsible for public transport in Akershus . Kristiania Sporveisselskab A/S Kristiania Sporveisselskab or KSS , nicknamed

8096-421: Was needed to establish a connection, yet not until 1977 did the new station Sentrum open, allowing the T-bane closer access to the city center. However, leaks forced the station to close in 1983, and not until 1987 did it reopen, this time also as the terminus for the western trams. Through running could not be accomplished until 1993, when parts of the western network had been upgraded to metro standard. In 1985

8188-407: Was put to the Storting in 1899, and with 70 against 39 votes, the new station was delayed because of the high projected costs. A committee was appointed to look at other possible solutions. The committee split in its final decision, but both factions agreed that a new railway had to be built between the two stations, and proposed a line past the city hall in a tunnel under Akershus Fortress . But again

8280-409: Was set to 200,000 speciedaler . The company bought a lot on Pilestredet 10,000 speciedaler, which became the site of Homansbyen Depot , including the company's administration. In its original design it had places for 44 vehicles and 116 horses, as well as a smithy, offices, apartments, a laboratory for the veterinary and a sick bay for twelve horses. The company was permitted to use tracks on top of

8372-434: Was soon viewed as outdated and expensive. They chose to cut their ticket prices to 10 øre in 1896. To alleviate the situation, KSS's board approved plans in December 1897 for electrify their network. Meanwhile, the board decided to convert its entire network to double track. As tracks for an electric tramway had to be designed to allow for return current, an all-new trackage would have to be laid. These plans were approved by

8464-535: Was supplemented by the Grorud Line that opened on 16 October, and the Østensjø Line the next year. The first part of the Furuset Line was connected on 18 November 1970, and was followed by extensions to the lines throughout the 1970s until the opening of Ellingsrudåsen in 1981. The advent of the metro fueled the closing of tram lines, and in 1966 the connection between Grensen and Sagene closed, followed

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