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Линия Холменколлен
Vinderen stasjon - 2010-08-07 at 17-50-34.jpg
Станция Vinderen
Обзор
Родное имяХолменколлбанен
СтатусОперационная
ВладелецSporveien
ТерминиMajorstuen
Frognerseteren
Станции19
Услуга
ТипБыстрый транзит
СистемаОсло Метро
Оператор (ы)Sporveien T-banen
Подвижной составMX3000
История
Открыт31 мая 1898 г.
Технический
Кол-во трековДвойной
Ширина колеи1435 мм ( 4 фута  8+1 ⁄ 2  дюйма)
Электрификация750 В постоянного тока, третий рельс
Скорость работы70 км / ч (43 миль / ч)
Самая высокая высота469,0 м (1538,7 футов)
Карта маршрута
-
Tryvandshøiden
запланировано
14,3 кмFrognerseteren
1916 г.
469,0 м
13,7 кмВоксенколлен
1916 г.
460,0 м
12,7 кмЛиллеванн
1916 г.
425,0 м
11,9 кмСкоген
1916 г.
378,0 м
10,8 кмВокенлия
1916 г.
330,5 м
9,8 кмХолменколлен
1916 г.
277,7 кв.м.
9,1 кмBesserud
1898 г.
242,2 м
8,4 кмMidstuen
1898 г.
223,3 м
7,9 кмSkådalen
1898 г.
206,9 кв.м.
7,5 кмВеттаколлен
1898 г.
196,7 кв.м.
7,0 кмGulleråsen
1898 г.
181,7 м
6,6 кмGråkammen
1898 г.
170,1 м
5,9 кмSlemdal
1898 г.
144,6 м
Engerjordet
1905–1935
5,2 кмРис
1898 г.
121,3 м
4,7 кмGaustad
1898 г.
101,4 м
4,2 кмВиндерен
1898 г.
86,6 м
3,8 кмSteinerud
1900 г.
75,6 м
3,2 кмFrøen
1898 г.
59,7 м
Кольсос- и Рёа Лайн
Линия Ring- и Sognsvann
2.7 кмMajorstuen
1898 г.
47,7 м
Общий туннель
Валькирия Пласс
1928–1985
Homansbyen
запланировано
0.7 кмНациональный театр
(1928)
5,4 мес.
переезд на линию Драммен
0.0 кмСтортинг
1977 г.
−9 м.
Эта диаграмма:
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Линия Holmenkollen ( норвежский язык : Holmenkollbanen ) - это линия метро Осло протяженностью 11,4 км, которая проходит между Majorstuen и Nordmarka в Осло , Норвегия . Работая как линия метро 1, это маршрут с наименьшим количеством пассажиров [1] и единственный, на котором еще остались железнодорожные переезды и короткие платформы станций. Линия проходит в основном через жилые кварталы частных домов, а верхние части линии в основном обслуживают зону отдыха Нордмарка. Станция Холменколлен находится недалеко от Национальной арены Холменколлена.где проводятся международные турниры по лыжным видам спорта . Станция Воксенколлен находится недалеко от Винтерпарка Осло (Зима) и Осло Соммерпарк (Лето).

Эта линия является старейшей в системе метро, ​​она была открыта как легкая железная дорога в 1898 году компанией Holmenkolbanen . Первоначально он шел на 6,2 км (3,9 мили) от вокзала Майорстуэн до Бессерада . В 1916 году линия была продлена до Триванна , и последние 1,4 км (0,87 мили) использовались только для грузовых перевозок. В 1928 году конечная остановка города была перенесена на 2,0 км (1,2 мили) к подземной станции Nationaltheatret .

Операции [ править ]

После модернизации в преддверии Чемпионата мира FIS по лыжным видам спорта 2011 года линия Холменколлен питалась от третьего рельса и обслуживалась одиночными трехвагонными поездами MX3000 . Управление общественного транспорта Осло Ruter также рассматривало возможность продолжения использования T2000 и T1300 , но отклонило T2000 из-за ненадежности и T1300 из-за возраста. [2] Платформы достаточно длинные, чтобы вместить только две машины, поэтому двери в третьей машине остаются закрытыми во время остановок на станциях. Однако пассажиры могут воспользоваться третьей машиной, пройдя между машинами после посадки. Вдоль линии есть множество железнодорожных переездов.

Поскольку линия не проходит через густонаселенные районы Осло, движение обычно меньше, чем на любой другой линии. Тем не менее, существует большое количество сезонных туристических потоков, и линия, поднимающаяся на высоту более 400 метров (1300 футов) и открывающая вид на Осло, сама по себе является достопримечательностью. Трамплин Холменколлен и Tryvannstårnet вещания башни дальнейшие достопримечательности вдоль линии.

История [ править ]

Engerjordet использовался между 1905 и 1935 годами.
Линия 1923 года, показывающая вид на город.
Трамвай HkB 600 в начале 1990-х
Участок Линии Холменколлен до демонтажа ВЛ.
Фрогнерсетерен - конечная остановка, обслуживающая зону отдыха Нордмарка.
Станция Скоген
Трасса имеет крутой подъем от города до вершины холма.

Линия была открыта 31 мая 1898 года как трамвайная линия между Majorstuen и Besserud . Линия была продлена до Фрогнерсетерена 16 мая 1916 года, а туннель между Майорстуеном и Национальным театром , теперь являющийся частью общего участка метро в центре города, был открыт 6 июня 1928 года и стал первой линией метро в Скандинавии .

22 октября 1987 года на линии произошел несчастный случай со смертельным исходом, когда в поезде вышла из строя тормозная система, из-за чего поезд скатился по ней и , наконец, опрокинулся в Мидтстуене . В результате аварии один человек погиб, четверо получили серьезные ранения. Авария привела к тщательной проверке безопасности старых вагонов из тикового дерева, которые использовались на линии. Старые поезда были сняты с эксплуатации, но вновь были введены в эксплуатацию после некоторого ремонта вагонов, пока в 1993 году не были доставлены новые поезда. [3] [4]

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 the downtown shared stretch and ran only between Majorstuen and Frognerseteren.

The T2000 trains[edit]

A now retired T2000 train at Holmenkollen

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 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.[5] 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 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.[6]

The initial proposal had called for 22 units, to replace all of the Kolsås and Holmenkollen Line stock. However, the Sognsvann and Røa Line 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.[5] The order was placed with ABB Strømmen and AEG in August 1991. The high development cost 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.[5] The six two-car sets were delivered between 2 November and 22 December 1994. The first official public presentation was made on 8 December, but the units did not enter regular service until April 1995. The cars were numbered 2001–2012.[5] 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.[7][8]

Proposed extension[edit]

In 1996, Arkitektskap made a proposal to extend the line from Frognerseteren to Tryvannshøgda, where there is among other things a skiing centre with 200,000 annual visitors.[9] 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.[10] 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 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.[11]

Metro upgrade[edit]

The line near Slemdalsveien after it was upgraded to metro standard

On 25 May 2006, Oslo was awarded the FIS Nordic World Ski Championships 2011, which would be held at Holmenkollen National Arena.[12] The running of the tournament 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.[13] 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.[14]

The proposal for 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 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.[15] For the championships themselves, a metro solution would give 9,000 passengers per hour, compared to 3,000 for a tramway.[16]

While the overhead wire and T1300 trains are gone, level crossings, such as this one at Vinderen, remain.

Ruter recommended converting the line to a tramway. In April, the city council decided to upgrade the line to partial metro standard.[14] 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.[17] The costs from 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.[18]

In December 2008, Ruter stated that it was considering building 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 the area with a bus. However, this was rejected by the city council.[1]

Ris Station

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 the World Championships.[19] 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.[20] Gulleråsen Station 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.[21]

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.[22] Demonstrations against the closing of Gulleråsen Station took place during the reopening on 6 December 2010.[23] The upgrade to metro standard allowed the T2000 trains to be retired, so the entire metro would be only operating MX3000 trains.[24] 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 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.[25] 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.[26]

References[edit]

  1. ^ a b Halvorsen, Bjørn Egil (12 December 2008). "Endeholdeplass: Holmenkollen?". Aftenposten (in Norwegian). Archived from the original on 29 June 2011. Retrieved 6 December 2010.
  2. ^ "Fremtidig vogntype for Holmenkollbanen" (PDF) (in Norwegian). Ruter. 24 September 2009. Retrieved 19 September 2010.[permanent dead link]
  3. ^ Report from meeting in the Oslo City Council regarding the disaster Archived 9 September 2012 at archive.today
  4. ^ Entry on the T2000 trains
  5. ^ a b c d Johansson, Erik W. (1995). "T2000 – AS Oslo Sporveiers nye T-banevogner". På Sporet. 81: 44–6.
  6. ^ Municipality of Oslo (1987). "Report from meeting in the Oslo City Council regarding the disaster" (in Norwegian). Archived from the original on 22 July 2011. Retrieved 1 May 2010.
  7. ^ "Sporveiens nye vognsett stopper stadig". Aftenposten Aften (in Norwegian). 26 April 1995. p. 4.
  8. ^ Solli, Berit (29 October 1997). "65 av 192 vogner er ute av drift i dag Må ha 30 mill. til vedlikehold av slitte vogner". Aftenposten Aften (in Norwegian). p. 6.
  9. ^ Halvorsen, Bjørn Egil (2 May 2007). "Vil spleise på T-bane til Tryvann". Aftenposten (in Norwegian). Archived from the original on 29 June 2011. Retrieved 6 December 2010.
  10. ^ Juven, Olav (3 May 2008). "Vil droppe bane til Tryvann". Norwegian Broadcasting Corporation (in Norwegian). Archived from the original on 2 November 2012. Retrieved 6 December 2010.
  11. ^ Lier, Hanne Waaler (2 September 2005). "Nekter å kutte i Holmenkollbanen". Aftenposten (in Norwegian).
  12. ^ "Stolte og lettet over at Oslo fikk ski-VM" (in Norwegian). Norwegian News Agency. 25 May 2006.
  13. ^ Synstad, Alexander (18 April 2008). "Målet er å lage en knirkefri folkefest". Akersposten (in Norwegian). Archived from the original on 24 July 2011. Retrieved 6 December 2010.
  14. ^ a b Bakken, Vidar (29 April 2008). "Holmenkollbanen får full T-banestandard". Akersposten (in Norwegian). Archived from the original on 3 September 2011. Retrieved 4 December 2010.
  15. ^ Synstad, Alexander (15 May 2008). "750 volt – uten sikring". Akersposten (in Norwegian). Archived from the original on 3 September 2011. Retrieved 6 December 2010.
  16. ^ "T-bane med tredobbel kapasitet!". Oslo 2011 (in Norwegian). Archived from the original on 24 July 2011. Retrieved 6 December 2010.
  17. ^ "AF bygger om Holmenkollen stasjon". Byggeindustrien (in Norwegian). 27 October 2009. Archived from the original on 24 July 2011. Retrieved 6 December 2010.
  18. ^ "Skal frakte 9.000 passasjerer i timen under ski-VM" (in Norwegian). Norwegian Broadcasting Corporation. 21 November 2010. Archived from the original on 13 December 2010. Retrieved 6 December 2010.
  19. ^ Bakken, Vidar (3 December 2010). "750 volt – uten sikring". Akersposten (in Norwegian). Archived from the original on 3 October 2011. Retrieved 4 December 2010.
  20. ^ Skaret, Pernille Storholm (22 October 2009). "Forlatt på stasjonen". Akersposten (in Norwegian). Archived from the original on 3 May 2010. Retrieved 4 December 2010.
  21. ^ Bakken, Vidar (24 November 2010). "Krever åpning av Gulleråsen stasjon". Akersposten (in Norwegian). Archived from the original on 3 October 2011. Retrieved 6 December 2010.
  22. ^ Pedersen, Pia Beathe (30 April 2010). "T-banen har for få vogner". Norwegian Broadcasting Corporation (in Norwegian). Archived from the original on 3 May 2010. Retrieved 1 May 2010.
  23. ^ Bakken, Vidar (6 December 2010). "Kongen møtt av demonstranter". Akersposten (in Norwegian). Archived from the original on 3 September 2011. Retrieved 6 December 2010.
  24. ^ Valle, Vegard (22 October 2009). "Endeholdeplass: Holmenkollen?". Fagbladet (in Norwegian). Archived from the original on 24 July 2011. Retrieved 6 December 2010.
  25. ^ Velle, Vegard (2 September 2009). "Vil reparere falleferdige t-banevogner". Fri Fagbevegelse (in Norwegian). Archived from the original on 11 September 2009. Retrieved 1 May 2010.
  26. ^ Halvorsen, Bjørn Egil (12 November 2010). "Holmenkollbanen amputeres". Aftenposten (in Norwegian). Archived from the original on 15 November 2010. Retrieved 6 December 2010.

Literature[edit]

  • Andersen, Bjørn (1993). Holmenkollbanen – kort historikk fra 1898 til 1993. Oslo: Lokaltrafikkhistorisk forening.
  • Erichsen, Egil W. (1973). Holmenkolbanen 1948–1973. Oslo: A/S Holmenkolbanens styre.
  • Holden, Finn (2000). Vinderen – fra fangstboplass til moderne bydel. Oslo: Baneforlaget.
  • Nilsen, Knut A. (1998). Nordmarkstrikken – Holmenkollbanen gjennom 100 år. Oslo: Aschehoug.
  • Orvin, Harald W. (1992). Fra Majorstuen til Holmenkollen. Oslo: Risbladet. ISBN 8299279402.
  • Strandholt, Thorleif (1986). A/S Holmenkolbanen 1896–1975. Oslo: Sporvejhistorisk Selskab.

External links[edit]

  • Holmenkollbanen minute by minute, video of the whole line (NRK)