Ringerike Line

Infobox rail line
name = Ringerike Line
nativename = Ringeriksbanen
color =

logo_width =


image_width = 250px
caption = Map of the route of Ringeriksbanen from Sandvika (south) to Hønefoss (north); tunnels indicated by dotted lines.
type = Railway
system = Norwegian railway network
status = "Proposed"
locale = Ringerike, Norway
start = Sandvika Station
end = Hønefoss Station
stations = 4
routes =
ridership =
open =
close =
owner = Norwegian National Rail Administration
operator =
character = Mixed
stock =
linelength = convert|40|km|mi
tracklength =
notrack = Single
gauge = RailGauge|sg
el = 15 kV AC
speed = convert|200|km/h|mph
elevation =


map_state =

Ringerike Line ( _no. Ringeriksbanen) is a proposed convert|40|km|mi|sing=on extension of the Bergen Line railway from Hønefoss to Sandvika, Norway; reducing rail travel from Oslo to Bergen by convert|60|km|mi and 50 minutes.cite web |url=http://www.jernbaneverket.no/prosjekter/planlagte/Ringeriksbanen/ |title=Ringriksbanen |author=Jernbaneverket |date=2007-08-31 |accessdate=2008-06-04 |language=Norwegian] Currently trains from the Bergen Line to Oslo must traverse via Drammen on the Randsfjord Line and the Drammen Line, or via Roa on the Roa–Hønefoss Line and the Gjøvik Line.cite book |last=Aspenberg |first=Nils Carl |authorlink=Nils Carl Aspenberg |title=Fra Roa til Bergen |year=1999 |publisher=Baneforlaget |location=Oslo |language=Norwegian]

The project was presented as part of the original proposal of the Bergen Line when approved by the Norwegian Parliament in 1894, but due to the narrow gauge on the Drammen Line at the time, a temporary solution via Roa was chosen instead. Later proposals have been launched, and parliament has voted over it in 1954, 1978, 1984 and 1992; only the last being passed, but not followed up by funding, and the Norwegian National Rail Administration has not allocated any date to start construction; detailed plans have however been produced.cite book |first=Kjartan |last=Rødland |title=Bergensbanen - livsnerven over høyfjellet |publisher=Alma Mater |year=1999 |location=Bergen |language=Norwegian |pages=98-102]

Line

The line would branch off from the Asker Line just west of Sandvika Station, and continue mostly in tunnel to Hønefoss Station, with an intermediate station at Sundvollen. While only single track, sufficient passing loops every six to eight kilometers, each at convert|750|m|ft, would be built allowing convert|600|m|ft long freight trains. Capacity would be eight trains per hour operating at convert|200|km/h|mph permitting both freight and passenger trains through 22.5 tonne axle load and maximum 1.2% gradient; electrification would be at the Norwegian standard 15 kV AC. In 2002 a route over Åsa was preferred to a route over Kroksund by parliament; despite less passenger potential for local traffic and NOK 700 million more expensive, this would give a smaller environmental impact. [cite web |url=http://www.regjeringen.no/nb/dokumentarkiv/Regjeringen-Bondevik-II/Samferdselsdepartementet/247485/246610/bergensbanens_forkortelse_-ringeriksbanen-regjeringen.html?id=248012 |title=Bergensbanens forkortelse - Ringeriksbanen: Regjeringen går inn for "Åsa-korridoren" |author=Norwegian Ministry of Transport and Communications |date=2002-05-31 |accessdate=2008-06-04] [cite web |url=http://www.aftenposten.no/nyheter/miljo/article444144.ece |title=Fugl koster ny jernbane 700 millioner |author=Aftenposten |date=2002-11-06 |accessdate=2006-06-04 |language=Norwegian] Travel time for the quickest trains from Hønefoss to Oslo would be 30 minutes, compared to 60 minutes by bus or 95 minutes by current trains. [cite web |url=http://www.buskerud-f.kommune.no/sakArkiv/saksdok/774990.html |title=Høringsuttalelse til Ringeriksbanen, konsekvensutredning fase 2 |author=Buskerud county municipality |date=1999-10-01 |language=Norwegian]

The Norwegian National Rail Administration has proposed a number of upgrades to the Bergen Line that would allow total travel time between the termini to reduce to four and a half hours. The Ringerike Line is seen as the hallmark of this attempt, that was first launched by the director of NSB in 1954; sixty years later travel time remains at six and a half hours. The project is estimated to cost NOK 7 billion, [cite web |url=http://www.jernbaneverket.no/incoming/article.jhtml?articleID=1692566 |title=Rask og effektiv Bergensbane for sju milliarder |author=Jernbaneverket |date=2007-08-31 |accessdate=2008-06-04 |language=Norwegian] of which 4 billion would be for Ringeriksbanen. [cite web |url=http://www.nrk.no/nyheter/1.3700017 |title=Blir det 100 nye år? |author=Norwegian Broadcasting Corporation |date=2007-10-09 |accessdate=2008-06-04 |language=Norwegian]

Prior to 1989 there were four local trains in each direction from Oslo to Hønefoss; followed by on rush hour service each, but this single service has since been terminated; [cite web |url=http://www.nsb.no/getfile.php/www.nsb.no/nsb.no/Bilder/Rutetabeller/Lokaltogkart%20A4.pdf |title=NSB rutekart lokaltog Østlandet |author=Norges Statsbaner |accessdate=2008-06-04] mainly due to quicker travel times by coaches. The Ringerike Line would allow the Oslo Commuter Rail once again to serve Ringerike; other places served usually have one hourly service, with additional services in rush hour. [cite web |url=http://www.nsb.no/rutetabeller/last_ned_rutetabell/article24541-2649.html |title=Rutetabeller |author=Norges Statsbaner |accessdate=2008-06-04] Reducing travel time from Hønefoss to Oslo to 30 minutes would probably cause larger population growth in Ringerike. [cite web |url=http://www.jernbaneverket.no/incoming/Nyhetsarkiv/article.jhtml?articleID=1392225 |title=Ringeriksbanen : -et godt prosjekt |author=Jernbaneverket |date=2002-04-10 |accessdate=2008-06-04]

History

Initial proposals for the the Bergens Line route went from Hønefoss via Sandvika to Oslo Vestbanestasjon (Oslo V), but the proposal met technical and political restrictions. At the time Norway had two rail gauges; standard gauge RailGauge|sg and narrow gauge RailGauge|1067. The former was taking predominance over the latter, with among others the Voss Line, the initial stage of the Bergen Line from Bergen to Voss, being converted from narrow to standard gauge. Drammenbanen, that connected Sandvika to Oslo, was narrow gauge, as was most of the rest of the western network, including the Vestfold Line; hundreds of kilometers of railway would have to be converted.cite book |last=Bergh |first=Trond |year=2004 |title=Jernbanen i Norge 1854–2004 Nye spor og nye muligheter 1854–1940 |publisher=Vigmostad & Bjørke |location=Bergen |language=Norwegian |isbn=82-419-0331-6 |pages=191-95, 256–57]

On the other side of Oslo, the North Line (now named the Gjøvik Line) was being built as standard gauge; it was considered the new mainline northwards, and was to be connected to the mainline through Gudbrandsdalen. By building a branch line from Roa to Hønefoss, the Bergens Line could be connected to Nordbanen, allowing standard gauge trackage all the way to Oslo Østbanestasjon (Oslo Ø). This also gave another advantage, as Oslo Ø was seen as superior to Oslo V; the latter only served limited commuter routes west of town while Oslo Ø was the main station for long-distance trains to Trondheim, as well as Gothenburg and Stockholm in Sweden, with whom Norway was in a union with at the time. Only by terminating at Oslo Ø would direct transfer to trains to other parts of the country be possible.

When parliament passed the building of the Bergen Line in 1894, the Roa–Hønefoss branch line was made part of the plans; but the line was given a separate name indicating that Bergensbanen would continue from Hønefoss to Oslo in a more direct route. But after the finish of Bergensbanen other important mainline routes, in particular the Dovre Line, Sørland Line and Nordland Line, combined with the effort to convert narrow gauge line, took precedence. Ideas for the additional construction of Ringeriksbanen were pressed by commercial interests in Ringerike in both 1890 and 1906, but failed both times. [cite web |url=http://www.ringeriksporten.com/Lokalhistorie/ringeriksbanen.htm |title=Ringeriksbanen over 100 år |author=Ringeriksavisa |date=2005 |accessdate=2008-06-04 |language=Norwegian]

In 1955 the Bergen businessperson Fritz Rieber launched an idea for the shortening of Bergensbanen; the Ulriken Tunnel through the Bergen mountains, electrification from Voss to Bergen, and the construction of the Ringerike Line. Private financing would be provided through a dedicated limited company taking a surcharge on tickets, equal to the reduction in fare induced by the shorter line; within twenty years the debt would be covered. Passed by parliament in 1955, a year later they had changed their minds and only the investments around Bergen were supported; removing the support for Ringerike. [cite book |first=Holøs |last=Bjørn |title=Bergensbanen 75 |publisher=Gyldendal Norsk Forlag |location=Oslo |year=1984 |language=Norwegian |pages=99-102] Prime Minister Trygve Bratteli commented that private debt financing would have to compete with the debt taken up by the government on other railway projects, since politicians had to see the national economy as a whole, and that private financing would not allow more lines to be built. The cost was estimated at NOK 100 million.

New proposals were debated in parliament in 1978, and again in 1984, but failing to be passed. The final decision to build the line was taken in 1992 as part of a political swap between the Labour Party and the Socialist Left Party; the Labour Party would support the line if the Socialist Left Party would support building European route E16 via the Lærdal Tunnel and Valdres, instead of via Hol or Eidfjord. Initially the agreement involved the completion of the Ringerike Line in 1997, but as of 2008 no date or funding has been set. Director of the Rail Administration, Steinar Killi, has indicated that the period 2010-19 would be a natural time for completion, but only if more overall funding for railway infrastructure is provided. [cite web |url=http://www.nrk.no/nyheter/distrikt/ostafjells/1.4546638 |title=Mer til tog |author=Norwegian Broadcasting Corporation |date=2008-01-17 |accessdate=2008-06-04 |language=Norwegian]

As either an alternative or supplement to the line, expansion of European route E16 from Sandvika to Hønefoss has been proposed; increasing from two to four lanes on the first convert|17|km|mi from Bjørum to Hvervenmoen, estimating to cost NOK 3.5 billion; [cite web |url=http://www.vegvesen.no/cs/Satellite?c=Page&cid=1152522320050&pagename=VPE16Barum%2FPage%2FVPside |author=Norwegian Public Roads Administration |title=E16 Sandvika - Sollihøgda |accessdate=2008-06-04 |language=Norwegian] local politicians have suggested toll road financing. [cite web |url=http://www.hallingdolen.no/apps/pbcs.dll/article?AID=/20060621/LOKALENYHEITER/106220040 |title=Tilrår bom på E16 |author=Hallingdølen |accessdate=2008-06-04 |language=Norwegian]

References

External links

* [http://www.jernbaneverket.no/prosjekter/planlagte/Ringeriksbanen/ Jernbaneverket project page] no icon