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NSB Gjøvikbanen AS

NSB Gjøvikbanen AS is a Norwegian railway company that operates the passenger train service on the Gjøvik Line. A subsidiary of the state-owned Norges Statsbaner (NSB), it operates a fleet of nine Class 69g three-car electric multiple units. NSB Gjøvikbanen provides two different services: the Skøyen – Oslo S – Jaren service is part of the Oslo Commuter Rail; while Oslo S – Gjøvik is a regional service, with only limited stops on the route until Grua. Departures are each 40 minutes, with every third train running to Gjøvik.

The company was created in 2004 as NSB Anbud AS to compete for the tender bid for a ten-year public service obligation (PSO) contract with the Norwegian Ministry of Transport and Communications on the Gjøvik Line, which the company successfully won. Operations started on 11 June 2005, with newly renovated trains. Following the September 2005 election, all further PSO offerings for railway operations were terminated, and the company was left with the single service, subsequently changing its name to reflect the single route.

The company operates both regional trains to Gjøvik, as well as line 300, the Oslo Commuter Rail, to Hakadal or Jaren. Most north-bound trains originate at Oslo Central Station (Oslo S), but some rush-hour services start at Skøyen, and operate through the Oslo Tunnel to Oslo S, to serve large working districts of Oslo. NSB Gjøvikbanen has a train leave and depart Oslo S every 40 minutes; however, the trains have three different stopping patterns and termini, giving each of the three services a two-hour headway. Two services are commuter trains, and stop at all stations. The one operates until Hakadal, while the other operates until Jaren. In addition, there is a regional services that operates to Gjøvik. The regional service only calls at the major stations until Grua, but serves all stations after that. Travel time from Oslo S to Hakadal is 40 minutes, to Jaren it is 1 hour 22 minutes, while it is 1 hour 55 minutes to Gjøvik. The Gjøvik Line accounts for six percent of passenger transport on the national rail network.

NSB Gjøvikbanen has a staff of five in administration, 36 engineers and 32 conductors. Their offices are located at Jaren Station and Oslo S. This results in the Gjøvik Line being served by the same pool of train drivers and conductors, unlike the other commuter train services around Oslo, who use stock and staff interchangeably. In 2007, the company had a revenue of NOK 132 million, and a net profit of NOK 7 million.

Rolling stock
NSB Gjøvikbanen operates nine Class 69g three-car electric multiple unit. They were originally built by Strømmens Værksted in 1983 and 1984, and delivered as part of the D-series to NSB. They have since been operating as commuter trains. Prior to the PSO process, the trains were rebuilt by Danske Statsbaner in Denmark, and were completely renovated and refurbished, at the expense of the Ministry of Transport. The refurbishments included a new color design, where the deep red exterior was supplemented with details in silver and orange. The interior was also replaced, and consists of a silver scheme. Part of the end cars were converted into quiet zones, while another section is a comfort zone (first class), which has a NOK 75 price supplement. Beverages are available from vending machines. The trains were also fitted with two wheelchair lifts and a wheelchair accessible toilet.

The trains have a capacity for 270 passengers. Each car has a Bo'Bo' wheel arrangement, and the train has a power output of 1,188 kW (1,593 hp). Maximum permitted speed is 130 km/h (81 mph), though there are few places along the Gjøvik Line that allow such high speeds. Due to restriction on the catenary north of Roa, only one train can be on the northern section at any given time.

Route: Gjøvik Line
The Gjøvik Line (Norwegian: Gjøvikbanen) is a 123-kilometre (76 mi) railway line between Oslo Central Station and Gjøvik Station. Originally named the North Line, the first section from Grefsen to Røykenvik opened on 20 December 1900. On 28 November 1902, the section from Grefsen to Oslo S and from Jaren to Gjøvik opened. The section from Jaren to Røykenvik then became the branch Røykenvik Line. The line was electrified at 15 kV 16⅔ Hz AC north to Jaren in 1961, and to Gjøvik two years later. At the same time, the section from Oslo S to Grefsen was rebuilt to double track. The rest of the line remains single track. There are 21 stations on the line, all served by NSB Gjøvikbanen. The southern part of the line, from Oslo to Roa, is also used by freight trains, who branch off on the Roa–Hønefoss Line to connect to the Bergen Line.

History
Following the right-winged Second cabinet Bondevik victory in the 2001 parliamentary election, Minister of Transport, Torild Skogsholm from the Liberal Party announced that the government would make all subsidized passenger trains services in the country subject to public service obligation (PSO). This had previously been done in several other European countries, such as Sweden and Germany. The initial plans launched in 2002 called for three routes to be subject to PSO: the Gjøvik Line, the Bratsberg Line and the Bergen Commuter Rail. These are the commuter train services least passengers, and the purpose was to use the initial tenders as a 'learning exercise' and to create a more efficient system to implement in future tenders. The plans also called for transferring the responsibility for managing and financing the PSO contracts on commuter rail services to the counties, but this was not followed, in part because of a report from the Institute of Transport Economics, which concluded that this would provide a worse service.

At the time, the government was spending NOK 1.4 billion annually on purchasing passenger transport from NSB. By introducing PSO, Skogsholm stated that she hoped the costs would be reduced, and that quality and safety levels would remain, or even improve. The counties have been allowed to issue PSO contracts on bus transport since 1994; and Skogsholm saw the competition in rail transport as a continuation of this. Following the announcement of the competition, CEO of NSB, Einar Enger, said that he did not see competition as a threat, but instead that NSB would introduce means to rationalize costs. In November 2002, NSB laid off 100 employees, and reduced its administration by a third. The administration of all local and regional trains was reallocated to Oslo. Skogsholm stated that the government had no plans to sell NSB.

Bid process
In 2003, Telemark County Municipality had attempted to create a PSO contract for the operation of the Bratsberg Line, that had been transferred from the state to the county. Five private companies had bid, but all five had been disqualified and the county was forced to sign a concession contract with NSB instead, despite NSB not having bid in the tender. The same year, the national process was delayed one year. However, the government announced that the bidding would happen in three stages; first the Gjøvik Line and Bergen Commuter Rail, second the long-distance trains as well as the Trøndelag Commuter Rail, and finally the rest of the Oslo Commuter Rail, as well as the Jæren Commuter Rail. Among the challenges was the ownership of the rolling stock and depots. The department considered creating a separate government-owned company that would own these. Since NSB had been converted to a limited company, it would be necessary for the state to purchase the trains and depots for full price from NSB. With 69 multiple units delivered within the past five years, this could become an expensive transaction for the state. An alternative was launched were NSB would have to lease locomotives, carriages and multiple units to the winner, and also sell tickets for them at railway stations, a solution that was later chosen. In September 2004, it was announced that current employees working for NSB along the Gjøvik Line would have the right to work for the winner, and could demand the same wage and pension rights as before.

While Veolia has been successful at winning PSO contracts in Sweden, they failed to offer the lowest bid for operating the Gjøvik Line.

The Gjøvik Line was chosen as the first service to be subject to PSO. The deadline for applying for prequalification was on 1 April 2004, and seven companies applied. These were Norges Statsbaner, Ofotbanen, Arriva, Veolia, Danske Statsbaner (DSB) and Keolis. The companies were required to document their competency to be qualified for security and operation permits from the Norwegian Railway Inspectorate; and were not allowed to subsidize the operations from activities that were not subject to competition. To participate in the bid, NSB established the subsidiary NSB Anbud AS in 2004.

By the time the tenders were submitted, it turned out only NSB, DSB and Veolia had chosen to bid. The tender was won by NSB Anbud on 30 May 2005, wanting NOK 70 million annually for the contract, ten million less than with the former agreement. After the contract was won, NSB Anbud announced the schedule for the Gjøvik Line. The number of train services would increase by 40%. Three stations serving the recreational area Nordmarka outside Oslo would be dropped—Elnes, Stryken and Bjørgeseter. Skogsholm tried to made an agreement with NSB to not abandon all the stations, but since this had not been part of the PSO tender, an agreement could not be made and the service was canceled.

After the tender, 80 employees were transferred to the subsidiary, including the director, chartered engineer Arne Fosen. To the press he said that the increased efficiency in the organization was related to a small administration, and being able to use uniform trains. Previously both locomotive-hauled trains, as well as Class 70 and Class 69 trains had been used. Following the PSO, NSB Anbud would operate nine Class 69g trains, which are somewhat smaller than the locomotive-hauled and Class 70 trains. These would be owned by NSB, but rented by the subsidiary. The ministry would pay for a NOK 40 million overhaul of the stock. Representatives from the labor union said they feared for the flexibility of NSB, since 80 employees were now bound up in serving only a single line. Margareth Nordby replaced Fosen as director in August.

Operation
Service was introduced on 11 June 2006, with a contract lasting ten years. Along with the change of operator and stock, the Norwegian National Rail Administration, who owns the stations and tracks, did an overhaul of maintenance on many of the stations, in particular removing years of vandalism. In August, the company did a minor upgrade to the trains. The quiet sections were doubled from one to two sections, and new window shades for NOK 650,000 were purchased. By August, the ridership on the Gjøvik Line had increased by 8%, compared to the previous year.

In January 2007, all the trains were equipped with weapons so the drivers could kill animals hit by the trains. About 100 game are killed each year along the line. In September, NSB Anbud launched a service allowing passenger riding from the Gjøvik and Toten areas to transfer to a coach at Roa Station, and continue onwards to Oslo Airport, Gardermoen. Since the establishment, NSB Anbud has requested an additional passing loop on the Gjøvik Line. This will allow more freight trains on the line, and reduce travel time for the passenger trains by four minutes. The investment would cost NOK 50 to 70 million. During 2007, the company also accused the Norwegian National Rail Administration of giving the Gjøvik Line less priority in maintenance just because NSB Anbud had their train run more on time than trains operated by other companies.

Aftermath
The PSO project costs the ministry at least 25 million. Millions were needed for external consultant fees to prepare the contracts, in addition to the cost of upgrading the rolling stock. The exact fees paid were not disclosed to the public. Following the left-winged Second cabinet Stoltenberg's victory in the 2005 parliamentary election, the new Minister of Transport, Liv Signe Navarsete from the Centre Party, announced that there would be no more public tenders in the railway sector. The government stated that experience from Sweden and the United Kingdom showed that employees rights and safety was reduced after privatization was introduced.

Web Refernces:
http://en.wikipedia.org/wiki/NSB_Anbud

The Norwegian Railway System

The Norwegian railway system comprises 4,087 km of standard gauge (1,435 mm) track of which 2,622 km is electrified and 219 km double track. There are 696 tunnels and 2760 bridges.

Jernbaneverket is a state owned agency which builds and maintains all railway tracks, while other companies operate them. These companies include Norges Statsbaner, NSB Anbud, CargoNet, Flytoget, Hector Rail, Tågåkeriet and Ofotbanen.

History
The first railway in Norway was Hovedbanen between Oslo and Eidsvoll and opened in 1854. The main purpose of the railway was to freight lumber from Mjøsa to the capital, but also passenger traffic was offered. In the period between the 1860s and the 1880s Norway saw a boom of smaller railways being built, including isolated railways in Central and Western Norway. The predominant gauge at the time was narrow gauge (1067 mm), but some lines were built in standard gauge (1435 mm). The height of the era came in 1877 when Rørosbanen connected Central Norway to the capital. In 1883 the entire main railway network was taken over by NSB, though a number of industrial railways and branch lines continued to be operated by private companies.

Three urban railways, in Oslo, Bergen and Trondheim, were started as horsecar systems between 1875 and 1893. They were all electrified around the turn of the century.

The second construction boom of the main railway arose in the 1910s and included the Bergensbane across Finse to Bergen, connecting Eastern and Western Norway. Also a number of other larger projects were built through the 1920s, including a second line, Dovrebanen, to Trondheim. This period also saw the first electrified railways and a steady conversion from narrow gauge to standard gauge. Norway chose to electrify their network at 15 kV 16⅔ Hz AC.

During World War II there was a massive construction by the German Forces as part of creating Festung Norwegen, including large sections of Nordlandsbanen and the completion of Sørlandsbanen. After the war the main effort was to complete Nordlandsbanen (that reached Bodø in 1962) and completing the decision to electrify 50% of the network, a task not completed until 1970. This allowed the retirement of the steam locomotive, being replaced with electric engines like the El 11 and El 13 or the diesel powered Di 3. In 1966 Norway's only rapid transit, Oslo T-bane was opened, but in the same decade the Bergen tramway was closed. In the 1970s and 80s a lot of branch lines were also abandoned.

In 1980 the massive project of connecting the eastern and western railway networks around Oslo was completed with the opening of the Oslo Tunnel and Oslo Central Station. In 1996 NSB was split in the Norwegian Railway Inspectorate, Jernbaneverket and operating company NSB BA. Since the companies have been split into 10 separate companies and corporations. In 1998 the first new line in 36 years was opened when the high-speed railway Gardermobanen was opened to allow travel at 210 km/h between Oslo, Oslo Airport and Eidsvoll. The 1990s also saw the massive introduction of multiple units on passenger trains. In the 2000s the freight segment was deregulated and a number of freight companies have started competing with the NSB partial subsidiary CargoNet.

Network

Track
The main railway network consists of 4087 km of lines, of which 219 km is double track and 60 km high-speed rail (210 km/h). In addition there is 225 km of urban railways, of which 218 km is double track. In addition there are some industrial tracks and minor branch lines and some abandoned and heritage railways. The entire main network is standard gauge (1435 mm), as are the urban railways in Oslo and Bergen. Of the operational railways in Norway, only the Trondheim Tramway has a different gauge, the meter gauge (1000 mm). Some heritage railways, though, operate with various kinds of narrow gauge.

Kirkenes-Bjørnevatnbanen used to be the northernmost railway in the world; however, it was closed down in 1997, but shall open again in 2009. Still, Narvik is one of the northernmost towns in the world to have a railway connection, as the terminus for Ofotbanen. It connects to Kiruna, Sweden, but not to Bodø, the northern terminus of the Norwegian railway network. Kiruna is, however, connected to the Swedish railway network, which again is connected to the Norwegian network at the Swedish station of Charlottenberg, Storlien and Kornsjø.

Traction
2622 km (64%) of the railway network is electrified, all of it at 15 kV 16⅔ Hz AC with overhead wires. The only sections that are not electrified are the lines north of Mjøsa, with the sole exception of Dovrebanen. On non-electrified sections diesel locomotives are used. All of the urban railways use 750 V DC, via overhead wires on the tramways and via third-rail on the Oslo T-bane.

Future expansion plans
In its plans, Jernbaneverket will concentrate its expansions primarily on the cramped network around Oslo and the larger cities.

* Oslo-Ski: New doubletrack in new corridor for intercity and freight trains finished in 2018. Existing doubletrack is used for local trains.
* Skøyen-Asker: New doubletrack in new corridor for intercity and freight trains. Existing doubletrack is used for local trains.
* Vestfoldbanen: Before 2019: 17km doubletrack connected to existing doubletrack from Drammen, and 5,5km doubletrack north of Tønsberg. Between Larvik and Porsgrunn a new ca 25km line will cut 22 minutes of travel time. The plan is to make the whore line doubletrack after 2019.
* Sørlandsbanen: Doubletrack from Stavanger to Sandnes will be ready in 2009. Later plans may include a new line throug Drangsdalen, and connect Sørlandsbanen to Vestfoldbanen between Porsgrunn and Skorstøl.
* Østfoldbanen: before 2019: Østfolbanen is today double track both north and south of Moss, but in Moss 10km remains as a singletrack bottleneck. Plans is to build a tunnell under the city. After 2019 plans is to build double track further south to Halden/Kornsjø.
* Ringeriksbanen is a planned railway between Sandvika and Hønefoss that will reduse travel time between Oslo and Hønefoss/Bergen by 50 minutes.
* Bergensbanen: Doubletrack from Bergen to Arna.
* Dovrebanen: Before2019: Expanding to doubletrack from Eidsvold and 3 km north, and on the 33km between Minnesund and Sørli. After 2019 plans is to build doubletrack of the rest of the part between Eidsvold and Hamar, and maby further to Lillehammer.

* Nordlandsbanen/Meråkerbanen: New tunnell trough Gevingåsen and new bridge south of Stjørdal. Possibly electrifiing of Meråkerbanen and Nordlandsbanen up to Steinkjær.

The Bergen Light Rail will open in 2010 while there is discussion as to whether an automated rapid transit from Lysaker to Fornebu outside Oslo should be built. Also the Oslo T-bane will be expanded.

High-speed rail in Norway
The question about building a high-speed railway between the largest Southern Norwegian cities has been discussed at political level, and a report was ready by the end of 2007. Advocates for rail transport and environmentalists have wanted to build high speed railways, including upgrades to 250 km/h on Sørlandsbanen, Bergensbanen and Dovrebanen while others, including Norsk Bane, have suggested construction of a new line through Haukeli to Stavanger, Haugesund and Bergen.

Heritage
There are also several operational museum railways in Norway, including Krøderbanen, Setesdalsbanen, Urskog-Hølandsbanen, Thamshavnbanen, Rjukanbanen, Valdresbanen, Nesttun-Osbanen and Gamle Vossebanen. The Norwegian Railroad Museum is located in Hamar and includes exhibits of train hardware, related objects, as well as document and photography archives.

Railway links with adjacent countries
* Sweden - yes - same gauge - same voltage (three electric lines and one non-electric)
* Denmark, Finland, Russia - no rail connection

Operation

Railway companies
Traditionally, all trains were operated by NSB, but the deregulation in the 2000s has led to the introduction of a number of new freight operators, including CargoNet, Hector Rail, Tågåkeriet and Ofotbanen. The conservative-liberal government tried to introduce public service obligation bids on subsidized passenger routes in 2005, but the contract was won by the NSB subsidiary NSB Anbud and the following red-green government has cancelled further PSO contracting. Also the Airport Express Train has been made a separate company.

Passenger rolling stock
Until the 1990s only commuter and regional trains were operated with multiple units, but since then NSB has ordered numerous multiple units for its regional and express lines. Express trains are operated with 16 BM 73 units with tilting technology, regional trains with 16 BM 70, 6 BM 73b (both electric) and 15 BM 93 (diesel) units while the local trains are operated by 71 BM 69 and 36 BM 72 (both electric) while the local trains around Trondheim, Trønderbanen, uses 14 BM 92 diesel multiple units. The Airport Express Train uses 16 BM 71 and NSB Anbud operates 9 BM 69g units. Ofotbanen operates three BM 68 electric multiple units.

NSB still uses locomotive hauled passenger trains on a few of the long distance lines. For this task they use 22 El 18s and 5 Di 4s in addition to six El 17 on Flåmsbana. Most of the cars are B7 on long distance services and B5 on regional services. Most of the locomotives have been transferred to the freight division CargoNet.

Freight rolling stock

CargoNet uses a combination of 30 El 14, 15 El 16, 19 Di 8 and 6 CD66. The other companies use stock retired by NSB, including Ofotbanen's 7 El 13, 5 Di 3 and 2 T43, HectorRail's 6 El 15 (now known as 161) and Tåkåkeriet's Rc2.

Norwegian railway network

Fully operational lines
Line name Termini Length Power Opened Other info
Bergensbanen Hønefoss Bergen 371 km Electric 01.12.1909 Operated route Oslo S–Drammen-Bergen (495 km)
Flåmsbana Myrdal Flåm 20 km Electric 15.10.1941 Branch to Bergensbanen
Randsfjordbanen Hokksund Hønefoss 54 km Electric 13.10.1868 Operated as part of Bergensbanen
Bratsbergbanen Eidanger Nordagutu 47 km Electric 17.12.1917 Operated route Porsgrunn-Notodden (incl. Tinnosbanen)
            Eidanger–Skien operated as part of Vestfoldbanen
Tinnosbanen Hjuksebø Notodden 10 km Electric 09.08.1909 Operated route Porsgrunn-Notodden as part of Bratsbergbanen
Dovrebanen Eidsvoll Trondheim 492 km Electric 20.09.1921 Operated route Oslo S–Dombås-Trondheim (553 km)
Raumabanen Dombås Åndalsnes 115 km Diesel 30.11.1924 Operated as branch to Dovrebanen
Drammenbanen Oslo S Drammen 42 km Electric 07.10.1872  
Askerbanen Sandvika Asker 15 km Electric 01.08.2005 Parallel line to Drammenbanen
Spikkestadbanen Asker Spikkestad 12 km Electric (07.10.1872) Branch to and originally part of Drammenbanen
          03.06.1973 Operated route Spikkestad-Oslo S-Moss
Gardermobanen Etterstad Eidsvoll 64 km Electric 22.08.1999 Operated route Oslo S-Lillestrøm-Gardermoen/-Eidsvoll
Gjøvikbanen Oslo S Gjøvik 123 km Electric 28.11.1902  
Hovedbanen Oslo S Eidsvoll 84 km Electric 01.09.1854  
Kongsvingerbanen Lillestrøm Charlottenberg 116 km Electric 04.11.1865 Operated route Oslo S-Lillestrøm-Kongsvinger/-Sweden
            Continues as Värmlandsbanan
Meråkerbanen Hell Storlien 70 km Diesel 17.10.1881 Operated route Trondheim-Hell-Meråker-Sweden
            Continues as Mittbanan
Nordlandsbanen Trondheim Bodø 734 km Diesel 01.02.1962  
Ofotbanen Narvik Bjørnefjell 43 km Electric 15.11.1902 Continues as Malmbanan
Rørosbanen Hamar Støren 382 km Diesel 17.10.1877 Operated route Oslo S-Hamar-Røros-Trondheim
Sørlandsbanen Drammen Stavanger 549 km Electric 01.03.1944 Operated route Oslo S-Kristiansand-Stavanger (588 km)
Arendalsbanen Arendal Nelaug 36 km Electric (18.12.1910) Branch to Sørlandsbanen
          22.06.1938 Originally part of Treungenbanen
Vestfoldbanen Drammen Eidanger 138 km Electric 24.11.1882 Operated route (Lillehammer-)Oslo S-Skien
Østfoldbanen Oslo S Kornsjø 171 km Electric 25.07.1879 Operated route Oslo S-Halden/-Sweden
            Continues as Norge/Vänernbanan
Østfoldbanen, Eastern line Ski Rakkestad 54 km Electric 24.11.1882 Operated route Oslo S-Rakkestad
Freight only lines
Line name Termini Length Power Opened Other info
Alnabru-Grefsenlinjen Grefsen Alnabru 2 km Electric 20.01.1901 Connecting Hovedbanen and Gjøvikbanen
Brevikbanen Eidanger Brevik 9 km Electric 24.11.1882 Branch to Vestfoldbanen
Dalane–Suldallinjen Dalane Suldal 1 km Electric 15.05.1943 Bypass to Sørlandsbanen
Loenga–Alnabrulinjen Loenga Alnabru 3 km Electric 01.05.1907 Connecting Hovedbanen and Østfoldbanen
Roa-Hønefossbanen Roa Hønefoss 34 km Electric 01.12.1909 Operated as branch to Bergensbanen
Skøyen–Filipstadlinjen Skøyen Filipstad 2 km Electric (07.10.1872)  
01.06.1980 Branch to and originally part of Drammenbanen          
Solørbanen Kongsvinger Elverum 88 km Diesel 04.12.1910 Connecting Kongsvingerbanen and Rørosbanen
Stavne-Leangenbanen Stavne Leangen 6 km Diesel 24.11.1882 Connecting Dovrebanen and Nordlandsbanen
Østfoldbanen, Eastern line Rakkestad Sarpsborg 26 km Electric 24.11.1882 Alternate for Østfoldbanen
Norwegian railway network - Lines with no regular traffic
Line name Termini Length Power Opened Other info
Nesttunbanen Bergen Minde 4 km Electric 11.07.1883 01.02.1965 Branch to Bergensbanen
Hardangerbana Voss Palmafoss 3 km Electric 01.04.1935 01.06.1985 Branch to Bergensbanen
Kragerøbanen Neslandsvatn Merkebekk 6 km Diesel 02.12.1927 01.01.1989 Branch to Sørlandsbanen
Namsosbanen Grong Namsos 52 km Diesel 01.11.1933 01.01.1978 Branch to Nordlandsbanen
Numedalsbanen Kongsberg Rollag 48 km Diesel 20.11.1927 01.01.1989 Branch to Sørlandsbanen
Treungenbanen Nelaug Simonstad 8 km Diesel 18.12.1910 01.01.1967 Branch to Sørlandsbanen
Norwegian Heritage railways network
Line name Termini Length Power Opened Discontinued Other info
Gamle Vossebanen Tunestveit Midttun 22 km Steam 11.07.1883 01.08.1964 Connection to Bergensbanen
Krøderbanen Vikersund Krøderen 26 km Steam 28.11.1872 19.01.1958 Connection to Bergensbanen
Tinnosbanen Notodden Tinnoset 30 km Electric 09.08.1909 05.07.1991 Connected by ferry
              Connection to Bratsbergbanen
Rjukanbanen Mæl Rjukan 16 km Electric 09.08.1909 05.07.1991  
Setesdalsbanen Grovane Røyknes 8 km Steam 27.11.1896 02.09.1962 Connection to Sørlandsbanen
Urskog–Hølandsbanen Sørumsand Fossum 4 km Steam 07.12.1903 01.07.1960  
Thamshavnbanen Bårdshaug Svorkmo 22 km Electric 15.07.1908 30.05.1974  
Valdresbanen Eina Dokka 47 km Diesel 28.11.1902 01.01.1989 Connection to Gjøvikbanen
Norwegian >No traffic allowed railways network
Line name Termini Length Power Opened Discontinued Other info
Flekkefjordbanen Sira Flekkefjord 17 km Diesel 01.11.1904 01.01.1991 Branch to Sørlandsbanen
Kragerøbanen Merkebekk Sannidal 12 km Diesel 02.12.1927 01.01.1989 Branch to Sørlandsbanen
Numedalsbanen Rollag Rødberg 45 km Diesel 20.11.1927 01.01.1989 Branch to Sørlandsbanen
Valdresbanen Dokka Bjørgo 43 km Diesel 01.11.1903 01.01.1989 Branch to Gjøvikbanen

Urban railways
* Holmenkollbanen (Oslo T-bane) (1898)
* Gråkallbanen (Trondheim Tramway) (to Ila 1893, Lian 1933)
* Røabanen (Oslo T-bane) (1912)
* Fløibanen (Bergen) (1914)
* Lilleakerbanen (Oslo Tramway) (1919)
* Sognsvannsbanen (Oslo T-bane) (1933)
* Kjelsåsbanen (Oslo Tramway) (1934)
* Kolsåsbanen (Oslo T-bane) (1924)
* Østensjøbanen (Oslo T-bane) (1926)
* Lambertseterbanen (Oslo T-bane) (1957)
* Grorudbanen (Oslo T-bane) (1966)
* Furusetbanen (Oslo T-bane) (1970)

Abandoned railways
* Losbylinja (Østmorksaga-Fjellhamar) (1861-ca 1940)
* Kalvskinnet-Heimdallinjen (Kalvskinnet-Heimdal) (1864-1884)
* Krøderbanen (Vikersund–Krøderen) (1872 - 1985)
* Sulitjelmabanen (Finneid-Sulitjelma) (1892-1972)
* Nesttun-Osbanen (Nesttun-Os) (1894-1935)
* Setesdalsbanen (Kristiansand-Byglandsfjord) (1896-1962)
* Urskog-Hølandsbanen (Sørumsand-Skulerud) (1896-1960)
* Lillesand-Flaksvandbanen (Lillesand-Flaksvann) (1896-1953)
* Hafslundbanen (Hafslund–Sundløkka) (1898–1973)
* Tønsberg-Eidsfossbanen (Tønsberg-Eidsfoss) (1901-1938)
* Holmestrand-Vittingfossbanen (Holmestrand-Vittingfoss) (1902-1938)
* Skreiabanen (Reinsvoll–Skreia (1902–1987)
* Lierbanen (Lier-Svangstrand) (1904)
* Flekkefjordbanen (Sira-Flekkefjord) (1904-1990)
* Valdresbanen (Eina-Fagernes) (1906-1988)
* Grimstadbanen (Grimstad-Rise) (1907-1961)
* Havnebanen (Loenga–Filipstad) (1907–1983)
* Thamshavnbanen (Løkken-Thamshavn) (1908-1974)
* Rjukanbanen (Rjukan-Mæl) (1908-1991)
* Tinnosbanen (Tinnoset-Notodden) (1908-1990)
* Kirkenes-Bjørnevatnbanen (Kirkenes-Bjørnevatn) (1910-1997)
* Treungenbanen (Nelaug-Treungen) (1913-1967)
* Vestmarkabanen (Skotterud–Vestmarka) (1918–)
* Askim–Solbergfosslinjen (Askim-Solbergfoss) (1918-)
* Ålgårdbanen (Ganddal-Ålgård) (1924-1988)
* Sperillbanen (Hen-Sperillen) (1926-1957)
* Numedalsbanen (Kongsberg-Rødberg) (1927-1988)
* Kragerøbanen (Neslandsvatn-Kragerø) (1927-1988)
* Namsoslinjen (Grong-Namsos) (1933)
* Hardangerbana (Voss-Granvin) (1935)
* Røykenvikbanen (Jaren–Røykenvik)
* Ilsvikbanen (Skansen–Fagervika)
* Hauerseter-Gardermobanen (Hauerseter–Gardermoen)

Abandoned urban railways
* Ladelinjen (Trondheim Tramway) (1901–1988)
* Elgeseterlinjen (Trondheim Tramway) (1913–1983)
* Singsakerlinjen (Trondheim Tramway) (1927–1968)

Web Refernces:
http://en.wikipedia.org/wiki/Rail_transport_in_Norway


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