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===White coal across white plains===
===White coal across white plains===
Norway is a country with abundance of [[hydroelectricity]] and NSB saw huge amounts of money burning up with the imported coal. Plans for [[railway electrification system|electrification]] of the line is as old as the railway itself, and in 1912 the line from Nesttun to Bergen was proposed electrified and rebuilt to double track,<ref>Holøs, 1984: 93</ref> having seen the [[Thamshavn Line]] open with electric traction in in 1908.<ref name=jbvstat33>Jernbaneverket, 2007: 44</ref> During the planning of the [[Hardanger Line]] and the Flåm Line during the 30s the suggestion again arose, and both the branch lines were built with electric traction, but not the main line. Countersuggestions were raised proposing a conversion to the locomotives running on [[petroleum|oil]] or [[coal dust]]. In 1939 a plan for national electrification was launched, and the Voss Line was top priority. But the breakout of World War II set the plans back, and not until the 50s was it again possible to afford such investments.<ref>Hobøl, 1984: 93–95</ref> Vossebanen took electric traction into use on 2 July 1954.<ref name=jbvstat33 />
Norway is a country with abundance of [[hydroelectricity]] and NSB saw huge amounts of money burning up with the imported coal. Plans for [[railway electrification system|electrification]] of the line is as old as the railway itself, and in 1912 the line from Nesttun to Bergen was proposed electrified and rebuilt to double track,<ref>Holøs, 1984: 93</ref> having seen the [[Thamshavn Line]] open with electric traction in in 1908.<ref name=jbvstat33>Jernbaneverket, 2007: 44</ref> During the planning of the [[Hardanger Line]] and the Flåm Line during the 30s the suggestion again arose, and both the branch lines were built with electric traction, but not the main line. Counter suggestions were raised proposing a conversion to the locomotives running on [[petroleum|oil]] or [[coal dust]]. In 1939 a plan for national electrification was launched, and the Voss Line was top priority. But the breakout of World War II set the plans back, and not until the 50s was it again possible to afford such investments.<ref>Hobøl, 1984: 93–95</ref> Vossebanen took electric traction into use on 2 July 1954.<ref name=jbvstat33 />


===Through the first mountain===
===Through the first mountain===

Revision as of 23:25, 9 October 2008

Voss Line
Overview
StatusMerged with the Bergen Line
OwnerNorwegian State Railways
Termini
Stations39[2]
Service
TypeRailway
SystemNorwegian railway
Operator(s)Norwegian State Railways
History
Opened11 July 1883
Technical
Line length106.7 kilometres (66.3 mi)[1]
CharacterPassenger and freight
Track gauge1067

The Voss Line (Template:Lang-no) is a railway line from Bergen to Voss in Hordaland, Norway. The line was opened on 11 July 1883, but became part of the Bergen Line when the latter opened on 27 November 1909, making the Voss Line the first step from Bergen to Oslo. The Voss Line was built in 1067 narrow gauge, but converted to 1,435 mm (4 ft 8+1⁄2 in) standard gauge with the connection with the Bergen Line. It was electrified in 1954, and shortened with the Ulriken Tunnel in 1963.

In addition to carrying long-haul passenger and freight trains on the Bergen Line, the Voss Line is the main part of the Bergen Commuter Rail. The Old Voss Line—consisting of the former section from Arna to Bergen has become a heritage railway.

History

Longhaul NSB El 18 locomotive at Voss Station.

The first documented idea of building a railway between Norway's two largest cities was launched by Hans Gløersen on 24 August 1871 in the newspaper Bergensposten. The forest supervisor in Voss suggested building the railway via Voss and Hallingdal to connect with the Krøder Line. Back in 1866 the same person had launched the idea of the Jær Line. Within days of the launch of the Bergen Line the city council had assimilated support for the suggestion. In 1872 the railway director Carl Abraham Pihl and two engineers went on a survey tour to look at the suggested line.[3] At the time it was common that proposals for railways came from local initiative, and that local municipalities and private investors would then pay about 20% of the investments, the state covering the rest, mostly through foreign debt.[4]

Political processes

On 20 October 1871 two engineers traversed the two possible routes from Bergen to Voss; the one via Fana, Os and Hardangerfjord, the other via Dale and Sørfjord. Though covering a less populated area, the latter would be cheaper to build, and have less elevation. A railway committee was created on 25 January 1872 with a limited mandate, which was increased again 20 December. At the same time there was a dispute between the Ministry of Labour and Pihl about whether to prioritize the Bergen Line, but in July 1872 surveys were performed in person by Pihl and two engineers, and their report was positive. At the same time he launched the idea of a branch line up Valdres to Lærdal.[5]

By 1873 agreement had been reached as to the right-of-way to Voss, but not onwards towards Oslo. On 13 January 1874 Bergen city council started issuing stock for the Voss Line, to begin with 400,000 spd (NOK 1.6 million) was issued. In the 1873 parliamentary election the railway supporter Peter Jebsen was elected, spending the next few years furiously defending the railway. The Norwegien Parliament chose to not issue new railway projects in the 1874 session, and instead make a complete plan for all railway construction in the country—to be proposed by a committee. When the report was launched on 20 March 1875, the Voss Line was not included since it could not show a higher profitability than 1%. During the 1875 session there was not a majority for the Voss Line, partially due to the lack of capital available for local investors. This was based on a claim from Johan Jørgen Schwartz, the chairman of the committee, that the investment costs were underestimated. This was countered by Nils Henrik Bruun, a constructor from Bergen, who was willing to construct all tunnels on the railway for less than the budgeted sum. When Jebsen in addition was willing to act as personal guarantee for Bruun in case of his death, the majority in the parliament shifted. On 9 June 1875 parliament voted with 61 against 42 to build Vossebanen.[6]

Construction

The Vosse Line was built with narrow gauge, 1067. The first parts of the construction started in December 1875, while the largest part started in March 1876. During the winter the engineers had done the last finesses on the plans. At any given time at least 800 men worked on construction,[7] and at the peak 1,800 men were employed.[8] They worked 12 hours per day, for which they had a daily wage of NOK 2.55, the highest wage for navvies in the country.[9] To a large extent the labor came from Sweden, who had just finished the Väneren Line and had an excess of skilled labor for construction. This import of labor had the effect of pumping money into the local economy, and several taverns were built along the line. There were some accidents, and several deaths among the workers.[10]

The construction work was finished in 1882 and some test services began, though not scheduled until the spring of 1883. Official opening commenced on 11 July 1883. Many of the navvies settled on Voss Line after construction, and started working for the Norwegian State Railways as part of the operation.[11]

Merger

Main article: Bergen Line

On 27 November 1909 the Bergen Line opened from Voss to Hønefoss, and the Voss Line became integrated into the line and lost its independent status.[12] It had been decided that the Bergen Line, unlike the Voss Line, was to be built with standard gauge. So the newly laid line from Bergen to Voss had to be converted in time for the opening of the Bergen Line. This was especially challenging because of the continuous traffic on the line, with 36 departures per day to Nesttun, six to Garnes and four to Voss. In preparation a few curves had to be straightened, the tunnels widened and the bridges strengthened. On the night of 10/11 August 1904 all the track was changed and in the morning the trains could operate on standard gauge to Voss.[13]

White coal across white plains

Norway is a country with abundance of hydroelectricity and NSB saw huge amounts of money burning up with the imported coal. Plans for electrification of the line is as old as the railway itself, and in 1912 the line from Nesttun to Bergen was proposed electrified and rebuilt to double track,[14] having seen the Thamshavn Line open with electric traction in in 1908.[15] During the planning of the Hardanger Line and the Flåm Line during the 30s the suggestion again arose, and both the branch lines were built with electric traction, but not the main line. Counter suggestions were raised proposing a conversion to the locomotives running on oil or coal dust. In 1939 a plan for national electrification was launched, and the Voss Line was top priority. But the breakout of World War II set the plans back, and not until the 50s was it again possible to afford such investments.[16] Vossebanen took electric traction into use on 2 July 1954.[15]

Through the first mountain

Main article: Ulriken Tunnel

The first 32 kilometres (20 mi) form Bergen to Takvam represented a very roundabout way, and it was clear that it would be possible to reduce the line by 21 kilometres (13 mi) with the construction of three tunnels, Ulriken Tunnel (7,660 metres (25,130 ft)*), Arnanipa Tunnel (2,177 metres (7,142 ft)*) and Tunestveit Tunnel (40 metres (130 ft)*).[17] The idea was approved by parliament in 1956, based on private financing from the businessperson Fritz Rieber. Construction started in 1959 with the tunnels being finished in 1963 while the tracks were finished laid on 29 May 1964 when the first train entered the tunnel.[18]

Commuter rail

An NSB Type 69 passing Trengereid Station
Main article: Bergen Commuter Rail

NSB operates a commuter rail service from Bergen with two hourly departures to Arna, plus fourteen daily departures to Voss, of which up to six continue to Myrdal. Rolling stock is the Type 69 multiple units.[19] The first part to Arna represents an important part of the public transport in Bergen, since the rail direct line through the mountain Ulriken is considerably faster than driving around.

Heritage

Main article: Old Voss Line

Parts of the closed sections of the Vosse Line, from Midttun to Garnes has been converted to a heritage railway—the Old Voss Line—that is operated with steam trains by the Norwegian Railway Association during the summer.[20]

The branch Flåm Line has been converted to a tourist route. The railway has spectacular scenery and a vertical decent of 864 metres (2,835 ft) or 5.5% along the 20 kilometres (12 mi) route from Myrdal to Flåm. Operation is still performed by NSB, but marketing is performed by Flåm Utvikling.[21] The stock used on the railway are El 17 hauling B3 wagons, all painted green.[22]

References

Notes

  1. ^ a b c d Jernbaneverket, 2007: 6
  2. ^ Jernbaneverket. "Bergen - Voss - Myrdal". Retrieved 2008-05-29.
  3. ^ Gubberud, 1983: 16–17
  4. ^ Gubberud, 1983: 17–19
  5. ^ Gubberud, 1983: 19–21
  6. ^ Gubberud, 1983: 21–27
  7. ^ Gubberud, 1983: 30
  8. ^ Holøs, 1984: 18
  9. ^ Hille, L. M. (1881-06-07). "Dagslønn". Bergens Aftenblad.
  10. ^ Gubberud, 1983: 32
  11. ^ Gubberud, 1983: 32–33
  12. ^ Holøs, 1984:73
  13. ^ Holøs, 1984: 63–64
  14. ^ Holøs, 1984: 93
  15. ^ a b Jernbaneverket, 2007: 44
  16. ^ Hobøl, 1984: 93–95
  17. ^ Norsk Jernbaneklubb, 1994
  18. ^ Holøs, 1984: 101–02
  19. ^ Norges Statsbaner (2008). "Bergen - Voss - Myrdal" (PDF). Retrieved 2008-05-29.
  20. ^ Norsk Jernbaneklubb. "Gamle Vossebanen Steam Railway". Retrieved 2008-05-29.
  21. ^ Flåm Utvikling. "The Flåm Railway". Retrieved 2008-05-29.
  22. ^ Aspenberg, 2001: 118–21

Bibliography

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