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41-538: The line was opened from Bryn to Alnabru Station in 1904, with completion to Loenga on 1 May 1907. The line was electrified in 1928. A new classification yard opened at Alnabru in 1970. The line was the site of the Sjursøya Accident in 2010. In order to bypass Brynsbakken, the Norwegian National Rail Administration has proposed building a tunnel from further south on the Østfold Line, named

82-555: A branching near Nordstrand Station . It could be built in such a way that trains also could arrive from the north, so that also trains from the Sørlandet Line could use it. Alternatives include branching off further south, for instance at Hauketo Station . All alternatives involve building the line in a tunnel. During the planning of the Follo Line —a new high-speed connection between Oslo and Ski —there were proposals to connect it to

123-589: Is a classification yard which serves Oslo Central Station. While the Østfold Line continues northeast to the station, the Loenga–Alnabru Line branches off in a northeasterly direction. It runs on overpasses over the Østfold Line and the branch to Lodalen. The line curves to run parallel with the Trunk Line. At Etterstad there is a switch which allows trains to pass to and from the Gardermoen Line , just before

164-501: Is developing a new container terminal at Sjursøya . There is a significant amount of container traffic from the port to Alnabru, which is currently transported by road. If better infrastructure was established, this traffic could be transported by rail. The steepness of the Brynsbakken is a major inconvenience for freight operators. They must either use an extra locomotive, which adds time and cost, or operate shorter trains, which reduces

205-492: Is much higher than domestically, for instance 8.5 million tonnes from the south corridor compared to 1.6 million tonnes to Trondheim in 2011. The volume is expected to grow with 150 percent by 2040. The government is therefore prioritizing upgrading the corridor through Østfold to handle more freight. Development of the corridor would allow for direct intermodal train services to destinations in Central Europe. The Port of Oslo

246-452: Is owned and maintained by the Norwegian National Rail Administration . The line is notorious for its steep climb, Brynsbakken, which has a gradient of 2.6 percent. Only 400 meters (1,300 ft) of the line is flat. Except for an underpass below the Trunk Line, the Loenga–Alnabru Line has a minimum curve radius of 610 meters (2,000 ft). The line branches off from the Østfold Line at Loenga, at an elevation of 7 meters (23 ft). Loenga

287-537: The Bratsberg Line was acquired by the government. The Trunk Line was first formally acquired in 1926, despite having formed a central part of the network for half a century. In January 1942, NSB gave the "green light for putting prisoners of war (POWs) to work on the construction of the Nordland Line . The POWs were forced to perform labour under conditions that were inhumane, and [Bjørn] Westlie , author of

328-507: The Dovre Line was electrified. In 2002 the freight operations were split to the subsidiary CargoNet , and the maintenance department became Mantena . "The transportation of Jews that were to be deported and the use of POWs on the Nordland Line is a dark chapter of NSB's history", according to kommunikasjonssjef Åge-Christoffer Lundeby in NSB in 2015. Later, Bjørn Westlie said this about

369-582: The Ministry of Labour that the Trunk Line from Christiania to Lillestrøm would receive double track. There would also be built a separate freight line from the Østfold Line via Bryn to a site at Alna, what became the Loenga–Alnabru Line. There would also be built a branch from the Gjøvik Line to Alnabru, the Alna Line. Alnabru Station was built as part of the double tracking. Traffic had increased significantly along

410-453: The Trunk Line , was opened in 1854. It was built and run as a private company, although with some government ownership. This was followed by two wholly state-owned railways , the narrow-gauge Hamar–Grundset Line in 1861 and the standard-gauge Kongsvinger Line in 1862, with the latter branching from the Trunk Line at Lillestrøm . Several more were built over the next two decades. In 1871

451-461: The scapegoat for cooperation with the Germans," writes Westlie, even though "many of the darkest chapters are from the period before Vik" became chief, according to Halvor Hegtun. There was no investigation of the agencies [or NSB] after the war. However, the former chief Vik was not to be prosecuted if he "did not work for NSB again". In 1952 a plan of electrifying operations was adopted. In 1970

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492-632: The 2015 book, Fangene som forsvant ("The Prisoners Who Disappeared"), shows that NSB was fully informed about the prisoners' situation", according to a 2015 Klassekampen article. Of the 100,000 Soviet POWs that came to Norway, 13,000 were put to work on the Nordland Line. Over 1,000 died as a result of [the] cold, starvation and exhaustion (out of a total of 13,700 dead "foreign POWs, political prisoners and forced laborers " in Norway between 1941 and 1945). According to Westlie, "NSB transported Jews to

533-531: The Alna Line were connected to the western side of the new terminal, while the Trunk Line was not. The terminal opened in 1970, and the Loenga–Alnabru Line received centralized traffic control from 24 January 1972. A series of road constructions in the Bryn area caused the Loenga–Alnabru Line to receive new structures. A 111-meter (364 ft) concrete bridge was completed in 1969 to carry European Road E6 over

574-584: The Bryn Diagonal. The 7.33-kilometer (4.55 mi) Loenga–Alnabru Line connects the classification yard at Loenga with Alnabru Freight Terminal, both in Oslo. For most of the route the line follows the Alna River . The line has single track and standard gauge and is electrified at 15 kV  16.7 Hz AC . It has centralized traffic control , automatic train control and GSM-R train radio. The railway line

615-680: The Bryn Diagonal. This was discarded by the National Rail Administration in 2014. The number of passenger trains on the new line would be so high and operate at such speeds that the Follo Line could only be operated by freight trains at night. The complexity, cost and maintenance of an intersection was regarded as not worthwhile for the limited amount of traffic. 59°54′20″N 10°47′42″E  /  59.9056°N 10.7950°E  / 59.9056; 10.7950 Alnabru Station Alnabru Station ( Norwegian : Alnabru stasjon )

656-409: The Gjøvik Line's freight trains would be handled at Loenga. This made it necessary for a separate freight track to be built through Loelvdalen. Surveys for a suitable place for cargo handling soon found that the steep gradient made it impossible to locate a cargo facility fore Alna. Oslo East Station was soon too small and there was need for additional sites for classification and cargo handling. Loenga

697-404: The Trunk Line running through it, Alnabru was also the terminus of the Alna Line and the Loenga–Alnabru Line. Norwegian State Railways (1883%E2%80%931996) The Norwegian State Railways ( Norwegian : Norges Statsbaner or NSB ) was a state-owned railway company that operated most of the railway network in Norway . The government agency /directorate was created in 1883 to oversee

738-529: The Trunk Line until Bryn Station, where they switch onto the Loenga–Alnabru Line. Freight trains from the Østfold Line connect to the Loenga–Alnabru Line at Loenga. There are also freight trains which originate at Sjursøya. These currently only consist of about nine weekly services which haul jet fuel to Oslo Airport, Gardermoen . About 20 trains use the line each day. Travel time is about 12 minutes from Loenga to Alnabru, with an average speed of about 40 kilometers per hour (25 mph). Lacking any passing loops ,

779-529: The Trunk Line was completed in 1854 there was no station serving the Alnabru area. From the 1880s there was a growing industry in the area. The Norwegian Trunk Railway established a station named Alna close to the site of the later Alnabru Station on 24 March 1872. However, it was closed on 1 December 1873. During the planning of the Gjøvik Line it became evident that there was not sufficient space at Christiania East Station (today Oslo Central Station ) to handle all

820-461: The cargo from the various lines which terminated there. Initially Bryn Station was considered as a cargo terminal, but it was soon assessed that the site lacked sufficient space to host a terminal. The Norwegian Trunk Railway bought a 2.6 hectares (6.4 acres) plot of land at Alna in October 1897, with the plans of building a classification yard and station there. In June 1899 it signed an agreement with

861-561: The construction and operation of all state-owned railways in Norway . On 1 December 1996, it was demerged to create the infrastructure operator Norwegian National Rail Administration , the train operator Norwegian State Railways and the Norwegian Railway Inspectorate . The name was taken by the train operator, although the infrastructure operator remained a government agency and is the legal successor. Norway's first railway,

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902-431: The entire Loenga–Alnabru Line was opened on 1 May 1907. The Norwegian State Railways bought the farm Nordre Alna in 1918, allowing for a further development of the station and cargo areas. The line past the station was electrified on 1 September 1927. The Loenga–Alnabru Line followed on 15 October 1928. A complete interlocking system became operational from 28 August 1938. Alnabru was eventually determined to act as

943-548: The extermination of Norwegian Jews: "Who else would be more responsible than the NSB? For me, the NSB's use of POWs and the deportation of Jews must be viewed as one: namely, that the NSB thereby became an agency that participated in Hitler's violence against these two groups, who were the Nazis' main enemies. The fact that the pertinent NSB leaders received awards after the war confirms the NSB's and others' desire to conceal this". The title

984-550: The latter enters the Romerike Tunnel . Afterwards the Loenga–Alnabru Line runs parallel to the Trunk Line, but at a lower elevation. At Bryn Station , 3.89 kilometers (2.42 mi) from Loenga, there is a switch allowing trains access from the Trunk Line. At 4.91 kilometers (3.05 mi) past Loenga the line passes into a 130-meter (430 ft) tunnel under the Trunk Line. The Loenga–Alnabru Line reaches Alnabru Freight Terminal after at 6.50 kilometers (4.04 mi). At this point

1025-541: The line as so the Norwegian Trunk Railway commissioned new station buildings most places. Alnabru was thus built in the same style, with Finn Ivar Andreas Knudsen as architect. The station opened on 20 January 1902 and originally took the name Alna. This was changed to Alnabru on 1 May. An incomplete interlocking system was operational from 1 November 1903. The freight track from Bryn was taken into use in May 1904, and

1066-402: The line has a theoretical capacity for two trains per direction per hour. Domestically rail transport has a market share of between 52 and 66 percent of intermodal transport from Oslo to Bergen, Trondheim and Stavanger. The corresponding market share on international routes is only 17 percent. It is an explicit political goal to increase rail transport's market share. The volume internationally

1107-450: The line has an elevation of 97 meters (318 ft). The line terminates as it reaches Alnabru S at 7.33 kilometers (4.55 mi). The Trunk Line was completed in 1854, followed by the Østfold Line in 1879. By the 1870s there was sufficient traffic on the Trunk Line that the Norwegian Trunk Railway was considering building double track along it. The economic decline throughout the 1880s put these plans on hold. Parliament decided in 1897 that

1148-519: The national railway was connected to the Swedish rail infrastructure. By the 1880s, the pace of railway construction ground to a halt due to economic and political problems. In 1883, the Norwegian State Railways was established and railway construction started up again. The Norwegian State Railways also bought up many private railways to integrate them into the national railway network. In 1920

1189-454: The new main cargo yard for Oslo. Alnabru Freight Terminal was taken into use in 1970. This forced the Trunk Line to be rerouted past the freight yard, resulting in a new 1.1-kilometer (0.68 mi) section of track being built on the north side. Alna Station was placed on this segment. The new station was taken into use for trains in the direction of Oslo from 7 June 1971. The other track was taken into use on 14 June. The same day Alnabru Station

1230-630: The operating efficiency. Brynsbakken has therefore been identified as a bottleneck in transport from the Sørlandet Line, Sweden and the Continent to Alnabru. Increased capacity southwards will allow for more freight trains towards Gothenburg , Denmark and the continent. One alternative is to establish an extra locomotive at Loenga, which would require an upgrade of the track alignment at Loenga. Although this would cut some costs, it would still delay each train by about 25 minutes and requires additional tracks at both Loenga and Alnabru. Although freight trains from

1271-453: The outward shipping from the Oslo harbor (...) the NSB employees did not know what fate awaited the Jews. Naturally they understood that the Jews would be shipped out of the country by force, because the train went to Oslo harbor". Furthermore, Westlie points to "dilemmas [that] NSB's employees found themselves in when the NSB leadership cooperated with the Germans". "[Bjarne] Vik was to be made

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1312-443: The port facilities at Sjursøya. By then the trains had reached an estimated speed exceeding 100 kilometers per hour (60 mph). Three people were killed and four were seriously injured. The Loenga–Alnabru Line is only used by freight traffic heading to and from Alnabru Freight Terminal. These have three origins or destinations. Freight trains which originate on the Sørlandet Line pass through Oslo Central Station and continue along

1353-539: The tracks were placed at a lower elevation than the Trunk Line, with the two not reaching the same height until Bryn Station. At the same time the company needed to stay away from the Alna River. Meanwhile, the Gjøvik Line was built with a branch, the Alna Line , which connected to Alnabru. Just northeast of the Trunk Line was placed in a culvert under the Trunk Line so it would meet up with the Alna Line. The Loenga–Alnabru Line

1394-457: The tracks. An underpass below the entrance to the Vålerenga Tunnel was finished in 1987. An underpass below Kvernervegen was completed in 1999. The Sjursøya train accident took place on 24 March 2010. A set of sixteen freight cars began rolling out of control during shunting at Alnabru. The train dispatcher central chose to lead the runaway train along the Loenga–Alnabru Line and out onto

1435-486: The Østfold Line pass through Loenga, those from the Sørlandet Line do not, causing additional delays. The Bryn Diagonal (Norwegian: Bryndiagonalen ) is a proposed new line which would connect to the Østfold Line and run to Bryn or Alnabru. By extending the line further south, it would have a longer route and thus less gradient. This would allow trains up to 1,500 tonnes to operate to Alnabru without assistance. Several specific proposals have been launched. One would involve

1476-477: Was a railway station on the Trunk Line located in the Alnabru neighborhood of Oslo , Norway . Situated 6.50 kilometers (4.04 mi) from Oslo Central Station , it was built primarily as a cargo handling station, although it also served passengers. The station building was designed by Finn Ivar Andreas Knudsen . The station opened on 20 January 1902 at the same time as the Trunk Line received double track . It

1517-482: Was chosen as the site in 1903, and the railway bought Oslo Ladegårds hage. Work on the yard started the same year and it was completed in 1909. Alnabru Station was established in 1900 along with the Alna Line . It was a diagonal connection with the Gjøvik Line . The station featured a large cargo handling facility. Several routes were considered for the Loenga–Alnabru Line. The need to keep the gradient at bay meant that

1558-477: Was closed and subsequently demolished. Alna Station was originally named Alnabru, but took the name Alna in February 1973. Alnabru Station was situated 6.50 kilometers (4.04 mi) from Oslo East Station, at an elevation of 97 meters (318 ft) above mean sea level . The line past the station was double track and electrified. The wooden station building was designed by Finn Ivar Andreas Knudsen. In addition to

1599-468: Was completed between Bryn and Alnabru in May 1904. with this work being carried out at the same time as the doubling of the Trunk Line. The section from Loenga to Bryn opened on 1 May 1907. Alnabru Station became an increasingly important cargo handling station for the capital area. The Norwegian State Railways bought the farm Nordre Alna in 1918, allowing for a further development of the station. and from Loenga to Bryn on 1 May 1907. The Loenga–Alnabru Line

1640-471: Was electrified on 15 October 1928. The planning of the Oslo Tunnel and Oslo Central Station quickly made it obvious that cargo handling could not take place at the same site. Alnabru was thereby selected as the site for a new classification yard and container terminal. The old Alnabru Station was demolished and a new Alna Station was built on a new set of tracks on the Trunk Line. The Loenga–Alnabru Line and

1681-450: Was named Alna until 1 May. The Alna Line was built as a branch of the Gjøvik Line , allowing cargo trains to run to Alnabru. The Loenga–Alnabru Line opened in 1907, connecting the Østfold Line to Alnabru. The station remained in service until 14 June 1971. It was thereafter demolished to make room for Alnabru Freight Terminal . The Trunk Line was moved around the terminal and Alna Station opened on it to serve commuter trains. When

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