Bergen Line: Difference between revisions

Revision as of 21:45, 31 May 2022

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In September 1954, Rieber suggested a package for the politicians, where he would create a company that would borrow money to build both the Ulriken Tunnel, a shortening of the line from Hønefoss to Sandvika (the "proposed" [[Ringerike Line]]) and electrify the railway. This would save {{convert|64|km|mi}}.<ref>Owen, 1996: 82-83</ref> Since NSB based their fares on the route length travelled, financing would be covered by a surcharge equal to the distance saved; ticket price would remain the same and within twenty years the debt would be covered. The government opposed the suggestion — the newspaper editor and [[Norwegian Labour Party]] politician [[Trygve Bratteli]] commenting that even though the financing was private, it would still have to use the same funding as government debt, and would jeopardize other projects, like the [[Nordland Line]].<ref>Rødland, 1999: 98–102</ref>

Shortly afterwards a revised plan, the "Little Rieberplan" was accepted.<ref>Owen, 1996: 82-83</ref> The first {{convert|32|km|mi}} of the line from Bergen to Takvam represented a very roundabout way, and it was clear that it would be possible to reduce the line by {{convert|21|km|mi}} with the construction of three single-track tunnels, [[Ulriken Tunnel]] ({{convert|7660|m|ft|disp=or}}), [[Arnanipa Tunnel]] ({{convert|2177|m|ft|disp=or}}) and Tunestveit Tunnel ({{convert|40|m|ft|disp=or}}).<ref>Norsk Jernbaneklubb, 1994</ref> ItThis alsoplan hadwas theapproved advantageby ofparliament loweringin the1956, highest pointbased on private financing from the linebusinessman -[[Fritz {{convert|1301|m|ft|disp=or}}Rieber]]. onConstruction started in 1959 with the oldtunnels linebeing finished in 1963, betweenwhile Hallingskeidtrack andlaying Finsewas finished on 29 May 1964, towhen {{convert|1237|m|ft|disp=or}}the infirst train entered the tunnel.<ref>OwenHoløs, 19961984: 80101–02</ref> As the new tunnel line deviated from the original line near Arna, a new [[Arna station]] had to be constructed adjacent to the tunnel mouth. This also opened in May 1964. The opening of this tunnel meant that it replaced part of the original and that part was no longer needed as a main line. It became a heritage line: the [[Old Voss Line]] ({{lang-no|Gamle Vossebanen}}).

This plan was approved by parliament in 1956, based on private financing from the businessman [[Fritz Rieber]]. Construction started in 1959 with the tunnels being finished in 1963, while track laying was finished on 29 May 1964, when the first train entered the tunnel.<ref>Holøs, 1984: 101–02</ref> As the new tunnel line deviated from the original line near Arna, a new [[Arna station]] had to be constructed adjacent to the tunnel mouth. This also opened in May 1964. The opening of this tunnel meant that it replaced part of the original and that part was no longer needed as a main line. It became a heritage line: the [[Old Voss Line]] ({{lang-no|Gamle Vossebanen}}).

The Ulriken Tunnel currently represents the largest bottleneck on the Bergen Line, due to the commuter trains between Bergen and Arna. Building a [[double track]] on the westernmost part of Bergensbanen would free up capacity not only of that part of the line, but the whole line across the mountains.<ref>{{cite web|url=http://www.jernbaneverket.no/multimedia/archive/01620/KU_dobbeltspor_Arn_1620621a.pdf |title=Konsekvcensutredning Arna - Fløen |author=Jernbaneverket |year=2008 |language=no |url-status=dead |archive-url=https://web.archive.org/web/20071218214042/http://www.jernbaneverket.no/multimedia/archive/01620/KU_dobbeltspor_Arn_1620621a.pdf |archive-date=2007-12-18 }}</ref>