Much of the operation, especially downtown, operates in mixed traffic on city streets. Many stops are being converted to have level boarding with the partially low floor SL95 fleet - some by adding island platforms on wider streets, and some by extending a sidewalk "bump" out to the track. In some situations, track is located in the curb lane so neither is necessary.

Some portions of the system can be described as true LRT as they have track in an isolated ROW in the centre of the road, while a few portions have a totally private ROW. One section on one line uses track that previously was shared the T-bane (metro/subway) system.

The tram operations in Oslo are a good comparison to Toronto as some of the system operates in mixed traffic, while other areas operate on separate right of ways.

Also, the two types of vehicles have similarities with what the future will see in Toronto: one type of vehicle is single ended with operator controls at one end and passenger doors on the right side of the vehicle, while the other type of vehicle is double ended with operator controls at each end and passenger doors on both sides.

Historically, Trikken shares some experiences with the TTC. Originally starting as private horse car lines that were later electrified, the lines were later amalgamated into a civic operation. Later on, tram abandonment was the plan until that decision was reversed in the 1970s.

Many downtown areas are served by at least two routes that interline in the city centre. This provides more frequent service here than would be possible with a single route.

All double door areas are low floor; centre doors are opposite each other and only this space is low in the centre section. Other double doors have a wheel chair space opposite them, with the left-side door closest to the end of the car. Floor is low floor from this point to the articulation.

Tram 139 is labelled "Toronto".

Fare collection:

Fare cards must be validated upon first boarding. Single fares are valid for 60 minutes.

Single fare cards (Enkeltbillett) may be purchased from the operator for Kr.30 (about C$6.00) or at retailers for Kr.22 (about C$4.40); 8 fares (Flexikort) can be purchased for Kr.160 (about C$32.00).

Fares described here are for travel within Oslo city limits (Takstsone Oslo). Only route 13 extends outside this zone (into Takstsone V02) starting at Jar.

A 24 hour pass (Dagskort, good for the 24-hour period starting when it is first validated) costs Kr.60 (about C$12.00).

A 7-day pass (7 dagers kort) costs Kr.210 (about C$42.00).

A monthly pass with a flexible starting date (Fleksibelt månedskort, good for 30 days from first use) cost Kr.720 (about C$144).

This two-zone weekly pass sells for Kr. 270 (about C$51.30)

This map reflects the system from late 2007 to the spring of 2008.

By February 2008, the westbound Jernbanetorget stop (shown served only by routes 18 and 19), was moved to the west side of the intersection where all routes converged. A few months later, the eastbound stop was moved there as well, making this the only stop to be served by all routes.

In July 2008, road construction at Nathionaltheatret had routes 13 and 19 detoured. Both routes followed the path of route 12 to Solli. Route 19 continued west (with route 13) to Skøyen. Trams on route 19 were signed "Majorstuen" on inbound runs until they reached Vikatorvet, where an announcement was made and the destination sign was changed to "Skøyen".

On August 18, 2008 routes 13 and 19 returned to Nationaltheatret. On that same day, routes 11, 12, 13, and 17 returned to their normal routing on Storgata, one block north of Jernbanetorget.

As many routes interline in the city centre ("Sentrum"), this page will start with some photos there, followed by trip descriptions out to the end of each line.

Route 12 to Kjelsås turning north just east of Jernbanetorget T

Route 19 to Majorstuen turning at Stortorvet

Just west of Solli, there is a wye intersection in a traffic circle with a fountain

"Green" median right-of-ways...

Route 12 to Majorstuen leaving Frogner plass and entering the median ROW on Kirkeveien

Tight streets, without compromising minimum turning radius...

Turning from the curb lane on Akersgata to the curb lane on Tollbugata requires a wide turn

In the city centre, a branch along the waterfront past Aker Brygge, is travelled by route 12:

The first described trip our of the city centre is on route 13 from Bekkestua to Nationaltheatret, which takes approximately 26 minutes:

Since December 2, 2007, route 13 goes as far as Bekkestua, though the extension beyond Jar only operates on a 20 minute basis (30 minutes on Sunday mornings). 10 minute service is provided on most of the route mid-days Monday to Saturdays as far as Jar.

Prior to 2006, Bekkestua, Egne hjem, Ringstabekk, and Tjernsrud were formally stations on T-bane route 6, but had tram service late evenings when the T-bane did not operate. Due to this, these stations as well as Jar, had both a high-level platform for T-bane trains as well as a low-level platform for trams.

This was an older T-bane line that operated all the time with 3-car trains using equipment that was powered from overhead wiring instead of third-rail. As the T-bane system was upgraded to full metro standards (third-rail power supply, fully isolated ROW, and six-car stations), line 6 operated with equipment that could switch from third-rail to pantograph. Service was provided to several stations beyond Bekkestua when the T-bane operated.

In 2006, the portion of this T-bane line without full metro standards was shut down with plans to upgrade it, at least to the Oslo city limit. This line is under construction to the Oslo city limits (a few T-bane stations before Jar), but it is uncertain what will happen with the remainder of the line at this time.

Trams arriving at Bekkestua offload passengers on the arrival track, proceed beyond the station where a crossover is situated before returning on the departure track to pick up passengers heading downtown. As this was a T-bane line, it runs in a private ROW, though not fully isolated.

The outbound tram in this photo has a destination sign with a blue colour line on it. Prior to 2005, there was a route 10 tram (see photo of 1997 map) that operated between Jar (Bekkestua late evenings) and Disen via Aker brygge that was colour coded blue - these destination signs are seeing a second life.

The left portion of the blue section has been blacked out as it says "Aker brygge", however from mid-July to mid-August 2008, some signs could be seen with this visible. They were correct as route 13 was being detoured during that time.

The first stop, Egne hjem, is only about 200 metres from Bekkestua. The second stop is Ringstabekk which has the raised platform on the inbound side of the lower platform.

Many stops on this line have a ticket vending machine, as can be seen in the photo of Ringstabekk to the left.

After Ringstabekk is Tjernsrund followed by Jar. Jar has a turning loop as well as a far-side crossover for turning trams back towards the city. It is also the last stop from Bekkestua that is not in the Oslo fare zone. The line from Bekkestua to Jar is also more or less on a north-south alignment.

Prior to the closure of this part of T-bane route 6, Jar had the rare characteristic of being a station that was served by both metro trains and trams on the same tracks (3 stops in Cleveland have this characteristic).

Passing Jar, the line curves to the east on its own right of way at the point where the former T-bane line continued further north. The T-bane tracks have been mostly removed from here, except for some very short sections near where the junction turnouts were. However, the actual frogs and points for the turnouts have been removed. The ballast of the T-bane line can be seen as it heads into a tunnel just north of the junction.

From Bekkestua up to this point, the overhead wiring has a full catenary installation. The wiring changes to non-catenary just west of Øraker.

The next stop is Øraker followed by Lilleaker. The line continues on its own ROW where it crosses roads with a railway-type crossing that is signalled with gates.

Route 13 to Bekkestua approaches Skøyen on another "green" ROW

Route 19 to Ljabru at Thane as a route 13 to Bekkestua is approaching

The next stops are Sollerud, Furulund, Ullern, Abbediengen, and Hoff. Following that is Skøyen, where a loop exists west of the stop.

When a route 10 existed and provided service to Jar (Bekkestua late at night), this was the terminal point form route 13 (see photo of 1997 map).

The ROW continues for one more station, where it ends just before the line reaches Thane. The private ROW ends with the line passing through a traffic circle and onto a median ROW on Drammensveien where the Thane stop is. The median ROW continues east for another block where the trams join mixed traffic on Drammensveien.

For the most part, Drammensveien is a three lane road, with westbound trams in the curb lane, and eastbound in the centre. Eastbound stops have the sidewalk and curb bump out to the middle lane.

Eastbound route 13 leaving Nationaltheatret

Continuing east, the stops Nobels gate, Skarpsno, and Skillebekk have this characteristic. East of Skillebekk, the line returns to a median ROW, and passes through a traffic circle before reaching Solli. The stop at Solli is served by both routes 12 and 13 as route 12 travels along Drammensveien for about a block at this point.

From Solli to Nationaltheatret, the line runs in a median ROW with one stop at Slottsparken just after route 19 joins the ROW.

Here is a description of the trip on the north-western line from Rikshospitalet (routes 17 and 18) that takes approximately 13 minutes to Holbergs plass:

Rikshospitalet is a stub-end terminal with near-side cross-overs. As such, it is only served by the double-ended SL-95 trams that run on routes 17 and 18. This part of the trip operates on a ROW that parallels a road. This extension between Rikshospitalet and John Colletts plass was built in 1999. The entire line has platforms that make it fully wheelchair accessible.

The first stop is Gaustadalléen followed by Forskningsparken, which is also a stop on T-bane lines 3, 4, and 5. The T-bane is above ground here and passes over the tram line.

A northbound route 18 arriving at Forskningsparken viewed from the T-bane platform above.

View from the far end of Rikshospitalet.

The next two stops are Universitetet Blindern and John Colletts plass where the line curves onto a median ROW on Thereses gate. Prior to the opening of the 1999 extension, John Colletts plass was the end of this line and there is a turn back loop at this location.

The median ROW continues past Ullevål sykeus to Adamstuen, where the line enters mixed traffic. There is a turnback loop at Adamstuen used only for short turns. All stops into the city centre continue to be fully accessible, either by having the tracks positioned at curbside, or with sidewalk/curb bump-outs.

Between Dalsbergstien and Holbergs plass, each direction travels on separate one-way streets.

Here a description of the trip on the north-eastern line from Kjelsås to Kirkeristen that takes approximately 23 minutes:

Trams arriving at Kjelsås let off their passengers on the street before entering the loop to pick up southbound passengers.

The photo to the right shows a route 11 awaiting departure on the left as a route 12 tram has just arrived and let off its passengers on the right. There is a passing track to the left of the tram on the street.

In this photo, a route 12 tram is being short-turned at Disen - passengers are transferring to a following route 12 on street to continue to Kjelsås

From Kjelsås to Storo, the line operates on a four-lane road in mixed traffic. Stops between Kjelsås and Disen are staggered as the curb lane disappears due to a sidewalk bump-out for the stop.

At Disen, there is a loop for trams to turn back from the south, and this stop is the end of route 11 between 6:30 am and 7:00 pm weekdays, between 10:00 am and 5:00 pm Saturdays, and after 10 pm on Saturdays and Sundays. From November 2003 until November 2005, all trams turned back at Disen as the line to Kjelsås was closed down due to financial difficulties.

Route 11 to Majorstuen at Storo

A route 11 to Majorstuen is leaving Birklunden

Route 13 joins routes 11 and 12 at Storo. From Storo, the line operates in a median on Grefsenveien with one stop named after that street. The street becomes Sandakerveien and the line continues in a median where the stop of Sandaker senter is.

Where Sandakerveien becomes Vogts gate, the line is in mixed traffic past the next two stops of Torshov and Biermanns gate. Just south of the stop at Torshov, there was a former branch off of Vogts gate at Bentsebrugata. The connection with the current tracks have been removed, but the tracks on Bentsebrugata are still present (see photo of 1997 map to see this branch).

At Biermanns gate, Vogts gate becomes Toftes gate and curves to a north-south alignment. The line follows this street for a little over 300 metres to Schleppegrells gate where it turns onto its own right of way on the south side of this street to head west for one block. The stop at Birkelunden is on this separate ROW stretch.

This stop is served by routes 11, 12, 13, and 17

At Brugata, traffic lane must merge with tram lane afterthe intersection

At the west end of this separate ROW, the line turns south again on Thorvald Meyers gate for the stops of Olaf Ryes plass, Schous plass, and Nybrua. At Nybrua, the line curves to the southwest onto Storgata at a wye intersection with Trondheimsveien (where route 17 from Grefsen via Sinsen joins). The first stop south of here is Hausmanns gate.

The line on this part of Storgata is in mixed traffic, but other traffic is separated into curb lanes at stops.

This poses an interesting arrangement at the next stop of Brugata. Both platforms are on the north side of the intersection, but south of the intersection, the street is only two lanes wide. Southbound traffic must merge with the tracks in the intersection (see lower photo to the left) while northbound traffic must shift over to the separate lane.

The last stop on this run into the city centre is Kirkeristen, still on Storgata. The regular routing from here is to continue on Storgata to Kirkersten. These few blocks were out of service from the end of 2007 until August 18, 2008 while Storgata was under construction. During this time, the routes on Storgata would turn at Nygata and follow it and Fred Olsens gate to Biskop Gunnerus gate where they would join routes 18 and 19 to head west to Kirkersten.

From Kirkeristen, near the city centre, route 17 travels up to Sinsen in about 14 minutes :

Route 17 after leaving stop at Carl Berners plass - Trondheimsveien jogs to the north for a few blocks

Just past the stop at Hausmanns gate, route 17 branches north-east on Trondheimsveien at an intersection with a double track wye, allowing trams from any of the three approach directions to travel to either of the other two directions.

The distance up Trondheimsveien to Carl Berners plass is just over 2 km with three stops in between: Heimdalsgata, Lakkegata skole, and Sofienberg. On this stretch of Trondheimsvein, much of the road is four lanes wide with parking allowed in the curb lanes. The curb lanes disappear at stops where the sidewalk bumps out.

For several blocks between Carl Berners plass and Rosenhoff, trams run in the curb lane on both sides of the street. Construction is under way to place new tracks in the centre of the road

At Carl Berners plass, Trondheimsveien jogs to the north for a couple of blocks. Along this jog, the tram tracks move to the curb lanes.

The route continues up Trondheimsveien where it enters reserved lanes just before reaching the Sinsenterrasen station in Sinsen. Past that stop, the right of way descends below the level of the road after crossing over the T-bane line near the Sinsen T-bane station.

Out of service tram arriving at Sporvognsdivisjonen (carhouse) located at Grefsen stasjon signed "AS Oslo Sporveier"

At Grefsen, tram on route 17 is leaving in foreground while a route 13 waits for departure.

At this point, Trondheimsveien is climbing to an overpass where it meets the Ring 3 expressway and the tram line crosses under the inbound (south-westbound) lanes of Trondheimsveien. The tram line continues in a north-west direction for less than 100 metres where it makes a right turn to cross under the expressway followed by a left turn to parallel the north-east side of the expressway. This left turn is part of a wye intersection with the west-branch of the intersection only going a short distance, less than 100 metres.

A pevious routing of route 17 (see photo of 1997 map) had it operate via Storo to Sinsenkrysset and may have used this wye to turn back.

Immediately to the north-west of this curve/intersection is the stop at Sinsenkrysset.

The route continues for about another 400-500 metres to Grefsen stasjon. Routes 13 and 17 terminate at this stop with through operation. This means that an arriving route 17 leaves as a 13 and vice versa.

Route 13 waiting to depart at Grefsen stasjon as another route 13 is approaching in the distance. The approaching route 13 will become a route 17 for departure.

Route 17 must be operated using SL95 trams because the terminal at Rikshospitalet has no loop. Most operation on route 13 is to Bekkestua, which also has no loop. During mid-days, route 13 has alternate runs that only go to Jar, which has both a loop and a crossover.

This author has observed SL79 trams arriving at Grefsen on route 17 near the end of rush hour service. The system's only carhouse is located at Grefsen, so some SL79 trams may run from downtown in revenue service to the carhouse.

Here a description of the trip on the line to Ljlabru (routes 18 and 19) that takes approximately 18 minutes from Jernbanetorget:

Route 18 to Rikshospitalet heading to Sjømannsskolen

Heading east from Jernbanetorget (at Oslo Central Station), the tracks shift so that both are on the south side of the road. The only stop on this part of the line is at the city bus terminal, Bussterminalen Grønland.

Shortly before turning south, the tracks return to mixed traffic. The next three stops, Munkegata, St. Halvards plass, and Oslo Hospital are all in mixed traffic. Half a block south of Oslo Hospital, the tracks pass through the centre of a traffic circle and proceed on a private ROW with ballasted tie construction. A road parallels the ROW.

he longest run between stops is from Oslo Hospital and Sjømannsskolen. It is here that the line begins to climb in altitude.

Sjømannsskolen is a stop situated at a curve in the road and the line where a side street must cross the line. Platforms for each direction are on either side of this street.

This line is built on the side of the Oslo Fjord and at Sjømannsskolen, the shed for city-bound passengers is built into the side of the hill. (see lower photo to the right). This shed actually has a "green" roof as the hill's vegetation grows there.

There is only a shed for the city-bound platform at Sjømannsskolen. This is common to many of the stops on this line, and very similar to the LRT system in Pittsburgh between Washington Junction and Library.

 

Route 18 to Ljabru arrives at Sjømannsskolen

Route 18 to Ljabru at Holtet

Route 19 to Ljabru at Holtet

Looking west at Jomfrubriåten

On its way to Jomfrubriåten, the line continues to climb the fjord, as can be seen in the photos to the far left.

At Jomfrubriåten, the line is several metres higher than the road next to it, so the view to the west is rather pleasant. There is a pedestrian crossing at the north end of this stop, that is signalled because the line curves just north of the stop making it difficult to see a southbound tram.

In the past, there was a branch off this line to the east just south of Jomfrubriåten. This branch had three stops, terminating at Simensbråten. It is not know by the author of this page when this branch was removed from service, but it appears on a 1961 system map.

The next stop on the line is Sportsplassen followed by Holtet. At Holtet, there is turn back loop and crossover track south of the stop. Holtet is the terminus for route 18 on weekdays from about 9:00 am until about 2:30 pm.

A small, former carhouse exists within the loop at Holtet. Tracks still exist into the four sheds of the building, but only one has overhead wiring. To the south of the loop is a yard for maintenance of way equipment.

One thing that is different about Holtet is that there is a shelter on both platforms. The usual wood shed that is the mainstay of this line is on the outbound (southbound) side, while the city-bound platform has a glass shelter. Oddly, the wood shed provides more protection from the elements than does the glass shelter.

The next three stops are Sørli, Kasstellet, and Bråten. These stops are similar to many of the stops on this line. Sæter is the next stop on the line and has the same design as most on this line with the wooden shed on the city-bound side.

Single-track bridge at south end of Sæter seen with a Ljabru-bound route 19 tram above and a city-bound tram below

Route 18 to Ljabru approaches Sæter

Route 18 to Rikshospitalet crossing the single-track bridge at Sæter

However, immediately to the south of the stop is a short single-track overpass crossing a two-lane road. It appears that local properties would be severly effected by the construction of a two-track bridge.

Oddly, the track uses powered switches and signals to control tram movements. It is possible to have this arrangement operate using spring switches at each end and the single-track section is so short that line of sight operation is possible.

After Sæter, it is a short distance to Ljabru where a loop is used to turn all trams back. Route 18 operates with SL95 trams as Rikshospitalet does not have a loop, and route 19 operates with SL79 trams as Majorstuen does not have a crossover track.

There is a stub track at Ljabru that can hold a single tram, but must be entered by a reverse movement from the loop.

Route 19 departs Ljabru as a route 18 arrives.

Shed and next arrival display at Ljabru

Send questions, comments, and photos here

This page last updated March 26, 2009