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Jernbaneverket
Jernbaneverket (lit. 'the railway administration') was a government agency responsible for owning, maintaining, operating and developing the Norwegian railway network, including the track, stations, classification yards, traffic management and timetables. Safety oversight was the duty of the Norwegian Railway Inspectorate, while numerous operating companies run trains on the lines; the largest being the state owned passenger company Vy (formerly NSB) and the freight company CargoNet.
The administration operated all railways in Norway, except public station areas and freight terminals built before 1997 and private sidings. All track is standard gauge, with a total of 4,230 kilometres (2,630 mi), of which 2,498 kilometres (1,552 mi) is electrified, and 245 kilometres (152 mi) is double track. The Norwegian Railway Museum was a subsidiary of the rail administration.
On 1 December 1996, NSB was split up; formally NSB and the inspectorate were demerged from the National Rail Administration, and NSB made a limited company. All three became subordinate to the Norwegian Ministry of Transport and Communications. The administration got its own chief executive, Steinar Killi, from 1 July 1999.
On 31 December 2016, as a result of the rail reform of the Conservative lead government coalition, the administration was dissolved and all tasks were transferred to Bane NOR or the Norwegian Railway Directorate. Bane NOR took over ownership of the infrastructure from 1 January 2017.
State ownership of railways was initially through partial ownership of the many lines built during the 1860s and 1870s; by 1883, the authorities decided to create the Norwegian State Railways (NSB) that would own and operate most lines. By the 1960s, passenger transport on private railways was abolished, and only a few private lines remained; the last, the Kirkenes–Bjørnevatn Line, was closed in 1997. Since then the agency has operated all railway lines in the country, except tramways and the Oslo T-bane, that are operated by their respective counties.
During the 1990s, multiple rounds of reforms and restructurings were enacted upon NSB and the Norwegian railway sector, one of which saw the rise of a new organisation model in 1992 under which infrastructure activities were organised principally under regional managers, which were given more responsibility and consequently reinforced by technical and administrative support functions. On 1 December 1996, the National Rail Administration was created via the division of Norges Statsbaner into two agencies, the Norwegian National Rail Administration and the Norwegian Railway Inspectorate, as well as one limited company, NSB BA. Prior to 1 July 1999, NSB and the administration continued to have the same board and the same director, Osmund Ueland.
An early issue for the Administration to address was appropriate scaling of its workforce against it activities. Due to the inhospitable winter climate in Norway, many infrastructure activities become unfeasible for months at a time, leading to temporary overcapacity with numerous staff having no assigned work; this was difficult to account for in conventional means of competitive tendering for major maintenance and renewal projects, and came at a considerable premium in terms of both price and productivity. Between 1992 and 2006, there was a gradual yet meaninful reduction in administrative staff and production personnel from 2,100 to 1,350. The Administration also anticipated future increases in difficulties pertaining to Norway's climate, as an increase in precipitation would likely lead to more frequent landslides; proactive measures taken to guard against this danger included setting up a comprehensive inventory of landslide-prone sites, the implementation of physical preventative measures in such sites, as well as close cooperation with the Norwegian Meteorological Institute to establish additional weather stations to provide more reliable forecasts. Such measures are intended to boost regional readiness to response to climate-related emergency situations.
Starting in 1985, NSB and Televerket jointly constructed a national network of optical fiber that progressively covered the entire railway network. This network remained part of Jernbaneverket until 2001, at which point it was transferred to the subsidiary BaneTele. That same year, it acquired the bankrupt telecom company Enitel, and the whole subsidiary transferred to the Norwegian Ministry of Trade and Industry in 2002. During 2010, it was announced that Alcatel-Lucent had been selected by the Administration to deploy an advanced high-speed network based on IP/MPLS technology to handle all railway-related business communications, such as train signaling, signage on station platforms, and the GSM-R radio communications network.
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Jernbaneverket
Jernbaneverket (lit. 'the railway administration') was a government agency responsible for owning, maintaining, operating and developing the Norwegian railway network, including the track, stations, classification yards, traffic management and timetables. Safety oversight was the duty of the Norwegian Railway Inspectorate, while numerous operating companies run trains on the lines; the largest being the state owned passenger company Vy (formerly NSB) and the freight company CargoNet.
The administration operated all railways in Norway, except public station areas and freight terminals built before 1997 and private sidings. All track is standard gauge, with a total of 4,230 kilometres (2,630 mi), of which 2,498 kilometres (1,552 mi) is electrified, and 245 kilometres (152 mi) is double track. The Norwegian Railway Museum was a subsidiary of the rail administration.
On 1 December 1996, NSB was split up; formally NSB and the inspectorate were demerged from the National Rail Administration, and NSB made a limited company. All three became subordinate to the Norwegian Ministry of Transport and Communications. The administration got its own chief executive, Steinar Killi, from 1 July 1999.
On 31 December 2016, as a result of the rail reform of the Conservative lead government coalition, the administration was dissolved and all tasks were transferred to Bane NOR or the Norwegian Railway Directorate. Bane NOR took over ownership of the infrastructure from 1 January 2017.
State ownership of railways was initially through partial ownership of the many lines built during the 1860s and 1870s; by 1883, the authorities decided to create the Norwegian State Railways (NSB) that would own and operate most lines. By the 1960s, passenger transport on private railways was abolished, and only a few private lines remained; the last, the Kirkenes–Bjørnevatn Line, was closed in 1997. Since then the agency has operated all railway lines in the country, except tramways and the Oslo T-bane, that are operated by their respective counties.
During the 1990s, multiple rounds of reforms and restructurings were enacted upon NSB and the Norwegian railway sector, one of which saw the rise of a new organisation model in 1992 under which infrastructure activities were organised principally under regional managers, which were given more responsibility and consequently reinforced by technical and administrative support functions. On 1 December 1996, the National Rail Administration was created via the division of Norges Statsbaner into two agencies, the Norwegian National Rail Administration and the Norwegian Railway Inspectorate, as well as one limited company, NSB BA. Prior to 1 July 1999, NSB and the administration continued to have the same board and the same director, Osmund Ueland.
An early issue for the Administration to address was appropriate scaling of its workforce against it activities. Due to the inhospitable winter climate in Norway, many infrastructure activities become unfeasible for months at a time, leading to temporary overcapacity with numerous staff having no assigned work; this was difficult to account for in conventional means of competitive tendering for major maintenance and renewal projects, and came at a considerable premium in terms of both price and productivity. Between 1992 and 2006, there was a gradual yet meaninful reduction in administrative staff and production personnel from 2,100 to 1,350. The Administration also anticipated future increases in difficulties pertaining to Norway's climate, as an increase in precipitation would likely lead to more frequent landslides; proactive measures taken to guard against this danger included setting up a comprehensive inventory of landslide-prone sites, the implementation of physical preventative measures in such sites, as well as close cooperation with the Norwegian Meteorological Institute to establish additional weather stations to provide more reliable forecasts. Such measures are intended to boost regional readiness to response to climate-related emergency situations.
Starting in 1985, NSB and Televerket jointly constructed a national network of optical fiber that progressively covered the entire railway network. This network remained part of Jernbaneverket until 2001, at which point it was transferred to the subsidiary BaneTele. That same year, it acquired the bankrupt telecom company Enitel, and the whole subsidiary transferred to the Norwegian Ministry of Trade and Industry in 2002. During 2010, it was announced that Alcatel-Lucent had been selected by the Administration to deploy an advanced high-speed network based on IP/MPLS technology to handle all railway-related business communications, such as train signaling, signage on station platforms, and the GSM-R radio communications network.