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Vygruppen, branded as Vy, formerly the Norwegian State Railways (Norwegian: Norges Statsbaner, NSB), is a government-owned railway company which operates most passenger train services and many bus services in Norway. The company is owned by the Norwegian Ministry of Transport. Its sub-brands include Vy Buss coach services, CargoNet freight trains and the Swedish train transport company Tågkompaniet. In 2009, NSB carried 52 million train passengers and 104 million bus passengers. On 24 April 2019, passenger train and bus services were rebranded as Vy.

Key Information

The company was established as the Norwegian State Railways (1883–1996). In 1996 the company was split into the new NSB, the infrastructure company, Jernbaneverket and the Norwegian Railway Inspectorate. In 2002, the freight operations were split to the subsidiary CargoNet, and the maintenance department became Mantena.[2] It was controversially renamed Vygruppen in 2019; the then-opposition parties vowed to reverse the name change.

History

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Former NSB logo (2005–2019)

On 1 December 1996, the largest structural change in Norwegian railway history in the 20th century occurred. The old Norwegian State Railways was split into three separate governmental agencies. The ownership, maintenance and construction of the track was transformed to the newly created government agency Norwegian National Rail Administration while a new Norwegian Railway Inspectorate was created to supervise all railway operations in the country. NSB was renamed NSB BA and created as a limited company, wholly owned by the Ministry of Transport and Communications. Also, NSB was made a concern, with NSB Biltrafikk (now Vy Buss) and NSB Eiendom (later ROM Eiendom, in 2017 succeeded by Bane NOR Eiendom) made subsidiaries of NSB.

In 1998, the new Oslo Airport, Gardermoen opened, replacing the old Oslo Airport, Fornebu that had been too small since the 1980s. As part of the political compromise to build the new airport, NSB faced a dual mandate. On one hand, the imperative was to establish environmentally sustainable ground infrastructure, prompting the decision to construct a high-speed railway spanning 56-kilometre (35 mi) from Oslo Central Station to the airport, resulting in a 19-minute travel time. Concurrently, political stipulations dictated that the airport's development should not burden taxpayers financially; thus, the entire project was slated for financing through loans. The result was that the airport was to be financed, built and operated by the Civil Aviation Administration subsidiary Oslo Lufthavn AS while the rail connection was to be financed, built and operated by the NSB subsidiary NSB Gardermobanen. But problems arose during the construction of the Gardermoen Line because of a leak in the Romerike Tunnel, resulting in major budget overruns and a delay in the opening of the tunnel. Still, Norway's first high speed railway line opened on time on 8 October 1998 at the same time as the new airport, though the Romerike Tunnel was not opened until 22 October 1999, more than a year after its scheduled opening. The service is operated using 16 custom built Class 71 electric multiple units, with a capacity for 168 passengers and maximum speed of 210 km/h (130 mph).[3]

NSB tried to modernize itself in the late 1990s through the acquisition of new rolling stock and a new brand image. The first stock to be delivered were 22 El 18 electric locomotives. These were meant to take over passenger train traffic in Southern Norway while the El 16s and El 14s were moved to the freight division and the El 17s were scrapped, relegated to shunting or sold to the Flåm Line. The new locomotives were capable of speeds up to 200 kilometres per hour (125 mph). For the diesel lines, NSB attempted to buy 12 Di 6 from Siemens, but had to return them after they failed to operate sufficiently in the northern Norwegian cold. NSB also decided to re-brand itself with three district brands: NSB Signatur (express trains), NSB Agenda (regional trains) and NSB Puls (local trains). At the same time, NSB ordered new electric multiple units, first of all for the new Airport Express Train service, Class 71. This was followed up with 16 new Signatur trains of Class 73 that were to be used on the express services on the Bergen Line, the Dovre Line and the Sørlandet Line and equipped with tilting technology. This was an attempt to create a high speed railway service using existing rail track, though the operating times between Oslo and the termini were only reduced by about 10 minutes. These trains were painted blue and grey, and were the first non-red trains to be operated by NSB in decades. At the same time, NSB announced the introduction of the Agenda concept, that was to replace the NSB InterCity Express services and the diesel services. While the Class 70s were simply repainted, the diesel services on the Nordland Line, the Rauma Line and the Røros Line were upgrades with 15 new Class 93 units in 2001, though criticized for lack of comfort, have increased the speed on the railways. NSB also discontinued night train services on the Rauma Line and Røros Line. Starting in 2002, NSB also received 36 new electrical local trains, Class 72. These were painted grey/green (for the use of the brand name Puls) and were put in the Oslo Commuter Rail and Jæren Commuter Rail. NSB has now discontinued the use of brand names on its rail products.

By 2002, the Bondevik's Second Cabinet wanted to further deregulate the Norwegian railway sector, and made NSB a limited company NSB AS on 1 July. NSB had been through a process of making the company more of a corporation, with the IT section made the subsidiary Arrive and the maintenance transformed to Mantena. NSB also purchased part of the Swedish Tågkompaniet while the old freight train section NSB Gods was transformed to CargoNet. 45% of the subsidiary was then sold to the Statens Järnvägar successor Green Cargo. In 2004, the government also split NSB Gardermobanen in two, deleting the companies debt, transferring the track it owned to Jernbaneverket and the train operations to a new, government-owned enterprise, the Airport Express Train.

On 24 April 2019, NSB was renamed Vygruppen and rebranded as Vy (it is a Scandinavian word meaning vision, outlook, overview or prospect).[4][5] According to a survey by the Language Council of Norway, the name change was only supported by 7% of Norwegians.[6]

Services

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Vy operates with three main types of passenger rail transport: intercity trains, regional trains and commuter trains.

Inter-city services

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Long-haul electric passenger trains services are offered on the Bergen Line. The four day trains are operated with traditional locomotive hauled trains (electric locomotives El18 and coaches Class 7). A night train service with WLAB2 sleeping coaches is also offered on these lines.

Regional services

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Vy has two regional rail services. All regional trains are to receive the new livery of red and grey. NSB has previously used the brand name Agenda on its regional services.

Regional services use Class 74 (R10 Skien–Lillehammer) and Class 73b (R20 Oslo S – Halden – (Gothenburg)). The service is provided hourly along the Trunk Line, the Vestfold Line and the Østfold Line. The trains running between Lillehammer and Skien serve Oslo Airport, Gardermoen, providing an alternative to the Airport Express Train.

Commuter services

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Around the cities of Bergen, Oslo and Skien Vy operates commuter train services using Class 69, Class 72, Class 74 and Class 75 electric multiple units and Class 92 diesel multiple units. The services usually have hourly or semi-hourly frequency. NSB tried using the brand name Puls for the commuter trains, and have painted some of the trains green. The Puls brand has been discontinued.

The Oslo Commuter Rail provides the following services, with Class 69, Class 72 and Class 75:

Other commuter train services:

In 2005, services on Gjøvik Line were transferred to NSB Gjøvikbanen (now Vy Gjøvikbanen) after the NSB subsidiary had won a public tender bid for a ten-year public service obligation contract with the Norwegian Ministry of Transportation and Communication. The Norwegian Minister of Transportation and Communications, Liv Signe Navarsete (Centre Party), has announced that the present government (as of 2006) will discontinue the previous government's announcements to put more rail line operations on public tender.

Rolling stock

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Class 75 local train in its current "Vy" livery
Class 73 long-distance train
Class 70 long-distance train
Class 93 local train
Main article: Norwegian State Railways rolling stock

The Norwegian passenger train division has a fleet of 36 Class 72 and 82 Class 69 electric multiple units (EMU) and 14 Class 92 diesel multiple units (DMU) for commuter services. The company has a further 22 Class 73 and 16 Class 70 EMUs and Class 93 DMUs for regional and intercity trains, which are also provided by 22 El 18 and 5 Di 4 locomotives which haul Class 5 and Class 7 passenger cars. Vy receives subsidies to operate unprofitable route from its owner, while services on the Gjøvik Line have been made subject to public service obligations, which is operated by Vy's subsidiary Vy Gjøvikbanen.

During the 1990s, NSB modernized their rolling stock, expanding their fleet of multiple units and retiring many of the traditional locomotive-hauled trains. Most of the locomotives were sold to the freight company CargoNet AS, but the models El18 and Di4 remain to haul passenger trains. Some of the new trains were plagued with troubles, in particular a brand new Class 73 derailed at low speed at Nelaug in 2000 because of an axle breaking due to metal fatigue. As of 2005, however, these trains have been performing satisfactorily.

In August 2008, NSB announced it had ordered 50 new five-car electric multiple units of the Class 74 and 75.[7] These will be used for local service in the Greater Oslo area (24 sets) and also regional service in southern Norway (26 sets). The delivery is scheduled for 2012 but delayed because of accident during testing, by that time much of the rail network is expected to be upgraded to double track, enabling an increase in frequency.[8] The contract which is worth approximately 840 mill. Swiss francs gives NSB an option to buy an additional 100 sets.[9] These trains have been specifically modified to operate in Norwegian climate and have a maximum speed of 200 km/h (125 mph).

Locomotives

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Electric multiple units

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  • 80 Class 69 class 2-car or 3-car commuter trains, used around Oslo and Bergen.
  • 16 Class 70 class 4-car intercity (medium distance) trains, used around Oslo.
  • 36 Class 72 class 4-car commuter trains, used around Oslo.
  • 16 Class 73A class 4-car intercity trains, used for service in and out of Oslo.
  • 6 Class 73B class 4-car regional version of the Class 73 used on Østfold Line.
  • 50 Class 74 intercity trains and Class 75 commuter trains, based on the Stadler FLIRT has been introduced. With the first for profit operation on May 2, 2012.[10]

Diesel railcar

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Carriages

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Main article: Norwegian railway carriages
  • The non-motorized passenger carriages in operation are the B3-series (the oldest), B5-series and B7-series. The B5- and B7-series are in service on long distance express trains while the B3-series in green color are used in tourist trains on the Flåm Line (Myrdal-Flåm).

Subsidiaries

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  • Complete ownership of Arrive (IT services)
  • Complete ownership of Vy Buss (Bus operations)
  • Complete ownership of Vy Gjøvikbanen (Operates train services on the Gjøvik Line)
  • Complete ownership of Vy Tåg (Sweden)
  • Complete ownership of CargoNet AS
  • 55% of Trafikkservice, the other 45% owned by ISS (Cleaning services)

Vy Tog

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Vy's subsidiary Vy Tog AS was on 9 December 2019 awarded the contract for all passenger trains on the Bergen Line by the Norwegian Railway Directorate, starting from December 2020.[11] This includes long-distance trains F4 Oslo–Bergen, regional trains R40 Bergen–Voss–Myrdal and local trains L4 Bergen–Arna.

Chief executives

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References

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[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Vy

View on Grokipedia
from Grokipedia

Vy is a state-owned Norwegian transport company specializing in rail and bus services, operating the majority of train routes within and select cross-border connections.
Formerly known as Norges Statsbaner (NSB), the entity underwent a comprehensive to Vy on 24 April 2019, consolidating its rail, bus, and related mobility operations under a unified identity derived from the Scandinavian concept of "view" or "vision."
Owned by the Norwegian government through the Ministry of and Communications, Vy represents the largest land-based transport group in the Nordic region, emphasizing sustainable, efficient public mobility with a focus on rail-based solutions to reduce emissions.

Overview

Company Profile

Vy is a state-owned wholly owned by the Norwegian Ministry of and Communications, functioning as the primary operator of passenger rail and bus services in . Headquartered at Schweigaards gate 23 in , the company manages an extensive network covering key domestic rail lines such as the Oslo-Bergen route via the and services connecting major hubs like Oslo Airport to the capital. Its bus operations, conducted through Vy Buss, encompass express routes, regional services, and airport transfers, extending to limited international connections including routes to . In 2024, Vy transported 213 million passengers across its train and bus networks, reflecting its dominant scale in Nordic land-based passenger mobility. This operational breadth positions Vy as integral to Norway's transport sector, where it delivers services under a mix of commercial operations and public service obligations. Vy's role aligns with national transport policy objectives by securing contracts through competitive tendering for and bus routes, ensuring coverage in areas where alone would not sustain viability. State subsidies underpin these obligations, causally enabling the provision of accessible transport on subsidized lines while fostering efficiency in competitively awarded operations.

Ownership and Governance

Vygruppen AS, the parent company of Vy, is a wholly owned by the Norwegian Ministry of Transport and Communications, representing the Norwegian state. This ownership traces back to the company's origins as Norges Statsbaner (NSB), established in 1883 as a state enterprise to manage Norway's railway network. Following structural reforms in the mid-2010s, including the separation of infrastructure from operations under the 1990s railway liberalization laws, NSB was reorganized into Vygruppen AS, with the rebranding to Vy occurring in 2019 to reflect a broader portfolio. Governance operates through a appointed by the Ministry, which sets strategic direction while adhering to Norwegian corporate law for state-owned enterprises. The board oversees subsidiaries like Vy Tog AS for passenger rail, with employee representatives included to align with labor agreements. Regulatory oversight falls under the Norwegian Railway Directorate (Jernbanedirektoratet), which manages public service obligations, tenders contracts for regional and commuter services, and enforces performance metrics such as and tied to state funding. These contracts, often awarded via competitive bidding, provide Vy with revenue stability—such as the 10-year deals secured in 2023—but include penalties for underperformance, aiming to incentivize efficiency despite the absence of private shareholders. State ownership embeds Vy within national policy goals, including subsidies for unprofitable routes to ensure social connectivity, but introduces structural incentives where political appointments and ministerial directives can prioritize budgetary or electoral considerations over pure operational efficiency. Empirical evidence from Norway's model shows high reliability in core intercity services, yet critiques highlight governance challenges, such as overlapping ministerial control leading to accountability diffusion, as voiced by former infrastructure executives. In contrast to fully privatized systems like the UK's post-1990s fragmentation, which spurred innovation but increased costs and complexity, Norway's hybrid—state monopoly on infrastructure with tendered operations—retains elements of competition, though Vy's incumbency advantages often secure bids, potentially dampening market-driven cost reductions. This framework fosters causal alignment with public welfare but risks inertia from lacking existential profit pressures, as state entities face softer bankruptcy threats.

History

Origins and NSB Era

Norges Statsbaner (NSB) was formed in 1883 through the nationalization and consolidation of Norway's existing state railway lines into a single state-owned entity tasked with construction, maintenance, and operation. This followed the opening of the country's first railway, the Trunk Line from to Eidsvold, in 1854, which had been developed as a private venture with partial government involvement. By the early , NSB had expanded its network amid growing industrial demands, prioritizing state-funded infrastructure to connect key regions despite challenging terrain. Electrification efforts commenced in the 1920s with the initial segment of the Drammen Line entering service in 1922, marking NSB's shift toward electric traction for efficiency in hydroelectric-rich . saw accelerated state-driven projects, including the electrification of the between 1936 and 1940, alongside extensions on the Sørland and Bratsberg Lines, linking western networks to . Post-World War II reconstruction emphasized transitions from steam and diesel to electric systems, with major lines like the completed in 1964 and the ( to ) finalized in 1970, reducing reliance on imported fuels and enhancing capacity. By the 1990s, NSB operated a dominant position on Norway's approximately 4,000 km network, managing over 2,400 km of electrified track that formed the backbone of and freight services. Reforms in the decade, influenced by European liberalization trends, separated infrastructure ownership from train operations in 1996, establishing NSB as a state-owned while transferring track management to a new agency. These changes introduced competitive elements for freight but preserved NSB's monopoly on services under full state control, reflecting political priorities for unified national operations amid critiques of inefficiency in a monopoly structure.

Rebranding and Restructuring

Norway's railway sector underwent significant structural reforms in the , driven by government efforts to enhance efficiency and introduce competition through the separation of infrastructure from operations. In 2015, under a Conservative-led , reforms were initiated to vertically separate rail activities, culminating in the dissolution of Jernbaneverket on December 31, 2016, and the establishment of Bane NOR as the dedicated infrastructure manager effective January 1, 2017. This shift aligned with EU-inspired directives, despite Norway's non-membership, aiming to enable competitive tendering for passenger services while Vy, formerly NSB, focused on operations. The rebranding of NSB to Vy occurred on April 24, 2019, as part of repositioning the state-owned entity amid these efforts, with "Vy" symbolizing vision and prospect in Norwegian. Concurrently, the group restructured by splitting operations into Vy Tog for rail passenger services and Vy Buss for bus services, incorporating former Nettbuss to unify under a single brand. This division facilitated specialized management and compliance with tendering requirements, though the state retained ownership and prioritized Vy for core contracts via performance incentives. Initial outcomes included disruptions from competitive tendering, such as Vy's loss of contracts for the Sørlandsbanen and Arendalsbanen lines in southern to Go-Ahead , effective from 2022, resulting in operational transitions and workforce adjustments. Similar losses occurred on other routes, like those awarded to SJ Norge in for Dovrebanen and Rørosbanen, leading to short-term service inconsistencies and criticism over punctuality during handovers. Despite these, Vy secured extensions and new awards for major and regional services through strong performance metrics, preserving its position as the dominant operator with rail activities comprising approximately 65% of group revenue and handling the majority of Norway's journeys. This retention reflected incumbency advantages and regulatory frameworks favoring reliable incumbents, limiting the reforms' competitive impact on .

Expansion and Recent Milestones

In 2024, Vy achieved 64.9 million passenger train journeys in , marking a 2.5 percent increase from 2023 and contributing to the network's record of 81.9 million total journeys, driven by sustained post-pandemic recovery in leisure and regional travel demand. This growth persisted amid national rail freight declines, attributed to line closures and operational incidents, while passenger volumes benefited from targeted capacity enhancements and infrastructure maintenance efforts. The year faced significant operational hurdles, including severe winter weather in early 2024 that caused widespread delays, cancellations, and line shutdowns due to aging infrastructure and failures, reducing overall by 1.5 percentage points across Norwegian railways. In response, Vy intensified protocols and expanded the operational fleet throughout 2024 to mitigate capacity constraints and improve service reliability for peak demand periods. A key structural milestone occurred on March 31, 2025, when AS fully integrated as a subsidiary of Vygruppen AS, consolidating the Airport Express Train operations under unified management to streamline eastern Norway's rail services, enhance coordination amid rising demand, and realize cost efficiencies through shared resources and maintenance. This merger, initially planned for January 1, 2025, followed government approval and the transfer of 's 23 trainsets to state owner Norske tog AS, positioning Vy for expanded high-speed airport connectivity without disrupting existing contracts.

Services

Rail Operations

Vy operates the majority of Norway's passenger rail services under long-term (PSO) contracts awarded by Jernbanedirektoratet, the national railway authority, which specify requirements such as minimum train frequencies, on-time performance targets, and universal accessibility standards including provisions for passengers with reduced mobility. These contracts, often directly awarded to Vy as the state-owned operator, cover extensive networks in eastern, southern, and , with recent 10-year agreements for the Østlandet region valued at approximately 1.8 billion euros emphasizing service expansions like increased departures and capacity enhancements to meet growing demand. Fares on these routes are state-subsidized to promote affordability and modal shift from higher-emission transport modes, aligning with Norway's national climate strategy that targets a 50-55% reduction in transport sector by 2030 compared to 1990 levels. The company's rail operations predominantly utilize Norway's electrified network, spanning about 2,662 kilometers and enabling electric multiple units for efficient, low-emission service delivery on inter-city, regional, and commuter routes; while the overall network includes non-electrified segments, Vy's passenger services achieve near-total on core corridors, minimizing reliance on diesel traction. This infrastructure supports high modal shares for rail in key corridors, such as Oslo-area commutes where carry over 60 million passengers annually, contributing to Norway's low-emission goals by displacing road and with transport that emits far less per passenger-kilometer. Integrated ticketing through the national Entur platform facilitates seamless journey planning and purchases for Vy's services, alongside those of other operators like Go-Ahead and SJ Nord, using a unified system that incorporates subsidies and incentives for sustainable travel. In , Vy's rail activities generated emissions equivalent to just 0.1% of Norway's national total, underscoring the sector's minimal environmental footprint despite handling over 100 million passenger trips yearly and enabling substantial societal CO2 savings relative to alternative modes.

Inter-city Services

Vy operates inter-city rail services on key long-distance routes exceeding 200 km, connecting major Norwegian cities such as with via the and with via the . These electric lines, fully electrified by the 1960s for the and 1970 for the , support multiple daily departures, with Oslo-Bergen journeys taking 6 hours 32 minutes to 7 hours 23 minutes across 4-6 trains per day, and Oslo-Trondheim services averaging 6 hours 40 minutes. Onboard amenities include free connectivity, power outlets at all seats, and dining facilities offering meals, snacks, and beverages in restaurant cars, enhancing passenger comfort on these extended trips. Infrastructure improvements, including signaling enhancements by infrastructure manager Bane NOR, have improved punctuality and enabled more frequent services, though major travel time reductions have been limited without extensive track upgrades. In 2024, Vy's passenger train operations recorded a 2.5% year-over-year increase in journeys, reaching contributions to Norway's total of 64.9 million trips, with elevated demand during holiday seasons reflecting preferences for reliable, scenic rail travel amid growing environmental awareness. These services compete with domestic air routes, where short-haul flights often offer lower fares due to tax exemptions and regional incentives, despite rail's public subsidies aimed at sustaining connectivity on mountainous terrains.

Regional Services

Vy Tåg's regional rail services primarily operate on mid-distance lines in , such as segments of the and other Østlandet routes, featuring frequent intermediate stops to connect urban hubs like with smaller towns and rural destinations. These services differ from longer inter-city routes by emphasizing shorter journeys, typically under 200 kilometers, and integrating with Vy's bus network for seamless multimodal travel. Operations rely on electric multiple units, aligning with Norway's of key lines since the , and maintain bi-hourly frequencies during peak periods to support daily commuting and regional mobility. In June 2023, the Norwegian Railway Directorate awarded Vy two 10-year contracts for Traffic Packages 1 and 2 (EN1 and EN2), covering regional services starting December 2023 and extending through 2033, which provide revenue predictability through fixed subsidies and performance-based incentives. These tenders include strict agreements with penalties for delays exceeding thresholds, such as fines for below 90%, ensuring operational reliability amid growing demand. The awards followed competitive , with Vy selected for its capacity to enhance service frequency and fleet modernization, contrasting earlier monopoly operations under NSB. Passenger volumes on these regional lines have shown recovery and growth post-COVID, with Norway's overall rail passengers increasing 5% from 2023 to 2024, reaching record levels driven by improved urban-rural links and economic rebound. Vy's operations contributed to this trend, reporting higher ridership tied to service expansions under the new contracts, though specific regional metrics highlight a 10-15% uplift in off-peak usage due to integrated ticketing with buses. This growth underscores regional services' role in reducing road congestion and supporting local economies, despite challenges like infrastructure bottlenecks on lines like Vestfoldbanen.

Commuter Services

Vy's commuter services form the core of the network, delivering high-frequency, electrified rail connections radiating from (Oslo S) to densely populated suburbs and commuter belts in county and adjacent areas. These operations prioritize peak-hour capacity to handle urban workforce flows, with services on key corridors achieving headways as short as 10 to during rush periods, distinguishing them from lower-density regional routes by their emphasis on volume and reliability for daily travel. The network spans multiple lines utilizing 15 kV 16.7 Hz AC electrification, a standard established across Norwegian main lines by the mid-20th century, with critical infrastructure expansions in the 1980s—including the Oslo Tunnel and integration of the Drammen Line—enabling unified operations to the new Oslo S terminus and supporting sustained growth in suburban electrification. Under contract with , Oslo's authority, Vy integrates its commuter trains into a unified and ticketing that extends to buses, trams, metro lines, and ferries, promoting seamless transfers across modes without additional ticketing. This coordination covers within and Akershus zones, where Ruter tickets are valid on Vy's services, facilitating efficient multimodal journeys for commuters. The accommodates approximately 94,000 daily passengers on suburban rail alone, based on annual figures exceeding 23 million trips, underscoring its role in serving over 100,000 combined users reliant on rail during weekdays. Persistent capacity constraints, driven by and rising demand in the metropolitan area, have prompted and fleet upgrades, including the phased introduction of new electric multiple units (EMUs). Deployments such as the Nordic trains, leased via Norske Tog, provide up to 778 seats per unit—a 40% capacity increase over aging —aimed at alleviating and enhancing service resilience on high-volume lines. These enhancements align with broader efforts to merge operations, such as the approved integration of services into Vy's framework by 2028, to bolster eastern Norway's rail throughput amid pressures.

Bus and Complementary Services

Vy operates express bus services through its subsidiary Vy Buss, which manages long-distance intercity coaches under the Vy Express brand across and into and . These services connect major cities and regional hubs, with routes emphasizing comfort features such as , power outlets, , and onboard restrooms. Following the 2019 rebranding of the NSB Group to Vy and the acquisition of Swedish operator Flygbussarna Airport Coaches that year, Vy expanded its express network to include airport transfers and cross-border connections, integrating them into a unified booking system. In surveys, Vy Express has ranked highly among Nordic operators; a recent assessment positioned it first overall, ahead of its Bus4You sub-brand and Flygbussarna services. This performance reflects investments in post-2019 expansions, though passenger volumes remain sensitive to from rail and low-cost carriers. Operations serve nearly 1,400 stops, supporting connectivity in areas underserved by rail. Vy Buss complements rail services through multimodal integration, allowing seamless ticket purchases for combined bus-train journeys via the vy.no platform. Express buses often function as feeders to rail hubs, such as , enhancing access for passengers in peripheral regions where rail is limited. This synergy aligns with Norway's public transport goals but relies on coordinated scheduling to minimize transfers. Electrification efforts have accelerated under national incentives, including tax exemptions for zero-emission vehicles and subsidized charging . By the end of 2023, Vy Buss operated 226 electric buses—double the 2022 figure—with further orders such as three 9 LE models for suburban routes in 2025. The fleet includes approximately 350 electric units amid ongoing expansion, driven by Norway's policy favoring battery-electric over diesel for reduced emissions, though total ownership costs incorporate depot upgrades and grid dependencies not always offset by operational savings compared to denser rail alternatives.

Rolling Stock

Locomotives

Vy utilizes electric locomotives of the El 18 class to haul passenger coach consists on electrified inter-city routes, providing standalone traction for traditional train formations distinct from self-propelled multiple units. These locomotives, owned by Norske Tog and leased to operators including Vy, number 22 units in total, with all remaining active as of 2024. The El 18 class was manufactured by (now part of ) and (SLM), with production completed in and final assembly involving Norwegian facilities; deliveries to the Norwegian State Railways (predecessor to Vy) occurred between 1996 and 1997. Designed for high-speed operations up to 160 km/h on lines with steep gradients, such as the , the El 18s feature a Bo'Bo' , asynchronous traction motors, and , enabling efficient performance across Norway's varied terrain. They primarily pull Class 7 passenger carriages on daytime inter-city services, including the Oslo–Bergen route, where multiple units may be coupled for heavier consists. Diesel locomotives, previously used for non-electrified sections, have been phased out from Vy's operations in the early 2020s, aligning with Norway's efforts and a shift to electric or alternative propulsion for remaining diesel-dependent lines like the , where older Di 4 units are slated for replacement. No new acquisitions have been reported for Vy, with the El 18 fleet sustained through ongoing maintenance and refurbishments to ensure reliability amid increasing service demands.

Electric Multiple Units

Vy's (EMU) fleet primarily consists of classes designed for regional and passenger services on 's extensively electrified rail network, powered by 15 kV 16.7 Hz AC overhead lines. These integrated, self-propelled trains facilitate rapid , energy efficiency, and simplified operations without separate locomotives, enabling maximum speeds of 160 to 200 km/h on upgraded tracks. The fleet supports high-frequency services, with units featuring modern interiors for capacities ranging from 200 to over 300 passengers per set. The Class 73 (BM73) forms a cornerstone of Vy's operations, with 22 four-car tilting EMUs delivered by (now Bombardier) from 1997 to 2002. Each unit accommodates 243 seats and achieves a top speed of 160 km/h, incorporating asynchronous motors for reliable performance on undulating terrain. Originally procured for express routes like Oslo-Trondheim, they now handle regional duties, with ongoing refurbishments to extend service life into the . Complementing these are Class 72 units, 36 two-car EMUs built by AnsaldoBreda in the early , offering 310-passenger capacity and 160 km/h capability through 2,250 kW power output. Vy has initiated upgrades, including the first modernized unit delivered in December 2024 for testing at maintenance depots, focusing on enhanced reliability, digital systems, and increased capacity to meet rising demand on lines like the Lieråsen Tunnel route. For expanded regional coverage, Vy employs Stadler FLIRT-derived Class 74 EMUs, modular three- to six-car sets introduced from 2010 onward, with top speeds reaching 200 km/h on select corridors. These lightweight aluminum-bodied trains prioritize passenger comfort via low-floor access and ergonomic seating, serving routes such as the ; fleet maintenance contracts with Stadler ensure periodic overhauls at Norwegian facilities, including .

Diesel Railcars and Carriages

Vy operates a small number of (DMUs) for passenger services on unelectrified lines, primarily Class 92 and Class 93 units. The Class 92 comprises 15 two-car DMUs built by between 1984 and 1985, designed for regional and commuter routes with a top speed of 120 km/h. These units serve short spurs and branch lines, such as sections around , accounting for under 5% of Vy's total rail operations given the extensive electrification of 's main network. The Class 93 DMUs, introduced for tilting operations to navigate curved tracks at higher speeds up to 160 km/h, supplement these services on non-electrified regional lines like the and Rauma lines. Built by Bombardier, they feature ContRoll tilting technology and are deployed where electrification remains incomplete. Phase-out efforts are underway, with Class 92 units progressively replaced by bimodal Class 76 trains capable of electric and diesel modes, and several Class 92 sets donated to in 2023–2024. Hybrid locomotives are also substituting older diesel traction on select non-electrified freight and segments. For hauled services on diesel routes, Vy utilizes refurbished carriages including the B5 series, standard second-class passenger cars built by Strømmens Værksted from 1977 to 1981. These 50 units have received upgrades for interior comfort, accessibility, and safety to prolong operational life amid fleet modernization. Diesel-hauled configurations remain niche, supporting residual regional demands until infrastructure expansions. Diesel DMUs and hauled operations emit higher greenhouse gases and pollutants like and particulates per passenger-kilometer than equivalent electric services, especially leveraging Norway's hydropower-dominant grid with near-zero operational emissions. Vy's train emissions totaled 50.7 thousand tons CO2e in 2024, partly from diesel, versus potential savings from full . However, electrification delays persist on remote, rugged lines due to prohibitive costs and engineering challenges, rendering complete phase-out uneconomical in the near term; alternatives like battery and hybrid systems are prioritized for lines such as Nordlandsbanen by 2050.

Organizational Structure

Subsidiaries and Affiliates

Vy Tog AS, a wholly owned of Vygruppen AS, manages the core passenger rail operations, encompassing inter-city, regional, and commuter services across Norway's primary rail network. This entity handles the bulk of domestic passenger transport, leasing from Norske tog AS and contracting with the Norwegian Railway Directorate for route operations. In January 2025, Flytoget AS was integrated as a , granting Vy exclusive operation of the high-speed Airport Express Train service between Oslo Airport and the city center, a route previously operated independently under monopoly concession. The merger, approved following general meetings of both entities, phases in operational synergies, with full route assimilation into Vy's services targeted by 2028 to address capacity constraints amid rising urban demand. Vy Buss AS, another fully owned subsidiary and Norway's largest bus operator, oversees express, regional, and contract services, including shuttles and urban routes under public tenders from authorities like and AtB. It extends Vy's multimodal footprint, with Swedish operations via sub-entities such as Vy Tåg AB for cross-border rail and Vy Travel for coaching. Affiliates include part-owned entities like Flåmsbana AS, which operates the scenic Railway, and Tours AS, a with Fjord1 providing integrated rail-ferry packages in ; these contribute niche tourism revenue without direct control by Vygruppen. functions, previously centralized under subsidiaries like Mantena, have been restructured post-2010s reforms, with current vehicle upkeep integrated into Vy Tog's operations or outsourced to specialized providers.

Leadership

Gro Bakstad has served as CEO of Vy since September 2020, bringing prior experience as Executive Vice President of the Network division at Posten Norge AS, along with a background in finance and management from roles at DNB Bank ASA and other organizations. Under her leadership, Vy has focused on post-pandemic recovery, achieving increased passenger volumes that contributed to improved profitability in 2022 after years of losses due to reduced travel. She has driven efforts to enhance punctuality, with train operations reaching 88.3% in the second tertial of 2025, up 2.1 percentage points from the prior year, amid ongoing challenges. Bakstad has also overseen strategic mergers, including the March 2025 approval of Vy's integration with AS to form a unified passenger train entity aimed at improving service efficiency and market position. Preceding Bakstad, Geir Isaksen held the CEO position from 2011 until September 2020, during which he navigated the transition from NSB to the Vy brand in April 2019 to modernize operations amid increasing from tendered rail services. Isaksen's tenure emphasized adapting to deregulated markets, including preparations for losing monopoly on inter-city routes and expanding into bus and international services, though it faced criticism for operational disruptions and public dissatisfaction with service reliability. His strategic push for organizational restructuring was credited with positioning Vy for tender competitions, such as securing contracts for routes in 2023, which stabilized revenue amid traffic risks. Vy's board of directors provides oversight on major strategic initiatives, including participation in public tenders for passenger services and investments in expansions like bus operations and cross-border routes to . The board establishes principles and approves guidelines for competitive bidding, influencing decisions such as direct negotiations following the 2022 cancellation of eastern Norway tenders, which preserved Vy's operational continuity. This has supported targets of 90%, though actual performance has hovered around 88% in recent years, reflecting board emphasis on reliability amid external factors like infrastructure limitations.

Performance Metrics

Passenger and Freight Statistics

In 2024, Vy recorded 64.9 million journeys in , marking a 2.5% increase from 2023, driven by sustained post-COVID recovery in commuter and regional travel amid economic stabilization. Bus operations complemented this growth, with journeys rising 5.3% year-over-year, contributing to a combined total of approximately 210 million journeys across rail and bus services. This upward trend reflects causal factors such as normalized work patterns and rebound, contrasting with pre-pandemic levels where volumes had dipped sharply in 2020-2021 due to lockdowns. Freight volumes handled by Vy's rail operations declined in 2024, attributable to operational disruptions including prolonged closures on key lines like the and from weather-related damage and maintenance. Nationally, rail freight tonnage fell to 29.9 million tonnes, a drop of 2.3 million tonnes from the prior year, with tonne-kilometres similarly reduced; Vy's exposure as a primary operator amplified this impact through rerouting inefficiencies and lost capacity equivalent to thousands of daily truck alternatives. These setbacks highlight vulnerabilities in freight dependency on resilience, offsetting passenger gains in overall metrics.

Punctuality and Reliability Data

In 2023, 85.8% of Vy's passenger trains in arrived on time, defined as within three minutes of schedule for regional services and five minutes for long-distance. This figure marked a slight uptick from 84.8% in 2022, though cancellations affected 2.5% of scheduled services. By the first trimester of 2025, rose to 88.5% for passenger trains operated by Vy, reflecting operational adjustments including expanded capacity from Norske Tog's fleet procurements. Delays stem primarily from infrastructure dependencies, with signaling faults and track maintenance accounting for over 40% of incidents in recent years, per data compiled by the Norwegian Railway Directorate (Jernbanedirektoratet). Weather-related disruptions, such as snow and ice accumulation, exacerbate issues during winter months, leading to temporary speed restrictions and prolonged thawing times for equipment. These factors highlight Vy's reliance on Bane NOR's network stability, where power failures and signal errors have caused widespread halts, as seen in multiple 2024 incidents. Compared to EU peers, Norway's passenger train punctuality of 86-88% aligns closely with the bloc's average of 83% for long-distance services in 2023-2024, outperforming nations like (around 72% for ). State funding through the National Transport Plan has enabled targeted upgrades, such as Oslo area's infrastructure renewal projected to reduce fault-related delays by 30% by the mid-2030s, supporting Vy's metrics amid growing traffic volumes.

Financial Results

In 2024, Vy Group reported operating revenue of 19.4 billion, marking a modest increase from 19.1 billion in 2023, primarily driven by sustained passenger volumes and revenues from contracts with regional authorities. The company's operating profit rose to 493 million, an improvement of 115 million over the prior year, reflecting cost efficiencies and stable demand despite competitive pressures on select routes. However, profit before income tax stood at a loss of 131 million, influenced by higher financing costs amid elevated interest rates. S&P Global Ratings affirmed Vy's long-term issuer at 'A-' with a stable outlook in 2024, citing improving operational profitability and a supportive regulatory environment that secures contract revenues. The agency's analysis projected funds from operations (FFO) to debt ratios around 15%-16% in the near term, down from prior levels of 28%-29%, but deemed sustainable given state-backed investments and tender protections. As a state-owned entity operating under public service obligations, Vy's financial health depends heavily on government-compensated contracts for loss-making regional and long-distance services, which cover costs not recoverable through fares. This structure yields operating margins lower than those potentially achievable by private operators on profitable urban corridors, where competition via tenders has occasionally undercut bids but exposed Vy's reliance on subsidized monopolies for overall viability.

Challenges and Criticisms

Operational Disruptions

In January , severe winter weather including heavy fall and sub-zero temperatures led to widespread closures of Norwegian railways, with Vy services halted across due to snow accumulation damaging trains and . This event exacerbated ongoing issues, as Vy's annual report noted that conditions caused mechanical failures in multiple train sets, resulting in cancellations and reduced capacity persisting into the first quarter. Aging infrastructure and deferred maintenance have contributed to frequent signal system failures and track faults, with studies identifying a substantial backlog in repairs that amplifies disruptions from routine wear. events, such as the 2023 bridge collapse on the due to flooding, forced a nine-month closure until May 2024, severely curtailing freight operations and highlighting vulnerabilities in under-maintained elevated structures. Passenger services have faced repeated overcrowding on high-demand routes, with complaints documenting trains exceeding seated capacity without adequate standing space management, particularly before fleet expansions. User reports from 2023-2024 consistently cite cramped conditions leading to discomfort and safety concerns during delays, though Vy maintains that such loading complies with regulatory limits on axle weights and evacuation protocols. These issues stem empirically from higher post-pandemic ridership volumes outpacing available rolling stock amid maintenance constraints, rather than isolated operational errors.

Economic and Competitive Issues

Vy, as a , operates in a market where competitive tendering for rail contracts has been introduced since , yet it has frequently retained operations through direct awards or winning bids, prompting critiques of the process's efficacy. For instance, in October 2024, the Norwegian Ministry of Transport directed the railway agency Jernbanedirektoratet to award Vy an interim contract for the Sør services (Lot 1) without tender, citing procurement revisions amid regulatory pressures to end direct awards by 2023. This pattern reflects structural advantages for Vy, such as established access and familiarity with national networks, which competitors argue distort fair and limit incentives for cost efficiencies typical in privatized systems. Comparisons with highlight potential inefficiencies from Norway's state-dominated model. 's franchised services and open-access long-distance operations have fostered greater , contributing to lower fares; Norway's standard return ticket fares average €0.33 per kilometer on the day of travel, the highest in , versus comparatively lower rates in where cross-border shoppers exploit price differentials. Agency theory analyses of state-owned enterprises suggest that such monopolistic or semi-monopolistic structures reduce performance incentives compared to private operators, as evidenced by broader studies on SOEs exhibiting inferior economic outcomes due to misaligned ownership goals. In freight, Vy's operations face erosion of market share to road haulage, with trucks dominating domestic and export flows owing to rail's infrastructural constraints. Rail handles approximately 4.2 billion tonne-kilometers annually as of 2022, but road transport claims the majority modal share for inter-Norway and northern Europe routes, exacerbated by worn-out tracks and capacity bottlenecks in key corridors like Eastern Norway. These systemic limitations, rather than isolated events, hinder rail's competitiveness against trucking's flexibility, despite rail's environmental advantages, underscoring state ownership's challenges in prioritizing capacity expansions amid fiscal constraints.

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