page_title: Kolsås Line
section_title: Metro standard
hierarchical_section_title: Kolsås Line / History / Metro standard
caption_attribution_description: Norsk bokmål: Et 1300-tog kjører ut fra Tjernsrud stasjon på Kolsåsbanen
context_page_description: The Kolsås Line is a 12.1-kilometer line of the Oslo Metro. It branches off from the Røa Line at Smestad Station and runs through western Oslo and Bærum to Kolsås Station. It serves the neighborhoods of Ullernåsen, Øraker, Jar, Bekkestua, Haslum, Gjettum and Kolsås. It is served by Line 3 of the metro at a 15-minute headway. The section from Jar to Bekkestua is built as a dual system with overhead wires, allowing Line 13 of the Oslo Tramway to continue from the Lilleaker Line to Bekkestua every ten minutes.
  The Kolsås Line was built as an extension of the Lilleaker Line. It had been built to Lilleaker in 1919. The line was extended to Avløs on 1 July 1924, and the line was extended to Kolsås on 1 January 1930. The line was initially owned by Bærumsbanen, which was bought by Oslo Sporveier in 1934. A connection to the Røa Line opened on 15 June 1942, allowing the line access to the Common Tunnel. At this point the section from Sørbyhaugen to Kolsås was designated the Kolsås Line, while the section from Jar to Skøyen was retained as the Lilleaker Line. T1300 trains of the metro were introduced in 1982 and from 1995 it was linked with the eastern metro lines.
context_section_description: Budgetary disagreements between local politicians in Oslo, Bærum and Akershus led to the closure of the Bekkestua to Kolsås leg on 1 July 2003. This allowed Oslo Sporveier to reduce the number of trains to eight, using three-car trains during rush-hour and twin units in off-peak hours. The move was little popular with the patrons and followed by protests. A political agreement was thereby struck, allowing services to Kolsås to resume from 20 November 2004. However, the line was in such poor shape that the speed was reduced several places. Only one extra train was added to the line, giving poorer regularity.
  Meanwhile, Akershus County Municipality was regarding what to do with the line. The first proposal came in 2002, when it was stated that the metro should terminate at Lysakerelven and that the rest of the line be operated as part of the tramway. Civitas published a report for the county in 2006. Critical remarks regarding costs and patronage issued by Oslo Sporveier were ignored. Based on the report, Akershus County Council passed a metro upgrade of the line. The cost from the municipal border to Kolsås was estimated at 677 million Norwegian krone. Both a metro and a tramway alternative were estimated to give the same traffic. The metro alternative would use four to eight minutes less to the city center, while the tramway would have six to eight departures per hour.
  The second and final stage of the Ring Line opened on 20 August 2006. Oslo Sporveier was in dire need for more rolling stock and had insufficient to operate along the new line. Because the Ring required that the destination sign be changed mid-way, and this feature was only possible on the T1300 units and were therefore attractive. Oslo Sporveier officially announced the move through deeming the Kolsås Line unsafe for use. A new, temporary station was built at Husebybakken, which became the terminus and opened the same day as the Ring. Services ran a loop around the Ring Line as Line 6 and 4 and continued to Bergkrystallen, using nine T1300 trains. Within a year a few of the departures were being carried out using the new MX3000 trains.
  With the line closing in Bærum there came a series of protests. A main political concern was the increased traffic and congestion on the highways. The tramway continued to run to Jar, and therefore an extension of this service along the Kolsås Line was called for. After small investments were made the tram to Jar was extended to Bekkestua on 20 August 2007. The unidirectional SL79 trams had to run to Avløs to turn around, although they did not operate revenue services on the last leg, while SL95 trams turned at Bekkestua. The last day with a tram service was 15 February, after which the tram service was cut at Lilleaker.
  The first upgrades were performed between Åsjordet and Montebello, including the last part of the line from Montebello to Sørbyhaugen. Husebybakken continued as Line 6's terminus until 31 May 2008, after which it was demolished. The first three upgraded stations, Montebello, Ullernåsen and Åsjordet, were put back into the service of Line 6 from 18 August. The upgrades were similar to those to the Røa Line in 1995, including installation of third rail, straight platforms long enough for six-car trains, a new signaling system as well as all-new permanent way and stations. From 22 June 2009 only MX3000 trains were used on the line, and from 11 April 2010 some of the departures started running with six-car trains.
  Meanwhile, it became evident for the county that they had severely underestimated the conversion costs, which by 2009 were estimated at 2.5 billion krone. In addition to a general increase in construction costs, a major calculation error had been carried out based on estimates for a light rail, rather than a rapid transit. At the time of closing the estimates called for completion in 2011. An audit in 2010 concluded that the planning had been based on lack of reviews and risk management, with best-case estimates being used instead of properly risk-adjusted ones. Bærum Municipal Council rejected a prop
caption: T1300 train at Tjernsrud on 14 June 2006
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