What is currently the only high-speed rail line in operation in Norway?

The only high-speed rail in Norway is on the Gardermobanen, a 64-kilometer line connecting Oslo Central Station and Eidsvoll, passing through Oslo Airport. This line is a dedicated route for faster train services.

When was the Gardermobanen high-speed line inaugurated?

The Gardermobanen high-speed line was officially opened on October 8, 1998, marking the beginning of high-speed rail operations in Norway.

What is the maximum speed achieved by trains on Norway's high-speed rail section?

Trains on the high-speed section of Gardermobanen, primarily the Flytoget service, can reach speeds of up to 210 km/h (130 mph). This speed allows for rapid transit between key locations.

Which primary train service operates on the high-speed Gardermobanen route?

The main service operating on the Gardermobanen route is Flytoget, which is Norway's airport express train. It provides efficient commuting services between Oslo Airport and the metropolitan areas of Oslo.

When and to which city was the Flytoget service extended, and did this extension include high-speed operation?

The Flytoget service was extended westwards to include the city of Drammen in 2008. However, this particular extension did not operate at high speed, meaning trains on this segment travel at conventional speeds.

What other types of trains utilize the high-speed section of the Gardermobanen?

In addition to the Flytoget service, the high-speed section of the Gardermobanen between Oslo and Eidsvoll is also utilized by express and regional trains, allowing them to benefit from the faster infrastructure.

Which Norwegian agency commissioned research into new high-speed rail routes in September 2010?

In September 2010, Jernbaneverket, which was the Norwegian National Rail Administration responsible for railway infrastructure, awarded several contracts for research into potential new high-speed routes across Norway.

What are the six primary routes identified for potential new high-speed rail development in Norway?

The research into new high-speed routes focused on six main corridors: five originating from Oslo to Bergen, Kristiansand/Stavanger, Trondheim, Gothenburg (in Sweden), and Stockholm (in Sweden), plus a sixth coastal route connecting Bergen, Haugesund, and Stavanger.

How does Norway's geographical landscape impact the development of high-speed rail?

Norway's geography, characterized by a sparse population and mountainous terrain, presents challenges for high-speed rail development. These conditions make it difficult to achieve the necessary passenger numbers for economic viability and historically resulted in winding routes for both roads and rail lines.

What unique advantage does Norway have in terms of construction costs for building new rail lines compared to continental Europe?

Norway has a unique advantage in construction costs because it is considerably cheaper to build rail lines there than in continental Europe. This is due to the ability to lay tracks directly on bedrock and construct tunnels without extensive sealing, which reduces overall expenses.

What is the typical expropriation cost for new rail corridors in Norway, and why?

Expropriation costs, which are the expenses incurred when the government acquires private land for public projects, are lower in Norway. This is because most of the planned rail corridors are designed to pass through unpopulated areas, minimizing the need to purchase developed land.

What are the approximate travel times and average speeds for long-distance rail routes like Oslo-Bergen and Oslo-Trondheim as of 2023?

As of 2023, the Oslo-Bergen route, spanning 526 km, takes approximately 6 hours and 40 minutes, while the Oslo-Trondheim route, covering 552 km, takes about 6 hours and 45 minutes. Both routes achieve an average speed of roughly 80 km/h.

How does the average speed on the Oslo-Gothenburg route compare to domestic Norwegian long-distance routes, and what is the reason for this difference?

The Oslo-Gothenburg route is slightly faster, with an average speed of 89 km/h, compared to domestic Norwegian long-distance routes. This higher average speed is primarily attributed to the superior rail quality in Sweden, which allows for an average speed of 112 km/h on its section, contrasting with Norway's 72 km/h on its part of the route.

What significant change occurred in Norway's national transport policy regarding high-speed rail investments in 2018?

In 2018, Norway's national transport policy underwent a significant change with the approval of a new transportation investment plan. This plan indicated a major shift towards building new long-distance high-speed lines, contrasting with earlier expectations of no new tracks above 200 km/h before 2020.

How many additional kilometers of high-speed lines are projected to be built in Norway by 2029 according to the 2018 transportation investment plan?

According to the new transportation investment plan approved in 2018, it is projected that an additional 270 km of high-speed lines will be constructed in Norway by 2029.

Describe the Gardermoen Line's high-speed section, including its route, length, top speed, and opening date.

The Gardermoen Line's high-speed section operates between Lillestrøm and Eidsvoll, serving stations such as Lillestrøm, Oslo Airport, Eidsvoll Verk, and Eidsvoll. It spans 64 km (40 mi), allows for a top speed of 210 km/h, and was opened on October 8, 1998.

What are the high-speed sections of the Vestfold Line that are currently in operation, including their speeds and opening dates?

The Vestfold Line has several high-speed sections in operation: Skotte-Tønsberg, which opened on November 7, 2011, with a top speed of 200 km/h; Holm-Nykirke, a 12 km section opened on November 28, 2016, with a top speed of 250 km/h; and Larvik-Porsgrunn, a 31.36 km section opened in 2018, also with a top speed of 250 km/h.

Provide details about the Follo Line's high-speed section, including its route, length, top speed, and opening date.

The Follo Line's high-speed section connects Oslo and Ski. It is 22 km (14 mi) long, designed to accommodate speeds up to 250 km/h, and was opened on December 11, 2022. This line significantly reduces travel times between these two cities.

What is the planned speed limit for new railways in Norway in the near future, and what directive influenced this decision?

In the near future, new railways in Norway are planned to have a speed limit of 200 km/h. A decision made around 2012 aimed to allow speeds of 250 km/h on new projects, influenced by an EU directive that mandates this speed for new mainlines.

What are the upcoming plans for the Vestfoldbanen railway, specifically concerning the Drammen-Tønsberg and Drammen-Skien sections?

For the Vestfoldbanen railway, a new high-speed track between Drammen and Tønsberg is anticipated to be completed around 2024. Additionally, the remaining section of the railway from Drammen to Skien is slated for an upgrade.

Are there any plans for a new railway connecting Porsgrunn to the Sørlandet Line, and what are its characteristics?

Yes, there are plans for a new railway to be constructed between Porsgrunn and the Sørlandet Line, specifically around Risør. This proposed line is expected to consist mostly of tunnels, though a definite time schedule for its construction has not yet been established.

What are the plans for the Dovre Line concerning the Eidsvoll-Hamar section, and when is it expected to be finished?

A new track on the Dovre Line, specifically the Eidsvoll-Hamar section, is expected to be completed around 2024. Most of this new track will be designed to accommodate speeds of 200 km/h.

When was the new railway between Langset and Kleverud on the Dovre Line opened, and what speed does it allow?

A new railway section between Langset and Kleverud, which is part of the Dovre Line, was opened in December 2015. This section is designed to allow trains to travel at speeds of 200 km/h.

What is the objective of the planned Ringeriksbanen project between Oslo and Hønefoss?

The planned Ringeriksbanen project, which will largely consist of a tunnel between Oslo and Hønefoss, aims to significantly reduce travel time between these two cities by up to one hour. The exact time savings will depend on future political prioritizations, and a decided time plan is not yet in place.

What is the current status and potential for upgrading the Ski-Moss double track railway?

A new double track between Ski and Moss was built around 1995 and is sufficiently straight to allow for speeds of 200 km/h for most of its length. Although currently restricted to 160 km/h (with an average speed of 105 km/h), this route can easily be upgraded to higher speeds.

Which German institute conducted an analysis on the possibilities for building high-speed railway services in Norway?

The VWI Stuttgart, which is the Institute of Transportation Research at the University of Stuttgart in Germany, conducted an analysis on the possibilities for building high-speed railway services in Norway. This study was commissioned by Jernbaneverket.

According to the VWI Stuttgart analysis, what were the most promising corridors for high-speed rail in Norway?

The VWI Stuttgart analysis concluded that the most promising corridors for high-speed rail development in Norway were the routes connecting Oslo to Gothenburg (in Sweden) and Oslo to Trondheim, particularly through the Østerdalen valley.

Which corridor was identified by VWI Stuttgart as having the highest potential passenger count but also being the most expensive to build?

The Oslo-Bergen corridor was identified by VWI Stuttgart as the route that could expect the highest passenger count. However, it was also noted as being significantly more expensive to construct compared to other proposed corridors.

What were the key assumptions regarding track design and usage for the proposed high-speed lines in the VWI Stuttgart report?

The VWI Stuttgart report assumed that the proposed high-speed lines would primarily be single-track railways with a maximum grade of 4%. These lines would be dedicated to high-speed passenger trains operating at a maximum cruise speed of 250 km/h (155 mph). Closer to large cities, these railways would transition to double-track and also be used by regional trains.

What passenger count per day per line did the feasibility study suggest for rail to be competitive with air travel in Norway?

The feasibility study suggested that a passenger count of 5,000 per day per line would be necessary for high-speed rail to be competitive with air travel in Norway. This figure is considerably lower than the passenger numbers typically seen on German or French high-speed lines.

Why is building single-track high-speed railways challenging for maintaining competitive travel times, and what solution was proposed?

Building single-track high-speed railways is challenging for maintaining competitive travel times because any delays can significantly impact meeting trains, making it difficult to achieve travel times under three hours, which is crucial for competing with air travel. The VWI investigation proposed implementing very long passing loops, approximately 15 km in length, to allow trains to pass each other at 160 km/h and absorb some delays.

What criticisms did the VWI analysis face, particularly regarding its methodology and recommendations?

The VWI analysis faced heavy criticism for not being conducted by a recognized authority in high-speed rail, for basing its findings on inaccurate facts, and for making significant miscalculations regarding important data, such as potential passenger numbers and construction costs. Lobbyist organizations, especially those advocating for routes to Bergen and Ålesund, were prominent critics.

Which specific recommendation by VWI regarding the Oslo-Trondheim route drew criticism?

The VWI's recommendation to route the Oslo-Trondheim line through the Østerdalen valley, which has a very sparse population and only one proposed stop, drew particular criticism from various groups.

What were the findings of the follow-up study by Rambøll on the Oslo-Trondheim route, commissioned by Jernbaneverket?

A follow-up study by Rambøll, commissioned by Jernbaneverket, also concluded that the route through the Østerdalen valley would be the shortest, flattest, and fastest option for Oslo-Trondheim, allowing for a design speed of up to 330 km/h (205 mph). The study highlighted that this route would require significantly less tunneling compared to alternatives, thereby reducing overall costs and construction time while minimizing environmental impact.

What was the initial political stance of the red-green coalition government in 2013 regarding high-speed railways outside the regional Oslo network?

In 2013, the red-green coalition government, with support from the Progress Party and the Conservative Party, declared that no high-speed railways would be built outside the regional network around Oslo until at least the year 2030. They justified this stance by claiming such projects would be a waste of money.

How did the Norwegian government's position on high-speed rail investment change after 2018?

After 2018, the Norwegian government's opinion on high-speed rail investment shifted. In response to similar transportation decisions made abroad, the government decided to allocate more funds to transportation, including high-speed rail projects.

What is Norsk Bane, and what is its vision for a high-speed railway network in Southern Norway?

Norsk Bane is an independent initiative, supported by local organizations and municipalities, that proposes a comprehensive high-speed railway network covering large parts of Southern Norway. Its vision includes connecting major cities such as Bergen, Kristiansand, Stavanger, Trondheim, and Ålesund, with Oslo serving as a central hub, and also includes lines through the Vestfold region and around Lake Mjøsa.

What specific criticisms did Norsk Bane direct towards the VWI investigation?

Norsk Bane criticized the VWI investigation primarily because it did not prioritize the development of railways to Hordaland and Møre og Romsdal, regions that VWI had deemed too expensive for high-speed rail construction.

What was a key criticism leveled against Norsk Bane's own proposals regarding average speed and travel time?

A key criticism against Norsk Bane's proposals was its assumption of a 250 km/h average speed (between stops) at a 250 km/h cruise speed, and its projection of a 2-hour 30-minute travel time for the 490 km Oslo-Trondheim route, including seven stops. Critics argued that such a travel time is not feasible even on a double-track railway.

What was the 'Den sørnorske høyhastighetsringen' initiative, and what did it propose?

The 'Den sørnorske høyhastighetsringen' (The South Norwegian High-Speed Ring) was a political initiative from around 2005. It proposed building a high-speed railway ring that would connect major cities like Oslo, Bergen, Stavanger, and Kristiansand, in addition to the densely populated Vestfold region, by utilizing existing railway corridors along the south coast and the Bergensbanen.

What is the 'Oslo-Sthlm 2.55' lobby organization, and what is its primary goal?

The 'Oslo-Sthlm 2.55' is a lobby organization, spearheaded by the Swedish counties of Värmland and Örebro, whose primary goal is to advocate for a high-speed railway connecting Oslo and Stockholm, aiming to reduce the travel time between these two capitals to under three hours.

What is the current travel time between Oslo and Stockholm by train, and how many air passengers travel this route annually?

Currently, train travel between Oslo and Stockholm takes over 5 hours. Air travel is the dominant mode for this route, with 1.4 million passengers recorded in 2019.

How does the 'Oslo-Sthlm 2.55' proposal aim to achieve its target travel time reduction?

The 'Oslo-Sthlm 2.55' proposal aims to save one hour by constructing a new railway between Arvika (in Sweden) and either Lillestrøm or Ski (in Norway). Further time reductions would be achieved by building additional new railways or by widening existing single tracks to double tracks for most of the route to Stockholm.

What is the current level of interest from the Norwegian Government regarding the Oslo-Stockholm high-speed rail proposal?

As of 2020, the Oslo-Stockholm high-speed rail proposal has garnered some interest from the Norwegian Government. However, neither the Norwegian nor the Swedish railway administrations have yet initiated an official pilot study for the project.

How do the relatively low average speeds of Norway's long-distance road network affect the competitiveness of trains?

The relatively low average speeds on Norway's long-distance road network make it easier for trains to compete effectively as a mode of transport. This is true even with ongoing upgrades to the road network, such as the new 4-lane motorway from Oslo to Hamar.

What is the general definition of high-speed rail in the context of this article?

In the context of this article, high-speed rail generally refers to rail transport that operates at significantly faster speeds than conventional railways, typically exceeding 200 km/h, as exemplified by the Gardermobanen in Norway.

What is the purpose of the image depicting an 'Airport express train station in Oslo'?

The image caption references a photograph that visually represents an airport express train station in Oslo. The image features a sleek, angular train and a yellow line marking the boundary between the platform and the train, illustrating the modern infrastructure of Norway's high-speed rail.

What is Jernbaneverket's role in the context of high-speed rail in Norway?

Jernbaneverket, which was the Norwegian National Rail Administration, played a crucial role in the context of high-speed rail in Norway by commissioning studies and awarding contracts for research into potential new high-speed routes, thereby driving the planning and development phases of these projects.

What is the current state of high-speed rail development in Norway compared to the initial plans before 2020?

Before 2020, initial plans suggested that no new tracks would operate above 200 km/h. However, the situation significantly changed in 2018 with a new transportation investment plan, which now projects the construction of an additional 270 km of high-speed lines by 2029, indicating a substantial acceleration in development.

High-speed Rail In Norway Wiki: Nordic Velocity: Charting the Course of High-Speed Rail in Norway

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Introduction to HSR in Norway

A Unique Nordic Context

High-speed rail (HSR) in Norway presents a fascinating case study, shaped by the nation's distinctive geography and demographic patterns. Unlike many continental European countries, Norway is characterized by a sparse population distributed across a vast, mountainous, and fjord-laden landscape. This poses inherent challenges for developing a high-density rail network, yet Norwegians exhibit a remarkably high propensity for long-distance travel, with three of Europe's eleven busiest air routes operating domestically.

Navigating Geographic Realities

The rugged Norwegian terrain, with its numerous fjords and mountain ranges, has historically necessitated circuitous routes for both road and rail infrastructure. This has traditionally made air travel the dominant mode for inter-city journeys. However, the relatively low average speeds on Norway's existing long-distance road network, even with ongoing upgrades like the Oslo-Hamar motorway, create an opportunity for rail to offer a competitive alternative, particularly with the introduction of higher speeds.

Economic Considerations for Construction

Despite the challenging topography, construction costs for rail infrastructure in Norway can be surprisingly competitive compared to continental Europe. This is primarily due to the prevalence of bedrock, which allows for more direct track laying and often permits tunnels to be constructed without extensive sealing. Furthermore, expropriation costs are generally lower, as many proposed corridors traverse unpopulated areas, mitigating some of the financial hurdles typically associated with large-scale infrastructure projects.

Current Operational Lines

As of recent updates, Norway's high-speed rail network, defined by operational speeds of 200 km/h or more, is primarily concentrated around the Oslo region and along the Vestfold Line. The table below details the key sections currently in operation.

High-Speed Sections in Service

Line	Section	Stations	Length (km)	Top Speed (km/h)	Opened
Gardermoen Line	Lillestrøm-Eidsvoll	Lillestrøm · Oslo Airport · Eidsvoll Verk · Eidsvoll	64	210	8 October 1998
Vestfold Line	Skotte-Tønsberg	Skotte · Jarlsberg Tunnel · Tønsberg		200	7 November 2011
	Holm-Nykirke	Holm · Holmestrand · Nykirke	12	250	28 November 2016
	Larvik-Porsgrunn	Larvik · Porsgrunn	31.36	250	2018
Follo Line	Oslo-Ski	Oslo · Ski	22	250	11 December 2022

The Gardermobanen, opened in 1998, was Norway's first dedicated high-speed line, primarily serving the Flytoget airport express service. Subsequent developments on the Vestfold Line and the recent Follo Line have expanded the network, introducing sections capable of 250 km/h, aligning with modern European standards.

Near-Term Development Plans

Strategic Upgrades and Speed Targets

Norway's railway administration, Jernbaneverket, has outlined plans for several new railway sections designed for speeds of 200 km/h, with a strategic shift towards 250 km/h on new projects, influenced by European Union directives for mainline infrastructure. This represents a significant policy evolution aimed at enhancing rail competitiveness.

Vestfoldbanen: The section between Drammen and Tønsberg is slated for completion around 2024, with further upgrades planned for the remainder of the Drammen–Skien route. A new railway connecting Porsgrunn to the Sørlandet Line near Risør, largely through tunnels, is also under consideration, though without a firm timeline.
Dovre Line (Eidsvoll–Hamar): This new track, expected by 2024, will allow for 200 km/h speeds across most of its length. A section between Langset and Kleverud, also permitting 200 km/h, was opened in December 2015.
Ringeriksbanen (Oslo–Hønefoss): This project, predominantly tunnel-based, aims to reduce travel time between Oslo and Hønefoss by up to an hour. Its implementation timeline remains undecided, pending political prioritization.
Ski-Moss: An existing double-track section between Ski and Moss, constructed around 1995, is already straight enough for 200 km/h. While currently limited to 160 km/h (with an average speed of 105 km/h), it is considered easily upgradable to higher speeds.

A Shifting Policy Landscape

Initially, in 2013, a red-green coalition government, supported by the Progress and Conservative parties, declared that no high-speed railways beyond the regional Oslo network would be built until at least 2030, citing financial concerns. However, this stance significantly shifted by 2018. In response to similar transportation investments abroad, the government approved a new plan allocating NOK 120 billion for rail projects between 2018 and 2023, with claims of an additional 270 km of high-speed lines to be completed by 2029. This marks a notable change in national transport policy, signaling a renewed commitment to HSR development.

Long-Term Strategic Vision

The VWI Stuttgart Analysis

Jernbaneverket commissioned an analysis from the VWI Stuttgart (Institute of Transportation Research at the University of Stuttgart, Germany) to explore the feasibility of new high-speed routes. The study identified the Oslo-Gothenburg (Sweden) and Oslo-Trondheim (via the Østerdalen valley) corridors as the most promising. While the Oslo-Bergen corridor was projected to yield the highest passenger numbers, its construction costs were deemed substantially higher due to the challenging terrain.

The VWI report's assumptions for these long-term lines included:

Single-track railways with grades up to 4%.
Dedicated to high-speed passenger trains with a maximum cruise speed of 250 km/h.
Double-track sections closer to major cities to accommodate regional trains.

The study suggested a daily passenger count of 5,000 per line would be necessary for rail to compete effectively with air travel. This figure is considerably lower than the passenger volumes typically seen on German or French high-speed lines, raising questions about the economic viability of double-track construction for these routes.

Single-Track Challenges and Criticisms

The reliance on single-track high-speed lines, as suggested by VWI, presents operational complexities. Achieving travel times under three hours for routes like Oslo-Bergen or Oslo-Trondheim on single tracks would be challenging, as meeting trains would be highly susceptible to delays. Currently, no single-track high-speed railway operates above 200 km/h globally, with Sweden's Botniabanan, built for 250 km/h, operating below this threshold.

The VWI analysis faced significant criticism, particularly from lobbyist organizations advocating for routes to Bergen and Ålesund, who argued that the study lacked recognized expertise in the field, contained inaccurate facts, and made gross miscalculations regarding potential passenger numbers and construction costs. The recommendation for the Østerdalen valley route, with its sparse population and limited stops, was a particular point of contention.

Rambøll's Findings and Policy Reversal

A subsequent study on the Oslo-Trondheim route by Rambøll, commissioned by Jernbaneverket, corroborated the VWI's finding that the Østerdalen valley route would be the shortest, flattest, and fastest, with a design speed up to 330 km/h. This study emphasized that the Østerdalen option would require significantly less tunneling, thereby reducing overall costs, construction time, and environmental impact compared to alternatives like Gudbrandsdalen or Rondane.

Despite earlier political skepticism, the Norwegian government's stance on high-speed rail underwent a significant shift by 2018. Reacting to increased transportation investments in neighboring countries, the government decided to allocate substantial funding towards rail projects, indicating a renewed political will to advance high-speed rail development beyond the immediate Oslo region.

Independent Network Proposals

Norsk Bane's Comprehensive Network

Norsk Bane is a prominent independent initiative advocating for an extensive high-speed railway network across Southern Norway. Supported by local organizations and municipalities, their vision encompasses connecting major cities such as Bergen, Kristiansand, Stavanger, Trondheim, and Ålesund, with Oslo serving as a central hub. The proposal also includes lines through the Vestfold region and routes both west and east of Lake Mjøsa. This ambitious project, however, requires substantial political endorsement to move forward.

Norsk Bane has been a vocal critic of the VWI investigation, primarily for its perceived failure to prioritize rail links to Hordaland and Møre og Romsdal. Their own projections, which assume an average speed of 250 km/h (between stops) for a 250 km/h cruise speed, with a 2:30 travel time for the 490 km Oslo-Trondheim route including seven stops, have also drawn criticism for being overly optimistic and technically unfeasible even on a double-track railway.

Regional Rings and International Links

Another notable initiative, "Den sørnorske høyhastighetsringen" (The South Norwegian High-Speed Ring), emerged around 2005. This political proposal envisioned a high-speed railway ring connecting Oslo, Bergen, Stavanger, and Kristiansand, alongside the densely populated Vestfold region, largely utilizing existing corridors. This concept, backed by local advocacy groups, aimed to enhance regional connectivity.

Internationally, the "Oslo-Sthlm 2.55" lobby organization, spearheaded by the Swedish counties of Värmland and Örebro, has proposed a high-speed railway linking Oslo and Stockholm. Given that current train journeys exceed five hours, leading to air travel dominating with 1.4 million passengers in 2019, the objective is to reduce travel time to under three hours. This would involve a new railway between Arvika (Sweden) and Lillestrøm or Ski (Norway) to save an hour, with further time reductions achieved through new or widened tracks towards Stockholm. As of 2020, this proposal has garnered some interest from the Norwegian Government, though official pilot studies by the Norwegian or Swedish railway administrations are yet to commence.

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References

Airport train bound for Drammen - Aftenposten.no

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Nordic Velocity: High-Speed Rail in Norway

💡 Dive in with Flashcard Learning! 💡

Introduction to HSR in Norway ℹ️

🌍 A Unique Nordic Context

🏔️ Navigating Geographic Realities

💰 Economic Considerations for Construction

Current Operational Lines 🗺️

🛤️ High-Speed Sections in Service

Near-Term Development Plans 🏗️

⚙️ Strategic Upgrades and Speed Targets

📈 A Shifting Policy Landscape

Long-Term Strategic Vision 📊

📜 The VWI Stuttgart Analysis

🚧 Single-Track Challenges and Criticisms

💡 Rambøll's Findings and Policy Reversal

Independent Network Proposals 📝

🤝 Norsk Bane's Comprehensive Network

🇸🇪 Regional Rings and International Links

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📜 Important Notice

Dive in with Flashcard Learning!

Introduction to HSR in Norway

A Unique Nordic Context

Navigating Geographic Realities

Economic Considerations for Construction

Current Operational Lines

High-Speed Sections in Service

Near-Term Development Plans

Strategic Upgrades and Speed Targets

A Shifting Policy Landscape

Long-Term Strategic Vision

The VWI Stuttgart Analysis

Single-Track Challenges and Criticisms

Rambøll's Findings and Policy Reversal

Independent Network Proposals

Norsk Bane's Comprehensive Network

Regional Rings and International Links

Teacher's Corner

True or False?

Test Your Knowledge!

Gamer's Corner

Discover other topics to study!

References

Feedback & Support

Disclaimer

Important Notice