skabo jernbanevognfabrikk
skabo snow - master in filmavisen, documentary, 1945 - 1963 ep. 1962
i' m just watching a documentary about the automotive history of norway (i might add it sometime) - which states that this is the snow - master, made by skabo jernbanevognfabrikk .
skabo jernbanevognfabrikk was a mechanical workshop focusing on design and construction of railcars. it was established by hans skabo in drammen, norway in 1864; it became the first rail car factory in the country when it took delivery of the cars for kongsvingerbanen. due to the size of the venture, it moved to tyskerstranden at skøyen in kristiania in 1873 .
skabo jernbanevognfabrikk was a mechanical workshop focusing on design and construction of railcars. it was established by hans skabo in drammen, norway in 1864; it became the first rail car factory in the country when it took delivery of the cars for kongsvingerbanen. due to the size of the venture, it moved to tyskerstranden at skøyen in kristiania (now oslo) in 1873 .
this is 2nd class four - wheel passenger coach no. b 209. it was built in 1873 by skabo jernbanevognfabrikk (skabo railway wagon factory) of skøyen, near oslo. it has three compartments, with the centre compartment being a saloon, having seats around the sides and a central table. at that time the majority of passengers in norway travelled 3rd class, and 1st class was only provided on international trains to sweden. as a result this carriage provides an example of the best accommodation available at that time on the røros railway. the vehicle is very well built and finished, and closely follows english coach building practice of the time .
please note that the content of this book primarily consists of articles available from wikipedia or other free sources online. ts class 5 was a series of six trams built by skabo jernbanevognfabrikk for trondheim sporvei. four were delivered from december 1937 to february 1938, while two were delivered in may 1942. the first four were delivered with four motors, each at 33 k w (44 hp). the last two were delivered during world war ii with british thomson - houston, each at 31 k w (42 hp). the two bth - engines underperformed compared to the sister engines, and were the only delivery to the trondheim tramway not from siemens throughout the tramways history. the class 5 was the first bogie cars used by trondheim sporvei. they remained in service until the dalsenget fire on 10 october 1956, in which five of the trams burnt down. no. 6 survived the fire, and has been preserved at trondheim tramway museum .
from the 1854 establishment of railways in norway to 1909, no dining service was offered aboard trains; passengers were allowed to bring food with them. train stations also lacked dining facilities. the first dining service was started by restaurateur carl christiansen. [ 2 ] he established the restaurant at drammen station, and in 1907 was asked by nsb to establish a dining service aboard the express trains on the bergen line, which would open in 1909. after investigating similar operations in england and germany, he ordered two carriages from skabo jernbanevognfabrikk. [ 3 ] these were to be paid for by the state, but the parliament of norway delayed the grants after a long debate regarding the suitability of restaurant carriages on trains. the plans were opposed by the teetotaler faction of parliament, but there was a majority in favor of dining service. to get the carriages in time, christiansen personally guaranteed the production cost in case a state grant was not allocated. after the parliamentary decision, the cost of the carriages was refunded by nsb. [ 4 ] in 1910, when president of the united states theodore roosevelt visited oslo to receive the nobel peace prize, several restaurant carriages were ordered solely for the occasion. two years later, restaurant carriages were put in regular service on the østfold line. [ 5 ]
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translates into english as
railway wagon factory
- the reason for some long norwegian words is simply because they get different meanings if the words are separated. in this case
jern bane vogn fabrikk
would translate into :
iron track wagon factory
. more common examples include :
ananasringer i vann
-
ringed pineapple in water
/
ananas ringer i vann
-
pineapple calls (on the phone) in water
ekte håndlagde vafler
-
real handmade waffles
/
ekte hånd lagde vafler
-
a real hand made waffles
.
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unfortunately the norwegian railway museum has only a small collection of 3ft 6in gauge rolling stock at hamar, however the passenger cars it has are extremely interesting .
in all cases no attempt has been made to restore them to as - new condition, but they appear to have been very well cared for throughout their life, and must have been in very good condition when taken out of service .
this applies especially to the four - wheel passenger car b 209, which appears to be in original condition as - built condition. it is like a time capsule to the past .
the museum does possess another six 3ft 6in gauge passenger cars, dating from 1893 to 1913, but these are on the preserved setesdalsban at grovane .
close - up of one of the end compartments of 2nd class coach b 209. the vehicle is 7, 850 mm long over couplings, weighs 5. 2 tonnes, and seats 20 people. only one coach of this type was built, and it was built for the king' s coronation at nidaros cathedral, trondheim .
view of the central saloon compartment of coach b 209. the coach has wooden frames. not long after it was built the norwegian railways changed over to using iron frames .
another view of coach b 209. the coach is fitted with coal briquette heaters. it was taken out of service in 1926 and given to the railway museum .
this is the royal coach used by the king on the røros railway. it was built by jackson & sharp of delaware, usa in 1877, and was 13, 190mm long, with a weight of 9. 8 tonnes .
the other end of the royal coach. this was norway' s first bogie passenger car, and was delivered just in time for the røros railway opening ceremony. it was taken out of service in 1929 and given to the railway museum .
this is a four - wheel petrol railmotor of cmb type 1 class, no. 2664. it was built in 1930, with a buda 100hp motor. only one axle was powered. the length over couplings was 10, 370mm, and it seated 30 passengers. the total weight was 10. 4 tonnes. the maximum permitted speed was 55 km / h. nineteen were built between 1927 and 1930. the last was taken out of service in 1956 when n. 2664 was given to the railway museum .
came from the private sulitjelmabanen (the sulitjelma railway). it was buit by hannoversche maschinebau of germany in 1892, having their builder' s number 2411. it was built to 750mm gauge, and rebuilt to 1067mm gauge in 1918. loke was taken out of service in 1957 and given to the railway museum in 1962. due to very low light levels it was difficult to photograph, and to get the best out of the picture i have converted it to black and white .
all photographs copyright frank stamford, 2010, who may be contacted by email at: frank. stamford @ urltoken
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norsk spisevognselskap a / s, often abbreviated nss or shortened to spisevognselskapet, was a norwegian state enterprise which operated restaurant carriages on norwegian trains and restaurants at railway stations and railway hotels. the company was established in december 1918, and started a catering service in 1919. originally owned by the norwegian trunk railway, it was acquired by the state in 1926. meals served in the restaurant carriages were relatively expensive, although they were available to all passengers. in the 1950s, the company began using serving trolleys on trains .
in january 1975, nss merged with the convenience - store chain narvesen kioskkompani into a new company called narvesen–spisevognselskapet. this enterprise was partly owned by the norwegian state railways (nsb) and fritt ord, before it merged with the reitan group and was delisted from the oslo stock exchange .
in 1916, the executive board of the state railways wanted to centralise the operation of restaurant carriages and the most important station restaurants in norway under one management. the board stated that they wanted to minimise the conflict of interest between the railway company and the dining - car operator. they also saw centralising operations as a way to allocate a larger share of the revenue to the railway company, and to ensure a high quality of service on new lines. [ 6 ] at that time the sørland line and dovre line were in the planning stages, and the nsb intended to introduce dining services on these when they opened. [ 7 ] oslo east station and its restaurant were operated by the private norwegian trunk railway. in an agreement signed on 18 september 1918 both railway companies agreed that a new restaurant operator would be controlled by the norwegian trunk railway, but this company had to abide by the nsb' s decision of how many restaurant carriages to operate on any line. [ 8 ]
this model was inspired by sweden, where a separate dining company had been established; this company paid the railway company part of its revenue and a fixed fee per restaurant carriage. the swedish model involved including the operation of station restaurants at locations where the restaurant carriages would have depots. [ 9 ] on 21 december 1918, a. s norsk spisevognselskap was established with a share capital of 200, 000 norwegian krone (nok). it had 20 shares; 17 were owned by the trunk railway, and one by each of three directors: waldemar stoud platou, gotfred furuholmen and christian emil stoud platou —the former representing the trunk railway and the latter being director - general of the nsb. [ 10 ] in january 1919, waldemar platou was appointed chair and christiansen managing director. the company took over christiansen' s four restaurant carriages and the restaurant at oslo ø on 1 april 1919. [ 11 ]
on 2 february 1926, parliament voted to nationalise the trunk railway. during the debate, the organisation of spisevognselskapet was criticised; with the nationalisation, the state became the sole owner of spisevognselskapet. on 31 march 1927, the ministry of labour recommended that the company remain a state - owned limited company; the minority in parliament wanted a state enterprise. [ 12 ] during the 1930s, sigurd astrup was managing director of norsk spisevognselskap. [ 13 ] in 1948, erling mossige was appointed managing director of the company. he was succeeded by knut tvedt in 1960. [ 14 ] the company had 75 employees in 1919, and 591 in 1949. [ 1 ]
the restaurant carriages of the nss were open to everyone, but dining was so expensive that only passengers travelling in first class used the service. usually, three or four dishes were offered in the restaurant carriages. a four - course dinner cost five norwegian kroner in the 1920s, which was expensive at the time. [ 15 ] warm dishes, such as soups and sauces, were usually prepared at a small stove in the restaurant carriage' s kitchen. on busy days, prepared steaks were delivered from rail depots. the kitchens were staffed by two maids and one attendant. blocks of ice were often used instead of refrigerators. [ 15 ]
with the opening of the dovre line, spisevognselskapet established dining - car service on 25 june 1921. [ 16 ] in 1921 a train ride from kristiania to trondheim lasted approximately 15 hours, and the average waiting time at each station was between 10 and 15 minutes. [ 15 ] on 1 july 1925 dining service was introduced on the valdres line, from 1 july 1926 on the brevik line, from may 1934 on the nordland line and from 15 may 1936 on the røros line. in 1948 210, 000 meals were served on board, in addition to sandwiches and drinks. the company also offered a light breakfast on night trains on the kongsvinger, østfold and dovre lines. [ 16 ] during the second world war, dining - car service was discontinued .
after the war trains faced competition from aviation and automobiles, and serving trolleys were installed on norwegian trains. [ 15 ] in 1965 cart service on trains was centralised and standardised; food service was faster, and prices were lowered. during the 1970s cafeteria cars were used, where passengers could serve themselves. [ 15 ]
nss derived most of its revenue from the operation of restaurants at railway stations; in 1939, this amounted to 80% . [ 17 ] initially, the company operated the restaurant at oslo ø; from 1921, it also took over operation of the restaurants at oslo west station, hamar, koppang, opdal and elverum. the following year, four more restaurants were added: støren, myrdal, dokka and hell. nss also established its first kiosk, at bergen station. [ 18 ] in 1923, the company was allowed to take over all restaurants in the railway districts of oslo and hamar; by 1925, it had taken over operation of the restaurants at lillehammer, hønefoss, jessheim, kornsjø, halden, ski, eidsvoll, otta, dombås, åndalsnes, kongsvinger, trondheim, rena, roa, ringebu, bjorli and finse. [ 19 ]
after this nss decided not to obtain many additional restaurants, as it did not see value in such a strategy. [ 20 ] from 1930 through 1934 the company took over restaurants at ål, jaren, lillestrøm and tønsberg, along with dining service on the steamship skibladner, which ran on mjøsa. [ 19 ] during the first half of the 1940s it again acquired new restaurants, including the one at kristiansand station. [ 20 ] in 1940 and 1941 the company made a solid profit, but lack of food from 1942 onwards transformed the profit to a loss. [ 21 ] during the late 1940s nss also took over the restaurants at drammen and sarpsborg, as well as the one at oslo airport, fornebu. [ 22 ]
in 1919 the norwegian trunk railway operated one hotel, which was built as part of eidsvoll station. operation of the 20 - room hotel was taken over by spisevognselskapet on 14 october 1924. [ 23 ] nsb was at the time building the dovre line between oslo and trondheim, and was considering establishing hotels where the line passed through dovrefjell. both hjerkinn and fokkstua were considered, but these areas were served by other operators. [ 24 ] instead, spisevognselskapet established the oppdal tourist hotel adjacent to oppdal station and it opened on 28 june 1924. [ 23 ] [ 25 ] the 60 - bed hotel had a floor area of 605 square metres (6, 510 sq ft) [ 26 ] and was marketed as a tourist destination, with bobsleigh and curling during the winter and tennis and croquet in summer. [ 27 ] the hotel was closed for part of 1929, because the municipality would not allow it to serve alcoholic beverages. [ 28 ]
in oslo, the company had its offices and workings spread around town. the main depot was at the east station; the head office was at fred. olsens gate 21 from 1919 to 1921, at kongens gate 29 until 1932, and at tollbodgaten 24 until 1938. management wanted to centralise both a new depot and administrative offices at a single location close to the railway station, preferably co - located with a hotel. in 1936 work began on a hotel at jernbanetorget, but the project was cancelled. [ 29 ] the proposed hotel would have had 100 rooms across the street from oslo ø. however, the plans were blocked by parliament (which was opposed to the state railway operating hotels). [ 30 ] instead, the administration moved into nylandsveien 10, [ 29 ] in a new building built on a lot owned by nsb. [ 30 ]
in bergen the company established hotel terminus bergen along with other investors, but the hotel failed to make money. [ 31 ] in the late 1940s the company bought grand hotell bellevue in ålesund, and later operated saltfjellet tourist hotel for a short period. [ 32 ] in 1952, oslo municipality' s viking hotel was completed, and spisevognselskapet was selected as the operator. [ 33 ] it remained the hotel' s operator until 1976 when the government sold it to eiendomsinvest, which outbid spisevognselskapet by several million krone. [ 34 ]
narvesen had an exclusive agreement with nsb to operate newsagent' s shops at all railway stations, except in stations with restaurants, which were operated by spisevognselskapet. narvesen had a near - monopoly on newsagents in norway, and rented facilities in many public places. the owners of narvesen intended to create a foundation to obtain the company; when plans for this started in 1972, they had difficulties finding a way to transfer shares to the foundation without having to pay tax on the transaction. however, the tax laws permitted a tax - free transaction if it was part of a restructuring. [ 35 ] a merger with spisevognselskapet would be considered a restructuring, and in 1974 fritt ord was established to take over narvesen' s owners' share of the company. the agreement between narvesen and nsb was made in july 1974; in december it was passed by parliament, although the conservative party and progress party voted against the merger. a. s narvesen–spisevognselskapet was established on 1 january 1975. fritt ord owned 50% of the new company and nsb 41% . it assumed the narvesen name in 1979. [ 36 ]
by the late 1980s, the company had sold all its hotel operations. [ 32 ] the merged company retained the obligation to operate dining services on the trains, which throughout the 1980s necessitated considerable subsidies from nsb. in 1988, nsb decided to organize the operation of the dining services through tendered contracts; the first contract (from 1990 through 1995) was won by togservice, a narvesen subsidiary. [ 37 ] the owners had an agreement that neither could sell without the approval of the other. in 1995 nsb sold its shares with fritt ord' s approval, and the company was listed on the oslo stock exchange. [ 38 ]
in 1999, fritt ord reduced its stock share in narvesen from 51% to 34% . in the fall of 2000, fritt ord accepted a proposal to merge narvesen with the reitan group. the merged company was named reitannarvesen; fritt ord held 16. 2% of its shares. [ 39 ] in november 2001 fritt ord sold its shares of reitannarvesen, [ 40 ] which was renamed reitan handel [ 41 ] and delisted from the oslo stock exchange. [ 42 ]
fritt ord (1997). institusjonen fritt ord (in norwegian). oslo. oclc 52544757 .
høgslund, o. (1937). dovrebanen og trøndelag. volume 7 of norsk reisebok (in norwegian) (5th ed .). norwegian state railways. oclc 258361682 .
just, carl (1949). a / s norsk spisevognselskap 1919–1949 (in norwegian). oslo: norsk spisevognselskap. oclc 40310643 .
ottersland, per kristian (2011) .
uten mat og drikke ...
. arkivmagasinet (in norwegian). national archival services of norway. 11 (1): 24–27. issn 0801 - 5449 .
skedsmo, finn (1993). narvesen: vindu mot verden i 100 år (in norwegian). bergen: narvesen. isbn 82 - 7326 - 023 - 2 .
thon, sverre (1993). vertskap i norge (in norwegian). oslo: norsk hotell - og restaurantforbund. isbn 82 - 992126 - 2 - 6 .
( in norwegian) (1st ed .). oslo: yrkesforlaget. p. 42
hotellbygd i særklasse
. adresseavisen (in norwegian). 8 august 2009. p. 15 .
oppdal har urealiserte hotellplaner nok til en egen hotellkjede
. adresseavisen (in norwegian). 4 may 2006. p. 17 .
reitan narvesen bytter navn
( in norwegian). norwegian news agency. 18 february 2002 .
reitan overtar narvesen fra fritt ord
( in norwegian). norwegian news agency. 15 november 2001 .
reitan tar hele kaka
( in norwegian). norwegian news agency. 11 january 2002 .
samvirkelaget inn i viking ?
. verdens gang (in norwegian). 11 september 1976. p. 16 .
slik kom oppdal på skinner
. adresseavisen (in norwegian). 19 march 2008. p. 28 .
spisevognselskapet fikk viking hotell
. verdens gang (in norwegian). 2 august 1951. p. 8 .
( in norwegian) (11th ed .). oslo: aschehoug. pp. 393–94 .
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skabo jernbanevognfabrikk was a mechanical workshop focusing on design and construction of railcars . it was established by hans skabo in drammen , norway in 1864 ; it became the first rail car factory in the country when it took delivery of the cars for kongsvingerbanen . due to the size of the venture , it moved to tyskerstranden at skøyen in kristiania ( now oslo ) in 1873 . because the delivery of rail cars is uneven , skabo participated in other manufacturing , including coachworks for trucks , buses and taxicabs . the first norwegian-produced trolleybus was delivered from skabo in 1911 . also technical devises and stalls and in 1926 firewood powered snow melters ; the latter contraption rather unsuccessful . in 1948 the company was bought by norsk elektrisk & brown boveri ( nebb ) , who sold it to strømmens værksted in 1959 ; moving all activity to strømmen and closing the skøyen plant . 
skabo jernbanevognfabrikk was a mechanical workshop focusing on design and construction of railcars. it was established by hans skabo in drammen, norway in 1864; it became the first rail car factory in the country when it took delivery of the cars for kongsvingerbanen. due to the size of the venture, it moved to tyskerstranden at skøyen in kristiania (now oslo) in 1873. because the delivery of rail cars is uneven, skabo participated in other manufacturing, including coachworks for trucks, buses and taxicabs. the first norwegian-produced trolleybus was delivered from skabo in 1911. also technical devises and stalls and in 1926 firewood powered snow melters; the latter contraption rather unsuccessful. in 1948 the company was bought by norsk elektrisk & brown boveri (nebb), who sold it to strømmens værksted in 1959; moving all activity to strømmen and closing the skøyen plant.
skabo jernbanevognfabrikk was a mechanical workshop focusing on design and construction of railcars. it was established by hans skabo in drammen, norway in 1864; it became the first rail car factory in the country when it took delivery of the cars for kongsvingerbanen. due to the size of the venture, it moved to tyskerstranden at skøyen in kristiania (now oslo) in 1873. because the delivery of rail cars is uneven, skabo participated in other manufacturing, including coachworks for trucks, buses and taxicabs. the first norwegian-produced trolleybus was delivered from skabo in 1911. also technical devises and stalls and in 1926 firewood powered snow melters; the latter contraption rather unsuccessful. in 1948 the company was bought by norsk elektrisk & brown boveri (nebb), who sold it to strømmens værksted in 1959; moving all activity to strømmen and closing the skøyen plant.