The last stop on my Norway tour took me
to Trondheim (2-4 Aug 2013), where there is a single tram line to
explore. There is also a regular regional train that goes north from
Trondheim on the non-electrified line to Bodø, reaching Steinkjer
hourly on workdays, less frequent on weekends, with a stop at the
airport (who knows why the station at the airport is not called
Lufthavn or Airport or anything like that but Vaernes, when there is
nothing else but the airport – or is Vaernes for Norwegians like
'Heathrow' or 'JFK'???). Also interesting on the transport side is
Trondheim's bicycle lift, a peculiar mechanism that helps you climb
the hill just east of the old bridge, but hardly anybody used it when
I was there and it seems pretty tough, as you need to keep your right
leg stiff for quite a while...
When I arrived in Trondheim and saw the
track work going on at the city centre loop, I thought I wouldn't get
a chance to ride the tram, as the timetable available also online
said, that there would be replacement buses as long as these works
last. So I set out to climb the hills to Lian on a bus and then
explore the line walking down on foot. All by myself on this bus on a
Saturday mid-morning, I was positively surprised when after a few
minutes I had to change to the tram at Ila, where there is a track
triangle so trams can reverse. I was also the only passenger on the
tram, until a father and his two kids plus their three bicycles
joined us at Munkvoll. The ride up the mountain was pretty fast and
smooth. As the line is mostly single-track beyond Ila, trams meet at
Nordre Hoem during 30-minute headways in the summer (trams run every
15 minutes during normal season). Two vehicles are enough for this
30-minute service.
The Gråkallbane, as it is
traditionally known, carries the route number 1 in the AtB bus
network, so unlike the NSB Lokaltog, it is fully integrated into the
system. 85 NOK (11 EUR) are required for a 24-hour ticket, and 34 NOK
for 90 minutes if bought from a machine – but funnily, there are
hardly any ticket vending machines as such at bus stops (none at tram
stops), but instead you need to search for a car parking ticket
machine, which also sells bus tickets – but be aware that the
tickets are valid from the time you buy them, so choose a vending
machine near your bus stop! 24-hour tickets are also available at
kiosks, but no idea how you activate them, I guess the driver does
that as you have to show all tickets to them anyway.
The bus/tram map is a bit like that in
Bergen, helps you to get a general idea, but otherwise horrible. At
least it can be seen at some bus stops.
Back to the tram, or trikken as they
say in Norway. The Gråkallbane is just a remainder of what used to
be a slightly larger system until the rest was closed in the 1980s,
also this line was closed in 1988 (a few years after they bought the
present trams!), but as it only runs on city streets between the
central loop and Ila, it was rescued and reopened two years later
after popular demand (and the impossibility to sell the 2.6 m wide
trams running on metre gauge). The largest part of the line, from Ila
upwards, is on a seperate right-of-way running between the houses,
not parallel to the roads. Up to Søndre Hoem you can enjoy a nice
view of the city and Nidelva Valley. There are now some signs that a
little upgrading is underway at some stops with more clearly defined
platforms, whereas at some other stops the platform is a
grass-covered affair, in the case of the inbound Bergsligata stop,
for example, not recognisable at all, if it wasn't for a lonely tram
stop pole without any further information located between the trees
nearby. Many stops have wooden shelters with a small timetable, but
in most cases, not even the name of the stop is displayed anywhere.
The stops are announced visually and acoustically on the trams,
though. But finding a stop in this low-density neighbourhood
dominated by single-family homes is reserved for the locals. So, in
many respects, the line is far below any standards expected from a
modern light rail line, but looking at the sad political support it
has had over many decades, it is a miracle it still exists. With the
Bergen light rail now so popular, there may be some kind of envy
reaction from the Trondheim politicians to do more for urban rail
transport.
There have been proposals for an
extension to the eastern suburbs, but considering the topography,
this would require some tunnelling. Two routes, however, seem pretty
obvious, the first is to extend the existing line east through the
city centre and to the new docklands developments in the Nedre
Elvehavn area and further out along the main road. A second route
should no doubt run north-south from the railway station along
Prinsens gate across the main north-south bridge (Elgeseter Bru) to
an area to the south of the river where there is a large hospital
complex plus a huge university campus (the southern part of which is
served by Lerkendal station, the southern terminus of the
aforementioned hourly regional train). Looking at the bus map, it
becomes clear that the main bus corridor also runs south here and
further on the Heimdal area, where there are quite dense housing
estates. So, if Trondheim (180,000 inh.) finally decides to join the
Scandinavian light rail boom, there is some potential here.
LINKS
Trondheim Tram at UrbanRail.Net
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