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Singsaker Line
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Singsaker Line
The Singsaker Line (Norwegian: Singsakerlinjen) was a branch of the Trondheim Tramway which ran from Øya and Elgeseter to the neighborhoods of Singsaker, parts of Tyholt and Rosenborg in Trondheim, Norway. The line branched off from the Elgeseter Line at the Student Society. It was double track until Tyholtveien, after which it ran through a loop through Rosenborg. It was served by Line 3, which continued through the city center to Trondheim Central Station.
The line opened in 1927 to Ankers gate and was the first of the network not to feature conductors. It was extended to Asbjørnsens gate in 1933. Until 1955 it used the old Class 2 trams, but after 1958 it received wide, more comfortable Class 4 trams. The Rosenborg Loop opened in 1958 along with the introduction of Class 7 trams. In this configuration it was 3.3 kilometers (2.1 mi) long. The line was closed in 1968 and replaced by buses.
The Singsaker Line branched as a double track line from the Elgeseter Line at Student Society in Trondheim (Studentersamfundet). There it branched off Elgeseter gate immediately after the Elgeseter Bridge and ran up the hill along Klostergata. The line continues with the street name change to Christian Fredriks gate with the stop Vollabakken. It continues under the College Bridge onto Eidsvolls gate, passing the Norwegian Institute of Technology. After passing Jonsvannsveien the line had a stop named for said road outside R. Kjeldbergs Kolonial, serving the neighborhood of Singsaker.
Upon reaching Tyholtveien the double track shifts to a single-direction loop run anti-clockwise. Upbound trams continued along Tyholtveien to the stop at Asbjørns gate, which served the Tyholt neighborhood. This section consisted of double track laid prior to the loop being built. Asbjørns gate was used for a regulation pause in the schedule. The line continued along Henrik Mathiesens vei to a stop named Lærerhøyskolen. This served the neighborhood of Rosenborg and a campus of the Norwegian College of Teaching in Trondheim. The line then continued down one block of Christians Monsens gate before reaching Stadsingeniør Dahls gate. Just afterwards the tram made a stop. The line continues along the center lane to a stop at Nonnegata. The street turns slightly and changes its name to Festningsgata and then completes the loop.
From Elgeseter Bridge Line 3 continued in to town via the Elgeseter Line. It runs northwards through the city center along Prinsens gate. Until 1961 it ran via Kongens gate, Torget and Munkegata to Ravnkloa. After 1961 the line instead followed Prinsens gate, with a stop at the intersection of Prinsens and Kongens gate. It then ran onto Olav Tryggvasons gate until Søndre gate. There it had a stop and then continued along Søndre gate across the canal to Trondheim Central Station, the terminus.
The first proposals for a tramway to Singsaker was launched by the management of Trondhjems Elektricitetsværk og Sporvei in 1924. They proposed a route from the existing Elgeseter Line at Elgeseter Bridge via Singsaker and Rosenborg to Buran. It would have been built it in several stages, with the first terminus at Tyholtveien. The whole line was estimated to cost 1.175 million Norwegian krone (NOK). The board instead chose to wait in the hopes that the price would be reduced. A new proposal in 1926 saw a change in the plans. Instead of following Høyskolealléen, Klæbuveien and Christian Fredriks gate, the line was chosen to just follow Klostergata and Eidsvolls gate. A bus route was also considered, but it would cost NOK 96,000 more per year to operate than a tramway, thus making the whole project unprofitable. A trolleybus was also considered, but at the time there was no technical way to combine the overhead wires from both trams and trolleybuses on the same road.
The Singsaker trams would operate into the city center. The chief of operations, Fredrik Kleven, suggested that they should operate to Trondheim Central Station. Ideally he wanted them to operate to Voldsminde, but he did not want to mix trams with and without conductors on the Lade Line. Director Jon Garstad instead wanted the trams to terminate at Torvet, thus saving NOK 20,000 annually in operating costs. The board suggested that the trams run in a loop down Prinsens gate, and along Dronningens gate to Munkegata where they would connect to the existing track. This would cost NOK 52,000 to build. Alternatively, a new stop could be built at Church of Our Lady, costing an additional NOK 30,000. No-one on the board voted for the railway station alternative.
The board also wanted to introduce ten-minute headway and, unlike the other routes, remove the conductor. It was also decided to build the terminus at Ankers gate, based on studies of the number of people walking past each station. The city engineer consequently recommended building double track along the whole line. The city council approved building the line on 28 October 1926, but without double track all the way. However, the decision of where to place the terminal stop in the city was delayed. In the end, the board voted to build the line to the railway station, in part because the calculations of extra costs were not documented well enough.
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Singsaker Line
The Singsaker Line (Norwegian: Singsakerlinjen) was a branch of the Trondheim Tramway which ran from Øya and Elgeseter to the neighborhoods of Singsaker, parts of Tyholt and Rosenborg in Trondheim, Norway. The line branched off from the Elgeseter Line at the Student Society. It was double track until Tyholtveien, after which it ran through a loop through Rosenborg. It was served by Line 3, which continued through the city center to Trondheim Central Station.
The line opened in 1927 to Ankers gate and was the first of the network not to feature conductors. It was extended to Asbjørnsens gate in 1933. Until 1955 it used the old Class 2 trams, but after 1958 it received wide, more comfortable Class 4 trams. The Rosenborg Loop opened in 1958 along with the introduction of Class 7 trams. In this configuration it was 3.3 kilometers (2.1 mi) long. The line was closed in 1968 and replaced by buses.
The Singsaker Line branched as a double track line from the Elgeseter Line at Student Society in Trondheim (Studentersamfundet). There it branched off Elgeseter gate immediately after the Elgeseter Bridge and ran up the hill along Klostergata. The line continues with the street name change to Christian Fredriks gate with the stop Vollabakken. It continues under the College Bridge onto Eidsvolls gate, passing the Norwegian Institute of Technology. After passing Jonsvannsveien the line had a stop named for said road outside R. Kjeldbergs Kolonial, serving the neighborhood of Singsaker.
Upon reaching Tyholtveien the double track shifts to a single-direction loop run anti-clockwise. Upbound trams continued along Tyholtveien to the stop at Asbjørns gate, which served the Tyholt neighborhood. This section consisted of double track laid prior to the loop being built. Asbjørns gate was used for a regulation pause in the schedule. The line continued along Henrik Mathiesens vei to a stop named Lærerhøyskolen. This served the neighborhood of Rosenborg and a campus of the Norwegian College of Teaching in Trondheim. The line then continued down one block of Christians Monsens gate before reaching Stadsingeniør Dahls gate. Just afterwards the tram made a stop. The line continues along the center lane to a stop at Nonnegata. The street turns slightly and changes its name to Festningsgata and then completes the loop.
From Elgeseter Bridge Line 3 continued in to town via the Elgeseter Line. It runs northwards through the city center along Prinsens gate. Until 1961 it ran via Kongens gate, Torget and Munkegata to Ravnkloa. After 1961 the line instead followed Prinsens gate, with a stop at the intersection of Prinsens and Kongens gate. It then ran onto Olav Tryggvasons gate until Søndre gate. There it had a stop and then continued along Søndre gate across the canal to Trondheim Central Station, the terminus.
The first proposals for a tramway to Singsaker was launched by the management of Trondhjems Elektricitetsværk og Sporvei in 1924. They proposed a route from the existing Elgeseter Line at Elgeseter Bridge via Singsaker and Rosenborg to Buran. It would have been built it in several stages, with the first terminus at Tyholtveien. The whole line was estimated to cost 1.175 million Norwegian krone (NOK). The board instead chose to wait in the hopes that the price would be reduced. A new proposal in 1926 saw a change in the plans. Instead of following Høyskolealléen, Klæbuveien and Christian Fredriks gate, the line was chosen to just follow Klostergata and Eidsvolls gate. A bus route was also considered, but it would cost NOK 96,000 more per year to operate than a tramway, thus making the whole project unprofitable. A trolleybus was also considered, but at the time there was no technical way to combine the overhead wires from both trams and trolleybuses on the same road.
The Singsaker trams would operate into the city center. The chief of operations, Fredrik Kleven, suggested that they should operate to Trondheim Central Station. Ideally he wanted them to operate to Voldsminde, but he did not want to mix trams with and without conductors on the Lade Line. Director Jon Garstad instead wanted the trams to terminate at Torvet, thus saving NOK 20,000 annually in operating costs. The board suggested that the trams run in a loop down Prinsens gate, and along Dronningens gate to Munkegata where they would connect to the existing track. This would cost NOK 52,000 to build. Alternatively, a new stop could be built at Church of Our Lady, costing an additional NOK 30,000. No-one on the board voted for the railway station alternative.
The board also wanted to introduce ten-minute headway and, unlike the other routes, remove the conductor. It was also decided to build the terminus at Ankers gate, based on studies of the number of people walking past each station. The city engineer consequently recommended building double track along the whole line. The city council approved building the line on 28 October 1926, but without double track all the way. However, the decision of where to place the terminal stop in the city was delayed. In the end, the board voted to build the line to the railway station, in part because the calculations of extra costs were not documented well enough.
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