373:. To finance the line extension, Graakalbanen decided to create a new company; A/S Ugla–Lian was organized in such a way that it would have no expenses, only income. A/S Ugla–Lian would build the line, and Graakalbanen would pay NOK 0.05 per passenger freighted on the line. Graakalbanen would cover all operating, maintenance and administrative expensive, even for the other company. The initial sale raised NOK 73,375. Wholesaler Johan P. Dahl bought the largest share, for NOK 10,000, that he gave to the construction workers. The company was founded on 20 December 1932, and had its share capital expanded to 80,000 two years later.
213:, had been one of the main recreational areas for Trondheim. On 20 August 1915, Millar and two friends were waiting for the bus to take them to Fjellseter where they were planning to have dinner. When the bus never came, they decided during dinner in the city center to try to establish the tramway. The same day, he sent a number of letters to people and associations, inviting them to found a private company to build and operate the tramway. When he arrived back a week later from a trip to London, all the invited people had accepted. The first meeting was held on 3 November, and Millar was appointed chair of the committee.
195:
407:
331:
512:. Negotiations were initiated, and on 6 October 1965 agreement was reached where the municipality paid NOK 250 per share, thus evaluating the company at NOK 1.25 million. This was approved in a general meeting on 17 November. The municipality valuated the real estates at NOK 2.3 million, while debt was at NOK 1.4 million. Director Bøchman, at the time 86 years old, retired, and was replaced by
545:
trams. However, Trondheim
Sporvei had problems delivering the trams. With this deal in place, the oldest trams could be retired. However, from 30 June to 19 August 1968, Trondheim Sporvei needed the trams again, and the old Class 1 was back in service. The final run of the Class 1 in regular service was on 29 November 1968. From 19 May 1969 the trams lost their conductors.
322:. A successful attempt was made on 9 July. The tracks were completed in March, but not until the trams were delivered could service start. The tramway was opened on 18 July 1924 at 18:00. Ordinary service started the next day. The first weekend there were thousands of people who wanted to see the new trams, and demand exceeded capacity. Soon ridership dropped considerably.
290:& Kjørholt took over the work, planning to be finished to Lian by 1921. However, by June 1920, the rising prices resulted in the money being used up. At the same time it turned out that the rolling stock was too much more expensive than expected; ordering of rolling stock was therefore delayed. In 1921, no construction was done on the line. Not before
468:. The tracks were upgraded, as was other parts of the infrastructure. NOK 400,000 was invested in building 4 km (2.5 mi) of road, 5 km (3.1 mi) of water pipes and 6 km (3.7 mi) of sewer pipes. A new and much larger depot building was also built to supplement the old one at Munkvoll. In 1950, 15-minute headway was introduced.
273:, making the line longer. However, more of the track was offered to be built and paid by the city, increasing the leasing costs from NOK 7,000 to 12,000. Construction for the company would be cheaper (NOK 1,300,000 vs. NOK 1,630,000). In July 1917, a Nordic architecture competition for the estates was announced. Of nineteen suggestions, Hoff from
361:, the company could freight ice down to its offices in Sandgata 2. There, it packed the ice into sawdust, and it would keep as long as August. It was sold in blocks and crushed to restaurants, ships, fish exporters and private households. This remained in service until the 1940s, after which the branch line was removed.
544:
city tram be taken into use. This was supplemented with a trailer on 6 February 1967. Also, there was operated a direct route from Lian to Lade during the morning rush hour. Seven additional buses were ordered in 1968, financed through a NOK 1.750,000 loan. In exchange the company got five additional
496:
In 1960, the sale of cars was deregulated, and anyone could purchase a car. At the same time, Trondheim started a merger process with the neighboring municipalities, and plans were made to build large suburbs far from the city center, that would be depopulated, and connect the suburbs with motorways.
364:
During 1925, Graakalbanen freighted only 321,133 people, half the calculated amount. Operation went with a NOK 20,00 loss, but on top came financial costs of NOK 190,000. 1926 had some more ridership, but the company still went with a loss. The city council was forced to pay NOK 30,000 as part of the
341:
The initial service had departures once per hour. Trams left
Munkvoll on the whole hour, and from St. Olavs gate on half hours. Weekend traffic was considerable, but ridership on weekdays was very limited. The management felt this was because Munkvoll was not close enough to the recreational areas of
425:
on petrol, soon only the electric trams operated. 1940 showed an increase to 884,000 passengers, and for the first time the company made a profit of NOK 56,200. After long negotiations, in 1941, NOK 1 million of the debt was covered by the municipality. At the same time, A/S Ugla–Lian was bought and
385:
in the winter. 1925, during winter, the frozen lake was used for trotting, with up to 6,000 watchers. In 1927, the land owner
Graakalbanen offered the trotting association 100 hectare of land for free, but the deal did not go through, but the association did not except the deal since the tramway was
252:
on it. The contract to purchase the real estate was signed on 13 October 1916, and on 2 November a regulation plan competition was announced, funded with NOK 5,000. On 26 January 1917, a new general meeting expanded the capital by permitting between 1,400 and 2,400 new shares to be sold. By then the
519:
After the nationalization, the company had more money to spend. A new turning loop was built at
Munkvoll, and a 10-minute headway was introduced from St. Olavs gate to Munkvoll, and a 20-minute headway to Lian. Price were reduced, and 1967 showed a 10% ridership increase. The signaling was improved
289:
The first conveying started in 1917, and the following
January the city engineer started construction, but this soon terminated. At the same time Graakalbanen started preparing the first lots for sale, including installation of water, sewage and roads. In June 1919, the engineering company Grøndahl
429:
In
February 1943, two of the board members were shot by the German occupation forces. A new board was commissioned by the Germans, but Bøckman would not except it. A major in the army, he had participated in the war in Northern Norway in 1940. He was then arrested, and spent the rest of the war in
353:
In addition to the constant sale of housing, Graakalbanen chose to sell a large section around Ugla as cabin lots. There could be bought for NOK 1 per m (10 sq ft). Lots could be bought, paid on installments, or leased. However, the sale of lots went a lot slower than predicted, in part because of
164:
The company had financial difficulties throughout its life. Only in the 1940s and 50s was traffic sufficient to create a profit. To supplement, the company was a large land owner, and sold housing lots along the line to increase ridership and generate income. It also operated sales of ice, and the
349:
The first expansion would come the following year. Construction of the line to Ugla had started, and was opened on 30 May 1925. To create additional traffic, two of the board members established their own company to build a tavern at Ugla. The rebuilding of the Ugla Farm included a small zoo with
376:
Construction of the 2.1 km (1.3 mi) expansion was started in the fall of 1932.The company made a deal with the city to employ family providers; in exchange the city would pay the difference between normal pay and the increased pay. 32 men with four or more children were chosen for this
280:
At the same time the end terminal in the city center was not yet determined. By terminating at
Ilevolden, the company could choose any rolling stock, including the higher 1,200 V current used on the Ekeberg Line of Oslo. Should the trams continue they would need to use Trondheim Sporvei's 600 V,
559:
In addition to two tramway companies, the city had bought the bus company
Bynesruten. In 1969, the city council decided to merge the three companies into Trondheim Trafikkselskap (TT), and to organize it as a limited company to limit bureaucratization, and realize effectiveness through simpler
368:
Further expansions to Lian was also considered, but management was skeptical to having two destinations, since they would not create the necessary critical mass. Then the tavern and farm at Ugla burnt down in 1931, and the insurance company allowed the insurance money to be used to be built at
228:
in Oslo, the company chose to purchase massive amounts of undeveloped real estate along the line. They could later be sold as housing lots, which would give the company additional capital, and create a basis for sufficient ridership. This would make the company the largest land owner both in
386:
not yet built. Instead they established themselves at
Leangen. During World War II, the new field was confiscated by the German occupation forces, and again the association was offered free land. The deal only did not strike through thanks to a single, unwilling cabin owner.
294:
issued a loan of NOK 1.6 million was it possible to continue construction. This was based on mortgaging all assets, as well as a NOK 500,000 guarantee from the city council. While work previously had been along the whole route, it was then only concentrated on the section
285:
and car width. However, Trondheim
Sporvei had chosen to convert its system to wide cars at 260 cm (100 in) width. If the city chose to start the rebuilding of track from the current 200 cm (79 in) width, it would allow Graakalbanen to buy wide stock.
426:
merged, at 25% above par. Ridership continued to increase, with 1.2 million in 191, and up to 2.16 million in 1945. Also during the war, the increased amount of money and lack of things to spend it on, caused most of the available lots owned by the company to be sold.
497:
A new four-line highway along ByĂĄsenveien was opened in 1966. Traffic numbers fell rapidly, and the company needed to replace its aging fleet. Traffic patterns were also changing, since Lian to a greater extent was becoming a winter rather than summer destination.
350:
various aquatic birds and a hare. Part of the tavern was rebuilt to become a concert hall, and an electric organ was installed. Graakalbanen gave support to the tavern per sold ticket, and up to 5,000 people would travel to the tavern on sunny summer weekends.
398:. During the 1930s, the company annually lost NOK 64–80,000. The municipal power company threatened to cut the power, and Graakalbanen offered the municipality to take over the line. Since all the municipal lines were profitable, the municipality declined.
483:
To allow a future 10-minute headway, a new signaling system was installed in 1958 up to Ugla. Up until then, tokens had been used to regulate traffic. This cost NOK 200,000, and to finance it, the company sold their property at St. Olavs gate 5–7 to the
471:
Unlike Trondheim Sporvei, who had sufficient profits to purchase new material, Graakalbanen was forced to sell assets. On 12 October 1955, the company sold the restaurant at Lian for NOK 130,000. This money was used to order a tram and trailer, the
365:
guarantee. A municipal committee was given mandate to consider nationalizing the line, but this was not done. Discounts were then introduced to increase ridership, but this did not bring much more traffic. Traffic continued to fall until 1930.
389:
During the first years of the 1930s the ridership dropped significantly, and the grew slightly; by 1937 they were back at the level in 1930, and in 1939 they were up to 447,642. At the same time the sale of lots increased, especially around
539:
buses and rent them out to Trondheim Sporvei for the amortization cost, in exchange for renting excess trams. Each bus cost NOK 237,000. However, there was a lack of material in Trondheim Sporvei, and not until 7 November 1966 could a
354:
the low conjunctures. The Ekeberg Line in Oslo, that had been the inspiration for Graakalbanen, had after all been established some years earlier, and could take advantage of the war boom.
453:
was put into service on 9 June 1943 and cost NOK 289,000. An additional two trailers were delivered in 1947, and in 1950 a motor arrived so the first trailer could be rebuilt to a tram.
456:
The high revenue during the war had given the company a large amount of cash, but also a worn down fleet. Each year, the profits were between NOK 143,000 and 430,000. This included a
560:
decision making. The company was formally founded on 28 July 1971, and took over the three other companies on 1 January 1972. Odd Hovdenak, was appointed CEO. Two years later,
531:
Instead of purchasing new rolling stock for the GrĂĄkallen Line, the city trams were to start operating on the line. Trondheim Sporvei needed buses for the closing of the
395:
216:
In March, the municipality was contacted, and the city council gave a small sum for preliminary investigations. However, they decided that the municipal tramway,
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461:
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trams cost NOK 360,000, including some work trailers. The chassis were delivered on 20 July 1924, while the motors came on 5 July. They were assembled at the
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deal. The first test run was on 29 September 1933, and was taken into use on 28 October 1933. A number of recreational services grew up at Lian, including a
291:
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1300:
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Another creative idea to create more revenue, was the establishment of Graakalbanens Isforretning A/S. By building a branch line from Ugla to the lake
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315:
343:
150:
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346:. At the same time, the ticket price was set high compared to the city trams, at NOK 0.60 for adults. In 1924, there were 144,774 passengers.
1357:
382:
206:
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in 1933. The company owned through its history seven trams and five trailers, and only in the last few years did it operate six borrowed
500:
By the mid 1960s, the municipality had a 43% ownership i Graakalbanen. In Oslo, the municipal Oslo Sporveier had taken over the private
358:
220:, did not have sufficient capital to build a tramway to ByĂĄsen, and let a private company build the line. Based on experience from the
1107:
445:
Two working trailers were rebuilt to a single passenger trailer. In addition, the company chose to order of a tram and trailer from
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265:
Two proposals for the route were made. The company chose the proposal made by Ferdinand Bjerke, and engineer working for the
1347:
438:. Administrator Hove was appointed new director, but after the war he was fired for disloyalty. Due to introduction of
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460:
of NOK 600,000. The money was invested in a new turning loop at Lian and St. Olavs gate, and a double track between
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524:, and only Munkvoll–Lian still used the token. The rolling stock was painted the same yellow and blue, but the
1316:
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480:(Høka). It had been ordered in 1954, delivered in September 1955, and was put into service in December.
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On 6 September 1916, the company A/S Graakalbanen was founded. It had a capital of 510,500
254:
269:. A suggestion from the city planner Trygve Thesen was rejected. It would run in a loop via
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535:, and made a deal with Graakalbanen, where the latter would purchase four new
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won. The resulting regulation plan was passed in the city councils in 1918.
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between 1924 and 1972. Established in 1916, it bought large land areas in
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would show the highest ridership on the line through history. With the
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141:, and built a tramway through these to reach the recreational areas in
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240:; each of 1,021 was worth NOK 500. A new board was appointed, led by
61:
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442:, the number of employees increased from 20 to 60 during the war.
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169:. The company was bought by the city in 1966, and merged with
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used by Trondheim Sporvei were not used on Graakalbanen.
875:
873:
318:. The first test run was on 5 July, but failed due to a
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381:in the winter, and bathing and rowing in the lake
129:was a private company that built and operated the
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302:Four trams and two trailers were ordered from
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342:Bymarka, and proposed a quick expansion to
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1368:Railway companies disestablished in 1971
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329:
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1108:Trondhjems Elektricitetsværk og Sporvei
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1340:
257:had been granted by the municipality.
1363:Railway companies established in 1916
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299:, where the depot would be located.
1358:Defunct railway companies of Norway
13:
491:
394:, and a new station was opened at
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564:, and the Trondheim divisions of
516:, director of Trondheim Sporvei.
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292:Trondhjems og Stridens Sparebank
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1:
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1353:Companies based in Trondheim
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7:
1348:Trondheim Tramway operators
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1012:. Tapir Akademisk Forlag.
1010:Trikken i Trondheim 100 ĂĄr
663:Hønefoss Karrosserifabrikk
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478:Hønefoss Karrosserifabrikk
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120:Graakalbanens Isforretning
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572:was also merged into TT.
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447:Skabo Jernbanevognfabrikk
306:(HaWa), with motors from
304:Hannoversche Waggonfabrik
145:. The line first reached
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1132:Trondheim Trafikkselskap
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555:Trondheim Trafikkselskap
486:Norwegian Farmers' Union
267:Norwegian State Railways
250:Nils Christoffer Bøckman
179:Trondheim Trafikkselskap
93:Nils Christoffer Bøckman
1008:Kjenstad, Rune (2005).
989:Kjenstad, Rune (1994).
960:Kjenstad, 2005: 358–360
978:PĂĄ meterspor i Nidaros
933:Kjenstad, 1994: 99–107
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924:Kjenstad, 1994: 97–99
915:Kjenstad, 1994: 95–97
906:Kjenstad, 1994: 90–95
897:Kjenstad, 1994: 87–89
888:Kjenstad, 1994: 79–80
879:Kjenstad, 1994: 62–65
858:Kjenstad, 1994: 61–68
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840:Kjenstad, 1994: 54–58
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813:Kjenstad, 1994: 47–49
804:Kjenstad, 1994: 46–47
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786:Kjenstad, 1994: 42–43
777:Kjenstad, 1994: 34–43
768:Kjenstad, 1994: 34–38
750:Kjenstad, 1994: 26–31
732:Kjenstad, 1994: 22–20
702:Kjenstad, 1994: 15–17
693:Kjenstad, 1994: 12–15
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165:recreational area at
153:in 1925, and finally
991:PĂĄ skinner i Bymarka
974:Aspenberg, Nils Carl
209:, close to the peak
951:Kjenstad, 2005: 262
942:Kjenstad, 2005: 252
18:
867:Kjenstad, 1994: 66
759:Kjenstad, 1994: 34
741:Kjenstad, 1994: 28
723:Kjenstad, 1994: 25
711:Kjenstad, 1994: 17
562:Trondheim Bilruter
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339:
244:, and also having
205:During the 1910s,
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1116:Trondheim Sporvei
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1058:Trondheim Tramway
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488:for NOK 437,500.
430:the prison camps
229:Trondheim and in
218:Trondheim Sporvei
171:Trondheim Sporvei
135:Trondheim Tramway
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127:A/S Graakalbanen
45:6 September 1916
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553:Main article:
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533:Singsaker Line
510:Holmenkolbanen
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412:Munkvoll Depot
403:
402:War and growth
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233:municipality.
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53:1 January 1972
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1165:
1162:
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1143:(1990–)
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1125:
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1114:
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1099:
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1063:
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1038:
1033:
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1029:
1021:
1019:82-519-1895-2
1015:
1011:
1006:
1002:
1000:82-91448-01-9
996:
992:
987:
983:
979:
975:
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957:
948:
939:
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876:
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846:
837:
828:
819:
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621:
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610:
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594:
591:
589:No. trailers
588:
585:
582:
581:
576:Rolling stock
573:
571:
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563:
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546:
543:
538:
534:
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511:
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503:
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467:
463:
459:
454:
452:
449:in 1941. The
448:
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387:
384:
380:
374:
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366:
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355:
351:
347:
345:
337:
332:
323:
321:
320:short circuit
317:
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284:
278:
276:
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258:
256:
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208:
200:
196:
190:Establishment
182:
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160:
156:
152:
148:
144:
140:
136:
132:
128:
119:
117:
113:
110:
107:
103:
100:(CEO 1966–72)
99:
95:(CEO 1916–66)
94:
89:
88:Robert Millar
86:
80:
76:
70:
67:
63:
60:
56:
52:
48:
44:
40:
37:
34:
30:
27:
24:
20:
1124:Graakalbanen
1123:
1077:GrĂĄkall Line
1009:
990:
982:Baneforlaget
977:
967:Bibliography
956:
947:
938:
929:
920:
911:
902:
893:
884:
863:
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845:
836:
827:
818:
809:
800:
791:
782:
773:
764:
755:
746:
737:
728:
707:
698:
689:
566:NSB Bilruter
558:
530:
526:coat of arms
522:fixed blocks
518:
514:Odd Hovdenak
506:Ekebergbanen
499:
495:
482:
470:
455:
444:
428:
419:World War II
417:
414:to the right
388:
375:
367:
363:
356:
352:
348:
340:
301:
288:
279:
264:
261:Construction
235:
226:Ekeberg Line
215:
204:
201:tram in 1927
163:
126:
125:
116:Subsidiaries
98:Odd Hovdenak
58:Headquarters
22:Company type
1317:Controversy
1260:Trondheim S
502:Bærumsbanen
466:Nordre Hoem
462:Breidablikk
396:Søndre Hoem
283:meter gauge
73:Area served
1342:Categories
1301:Voldsminde
1270:Voldsminde
677:References
598:Withdrawn
586:No. trams
570:Klæburuten
542:TS Class 7
474:GB Class 3
451:GB Class 2
440:conductors
383:Lianvannet
312:GB Class 1
275:Kristiania
255:concession
253:necessary
207:Fjellseter
175:Bynesruten
159:TS Class 7
83:Key people
1286:Dalsenget
1245:Munkegata
1225:Dalsenget
1101:Operators
1087:Lade Line
458:write-off
423:rationing
410:Original
326:Expansion
211:GrĂĄkallen
149:in 1924,
90:(founder)
77:Trondheim
62:Trondheim
36:Transport
1296:Munkvoll
1250:Munkvoll
1218:Stations
1082:Ila Line
980:. Oslo:
976:(1995).
592:Builder
379:ski jump
359:Kyvannet
336:Munkvoll
297:Munkvoll
147:Munkvoll
105:Products
32:Industry
652:Class 3
628:Class 2
604:Class 1
537:BĂĽssing
476:, from
432:Falstad
392:Ferstad
308:Siemens
271:Dyrborg
231:Strinda
199:Class 1
185:History
161:trams.
143:Bymarka
133:of the
50:Defunct
42:Founded
26:Private
1327:Museum
1279:Depots
1016:
997:
595:Built
583:Class
549:Merger
310:. The
139:ByĂĄsen
66:Norway
1310:Other
1152:Stock
1065:Lines
682:Notes
670:1970
646:1973
639:Skabo
635:53–54
622:1969
611:51–52
520:with
436:Grini
1322:Fire
1265:Ugla
1240:Lian
1209:GB 3
1204:GB 2
1199:GB 1
1194:TT 8
1189:TS 7
1184:TS 6
1179:TS 5
1174:TS 4
1169:TS 3
1164:TS 2
1159:TS 1
1014:ISBN
995:ISBN
667:1955
643:1942
619:1924
615:HaWa
568:and
508:and
464:and
434:and
371:Lian
344:Ugla
295:Ila–
248:and
224:and
173:and
167:Lian
155:Lian
151:Ugla
1235:Ila
632:5–6
608:1–4
1344::
872:^
716:^
659:55
504:,
238:kr
181:.
64:,
1050:e
1043:t
1036:v
1022:.
1003:.
984:.
656:7
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