Stavne–Leangen line
Stavne–Leangen Line | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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standard gauge | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Electrification | No (Planned in 2022)[1] | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Operating speed | 100 km/h (62 mph) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The Stavne–Leangen Line (
Route
The Stavne–Leangen Line is 5.8 kilometers (3.6 mi) and acts as a connection between the Dovre Line and the Nordland Line (formerly the
To the southwest, the line connects to the Dovre Line at Stavne. There are two forks, laid triangularly, one each from the north and south. On the Dovre Line's side of the triangle is the closed Stavne Station. The track from the north branches off just after passing Marienborg Station.[2] The station is built in such a way that trains on the Dovre Line use the one track and trains on the Stavne–Leangen Line use the other track. The Stavne–Leangen Line's northern switch is located 547.82 kilometers (340.40 mi) from Oslo Central Station,[2] and 2.82 kilometers (1.75 mi) from Trondheim Central Station.[4] The southern fork merges with the northern fork 1.79 kilometers (1.11 mi) after the northern fork branches from the mainline.[2]
At 80 meters (260 ft) after the merger, the line crosses Nidelva on the 186-meter (610 ft) long Stavne Bridge before crossing
History
During the German occupation of Norway as part of the Second World War, the Wehrmacht wanted a railway route past Trondheim which was guarded against sabotage. They decided that the best way to do this was to build a tunnel under the neighborhood of Tyholt. However, construction of the tunnel took much longer than expected, so instead Wehrmacht started laying railway tracks in the streets in Trondheim. They planned that the railway would branch from the Dovre Line at Skansen Station and then follow Sandgata and Olav Tryggvasons gate, cross Nidelva on Bakke Bridge and then run up Innherredsveien before reaching the Meråker Line at Lademoen Station. However, by German capitulation on 8 May 1945, construction of the railway had only reached Søndre gate.[6]
The Norwegian State Railways regained interest in the line during the 1950s and resumed construction. The line was officially opened on 1 June 1957 and revenue traffic started the following day. The line was originally only used for freight trains, although it was occasionally used by passenger trains, especially when there was maintenance work on bridges.[6] The line received CTC on 11 January 1976. Lerkendal Station was opened on 1 December 1988,[2] and with the establishment of the Trøndelag Commuter Rail in 1993, the station started being used for scheduled commuter rail services.[6] Ownership of the line passed to the Norwegian National Rail Administration from 1 December 1996.[3] Marienborg Station opened in 1999,[4] and from 2001, all commuter trains operating to and from Steinkjer had Lerkendal Station as their southern terminus,[7] which is no longer the case as their terminus is now in Lundamo (Støren from 2022 onwards).[8]
In 2002, NSB launched a now abandoned proposal to establish an urban train service in Trondheim. According to the proposal, trains would have operated along the Dovre Line from Melhus Station and then run to Lerkendal before continuing onwards to Lademoen and running in a loop back to the central station. The services was proposed to be operated as part of the commuter rail system. It would have required investments of 120 million Norwegian krone, including a connection for trains to be able to run from the east end of the line and westwards on the Nordland Line, and investments to noise insulate the Tyholt Tunnel.[9] In a 2005 report, SINTEF recommended that if such a service should be introduced, it should have four services per hour and operated with light rail rolling stock as a circle line with a tail southwards to Heimdal or Melhus. The report further commented that the new connection at Lademoen would have a 3.6-percent gradient, which would be too steep for mainline trains.[10]
References
- ^ "Full fart for grønne spor i Trøndelag" (in Norwegian Bokmål). Bane NOR. Retrieved 9 December 2021.
I februar begynner arbeidene med å gjøre plass til ledningene som skal gi togene kjørestrøm i Tyholt-tunnelen.
- ^ ISBN 82-90286-15-5.
- ^ from the original on 2 March 2012. Retrieved 6 June 2011.
- ^ Norwegian National Rail Administration. Archivedfrom the original on 15 August 2011. Retrieved 26 February 2012.
- Norwegian National Rail Administration. Archivedfrom the original on 15 August 2011. Retrieved 26 February 2012.
- ^ ISBN 82-9144-800-0.
- ^ Solem, Erlend (25 July 2000). "Forbedret tilbud på lokalflytoget". Adresseavisen (in Norwegian). p. 19.
- ^ "Utsetter tiltak for økt kapasitet på Trønderbanen" (in Norwegian Bokmål). Bane NOR. Retrieved 9 December 2021.
(...) det nye jernbaneverkstedet på Støren åpnes. Togene som i dag snur på Lundamo da kjøre hele veien til Støren.
- Norwegian Broadcasting Corporation (in Norwegian). 5 June 2002. Archivedfrom the original on 21 June 2004. Retrieved 26 February 2012.
- ^ Tørset, Trude (October 2005). "Bytog i Trondheim: Vurderinger av tidligere utredninger" (PDF) (in Norwegian). SINTEF. pp. 2–3. Archived (PDF) from the original on 26 February 2012. Retrieved 26 February 2012.