Thamshavnbanen

Thamshavnbanen
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Norwegian Electric Locomotive No. 3 Ohma Electra. The locomotive was used on Thamshavnbanen from 1908 until the 1950s. In 1972 it was moved to Trondheim and displayed at the Norwegian University of Science and Technology
Info
Type	Railway
Status	Heritage
Start station	Løkken Verk
End station	Thamshavn
No. of stations	6
Operation
Opened	1908
Closed	1974
Owner	Salvesen & Thams
Operator(s)	Salvesen & Thams
Character	Freight (pyrites) Passenger
Technical
Line length	25.15 km (15.63 mi)
No. of tracks	1
Gauge	1 m (3 ft 33⁄8 in)
Electrified	25 Hz 6.6 kV AC

Thamshavnbanen was Norway's first electric railway. It was running from 1908 to 1974. Today it is the world's oldest railway running on alternating current, using 25 Hz 6.6 kV AC. It was built to transport pyrites from the mines at Løkken Verk to the port at Thamshavn. It also transported passengers. It had initially six stations; Thamshavn, Orkanger, Bårdshaug, Fannrem, Solbusøy, and Svorkmo. The tracks were extended to Løkken Verk in 1910.

Thamshavbanen is Scandinavia's only railway with a rail gauge of 1 m (3 ft 3³⁄₈ in), though the nearby Trondheim Tramway also features this gauge. It is the world's only railway with this combination of gauge and electrical equipment. The total length of the railway was 25.15 km (15.63 miles). The transportation of passengers ended in 1963, but the transportation of ore continued until 1974. In 1983, parts of the railway (from Fannrem to Løkken Verk) were reopened as a heritage railway.

History

Christian Thams goes electric

Mining at Løkken Verk had its roots back to 1654 when King Christian IV of Denmark-Norway had opened the mine. At this time all mining was a privilage of the king. Later, in the 1800s, the mine was privatised and owned by Løkken Kobber og Kisværks Interessentskab. In 1868 the local farmer and sawmill owner Wilhelm A. Thams and his accountant in Leith, Scotland, Christian Salvesen, founded the mining company Ørkedals Mining Company and bought a number of small mines around Løkken. In the early 1880s Wilhelm's grandson, Christian Thams returned from Switzerland and took over the running of the mining company. He realised that to make money from mining, he had to purchase the largest mine of the all, but didn't succeed until 1896 when it no longer was feasible to manually pump out the water, and bought Løkken Mine.

Chrisitian Thams understood that for the mine to continue operation, there had to be built an electric water pump in the mines. He also understood that it would then be feasible to build an electric railway between the mine and the port at Thamshavn were the pyrites were shipped out, primarilly to Germany. While Thams went aboad to get capital for the new mining company, Norwegian law required that permits to operate railways and power plants only were given to Norwegians. To solve this, a separate company, Chr. Salvesen & Chr. Thams's Communications Aktieselskab (Salvesen & Thams or S&T) was established in 1898 to build the railway, operate the steam ship D/S Orkla between Thamshavn and Trondheim and build the power plant at Skjenaldfossen. By 1904 the mining company had acquired the majority of stocks in S&T and soon owned the entire company. The Orkla mining company has since evolved into the Orkla Group, a Forbes 500-company.

Land was, after some conflicts, acquired or expropriated and construction was started. The construction was completed in 1908 and employed between 200 and 300 people. Orgininally the plans were to only build the line from Thamshavn to Svorkmo while the stretch from Svorkmo to Løkken was to be operated by a cable car. But Thams soon realised that this was a mistake and decided to extend the line to Løkken. This caused some problems since he needed to get permission from the Ministry of Transport and was not allowed to operate passenger traffic all the way to Løkken before 1910. The line between Thamshavn and Svorkmo was opened on July 10 1908 by King Haakon VII while the last section to Løkken was opened on August 10 1910 by Prime Minister Wollert Konow.

The railway got a unique combination of gauge and electric power. At the time of the construction standard gauge (1435 mm) was common in Norway, but still the most common gauge, especially on industrial and branch lines, was narrow gauge. But Thamshavnbanen chose to not build the normal 1067 mm gauge, but instead meter gauge (1000 mm), a gauge only used one other place in Norway, on the Trondheim Tramway some 40 km (25 mi) away. Since the railway was the first to be electrified in Norway there was no standard of electric current and so Thams chose the somewhat unusual 25 Hz 6.6 kV AC, while the rest of the Norwegian (and some other Northern European) railway networks chose 15 kV 16⅔ Hz AC. It should be noted that what Thams was venturing into was an innovative area, since B. G. Lamme had invented the alternating current electric locomotive in 1903 and there was no experience operating the system.

Growth 1910-1940

The export of pyrites was a gigantic success for Orkla, with both production and prices exceeding the estimates. During the economic difficult World War I the company replaced the tracks used 22.5 kg tracks with new 35 kg track in 1915. In 1916 two new locomotives were bought. Also the passenger and cargo traffic increased in the period, and in 1910 two more rail cars were delivered. In 1935 the new smelting plant at Thamshavn (now Elkem Thamshavn) opened. As a supplement to the steam ship and passenger rail service, Salvesen & Thams also started operating connecting bus services. The first attempts failed in 1909 to establish a route between Svorkmo and Rindal and Surnadal. In 1918 a new bus route opened between Løkken and Aune in Oppdal, but shortened to Berkåk in 1921 when the Dovre Line opened. During the 1920s Salvesen & Thams established Trondhjem-Orkladal Billag and started operating a bus route from Thamshavn to Trondheim.

Sabotage

After the German invasion of Norway in 1940 during World War II the mines at Løkken became an important resource for the Germans. To avoid having to bomb the entire Thamshavn and Løkken areas, the Norwegian government-in-exile chose instead to sabotage key areas instead of large areas, of consideration the civilian population. While the mining company chose to cooperate with the Germans, but secretly not perform planned production increases, Company Linge performed a total of four sabotage actions agains Thamshavnbanen, led by Peter Deinboll The first targeted the transformer station that was successfully blown up on May 4 1942. But it was quickly rebuilt by the Germans and a new sabotage was necessary. In the fall of 1943 the idea was to blow up the lift in the mine, but instead the group decided to blow up the locomotives on the railway. On October 31 four locomotives and one rail car was blown up. This was not enough for the Deinboll, and an attempt to hijack a train at Klingliene and blow up part of the rail at the same stop failed, killing the saboteur Odd Nilsen.

In the spring of 1944 the saboteurs returned and on May 9 blew up a train at Hongslomælen and again on May 31 at the same place when the last rail car was blown up. In response to this the Germans had acquired to steam engines from Germany with the right gauge, but the saboteurs didn't succeed at blowing them up. To avoid a shortage of rolling stock, the Germans rebuilt the system to a dual gauge with both standard and meter gauge, in an attempt to use rolling stock from the Dovre Line (that used standard gauge) while keeping the cars that used meter gauge. Though the entire line was rebuilt, no standard gauge locomotives were acquired and the third rail was taken away after the war.

The end of an era

The first part of the closing of the line was the attempt to get rid of the requirement to operate passenger trains. The original permit to operate the line included a requrement to operate passenger transport on the line, but as early as in the 1930s the company tried to get rid of this obligation. But it was not until 1963 that the passenger traffic was terminated. By then the company had managed to convince the authorities that a bus route would be more suitable on the stretch between Orkanger and Løkken.

By the 1970s the production at the mine was falling so much that it had become uneconomical to operate the railway, and on May 29 1974 the railway was taken out of service. Part of the reason was the need for new locomotives, but the small production at the mine couldn't defend the necessary investments.

Heritage

Already in 1973 the Norwegian Railway Association tried to take over the railway as a heritage railway but failed, as the company wanted to keep the railway incase it later wanted to reopen the line for industrial transportation, but as a compromise the association was given one of the railcars. No such opening occurred, though, and in 1983, after the mine was closed, the Orkla Industrial Museum and local enthusiasts reopened the railway, at first between Løkken and Svorkmo, but later almost all the way to Orkanger. Only the last few kilometers of line have been removed. Throughout the summer it is possible to take a ride with an electric locomotive and two railway cars.

Rolling stock

The first locomotive that was used on the line was "Kvenna" (the Coffee Grinder), a steam locomotive that had been bought from Nesttun-Osbanen and converted from 750 mm to 1000 mm gauge. In 1918 the locomotive was attempted sold to the Trondheim Tramway, the only other meter gauge railway in Scandinavia, but it is not known if the sale was successful. There was also bought one more steam engine from the German manufacturer Borsig. The line initially bought three electric locomotives from Elektrisk Bureau, who also delivered the transformers and overhead lines. The locomotives were based on a design from British Westinghouse. At the same time there was delivered a rail car called the King car since the king had ridden in it during the opening of the line.

The next order came in 1910 for two new rail cars and in 1916 for two new locomotives from ASEA at 420 kW, with an additional 12 pyrites cars in 1929-31 and 20 during the war. The company also bought a used Orenstein & Koppel steam engine from the zink mines in Odda in 1939 and during the war two Germany steam engines were transferred from Deutsche Reichbahn.

During and after the war there was used a lot of energy on rebuilding the locomotives that had been sabotaged. The three Westinghouse locomotives were rebuilt to two. In addition three new locomotives were delivered from Skabo in 1950. The last steam engine was retired in 1953. In 1952 two diesel shunting engines were delivered Ruston.

No.	Built	Delivered	Retired	Type	Factory	Axel
Kvenna	1893	1907	1917	Steam	?	B 1'Tn2
1	1908	1908	1943	Electric	British Westinghouse	Bo' Bo'
2	1908	1908	1963	Electric	British Westinghouse	Bo' Bo'
3	1908	1908	1963	Electric	British Westinghouse	Bo' Bo'
4	1908	1908		Rail car	United Electric	Bo' 2'
9	1909	1909	1947	Steam	Borsig	C Tn2
5	1910	1910	1943	Rail car	AEG/Skabo	Bo' Bo'
6	1910	1910	1944	Rail car	AEG/Skabo	Bo' Bo'
7	1918	1918		Electric	ASEA	B' B'
8	1918	1918		Electric	ASEA	B' B'
10	1928	1939	1943	Steam	Orenstein & Koppel	B Tn2
11	1921	1942	1947	Steam	?	B Tn2
12	1921	1942	1947	Steam	?	B Tn2
13	1921	1942	1947	Steam	?	B Tn2
14	1921	1942	1947	Steam	?	B Tn2
15	1921	1942	1950	Steam	?	B Tn2
99.221	1930	1944	1953	Steam	Berl.	1'E1'Th2
1 II	1950	1950		Electric	Brown Boveri/Skabo	Bo' Bo'
5 II	1950	1950		Electric	Brown Boveri/Skabo	Bo
6 II	1950	1950		Electric	Brown Boveri/Skabo	Bo
9 II	1952	1952		Diesel	Ruston	Cmd
10 II	1952	1952		Diesel	Ruston	Cmd

External links

Wikimedia Commons has media related to: Thamshavnsbanen

• Thamshavnbanen, The Orkla Industrial Museum
• Image gallery, The Friends of the Thamshavnbanen