The Trondheim Tramway controversy regards the political discussion of whether Trondheim, Norway, should have a tramway.
The first debate came after the 1956 Dalsenget fire, when most of the city's tram fleet was destroyed; a proposal to replace the tramway with a trolleybus line was rejected. In 1968, the Singsaker Line was closed, and replaced by a bus route. From the merger of all bus and tram companies into Trondheim Trafikkselskap in 1974, the debate was intensified. In 1984, the Elgeseter Line was closed, but a new depot was built and eleven new trams delivered.
In 1988, the last tram line, from Lian to Lade, was terminated. The tracks in the city center and to Lade were removed, but the Gråkallen Line was kept to run heritage trams. By 1990, the trams were still not sold. Instead, the private company AS Gråkallbanen took over operations and seven trams, and have operated the Gråkallen Line since. The process cost two mayors their jobs.
Merger
After the city owned both tramway companies, Graakalbanen and Trondheim Sporvei, after 1966, it was decided in 1969 to merge them as well as the newly purchased Bynesruten into Trondheim Trafikkselskap (TT). Organized as a limited company, the merger took effect on 1 January 1972. However, this occurred when public transport was becoming commercially unprofitable, and the city had was forced to give subsidies for the first time. Two years later, the private bus company Trondheim Bilruter was nationalized along with the Trondheim operations of Klæburuten and NSB Bilruter. On 1 January 1974, all the bus and tram transport throughout the city was organized as one entity.
Arne Watle, CEO of Trondheim Bilruter since 1951, was appointed CEO of the new company. Odd Hovdenak, former CEO of both Trondheim Sporvei and Graakalbanen, became CFO. In the beginning there were problems with two very different corporate cultures. TT established itself at Sorgenfri after the administration of the former companies had been scattered around town. Trondheim Sporvei had long had ambitions to also become a bus company; while it had captured a few routes, this ambition was merged into the new company culture.
During 1973 and 1974, the oil crisis had encouraged people to start taking more public transport. With high capacity, the trams were better suited than buses to cope with the 10% ridership increase, in particular on car-free Sundays. Other new concepts were monthly passes and senior discounts. During the early 1970s, the interest for environmentalism and people-friendly cities grew. Some politicians and activists demanded that decision processes be made open, and to reduce the massive plans for motorway construction throughout the municipality. In 1976, ridership increased by 12%. 6 million people were transport by two tram lines, while 14 million were transported on 38 bus lines.
Reports
First report
In 1975, the city council decided to order a report to consider the future of the tram. The work was done by the Norwegian Institute of Technology and Arne R. Reinertsen. In particular, it looked at how a new line could be built to Valentinlyst and onwards to the University of Trondheim campus at Dragvoll. Alternative 1 followed an at-grade route, along Innherredsveien to Strindheim, and along Bromstadveien, Kong Øysteins veg and Jonsvannsveien, and would cost NOK 68 million. The second alternative involved a tunnel from Bakkegate to Valentinlyst; this would cost NOK 209 million. Alternative 3 ran along Høyskoleveien from Studentersamfundet to Klæbuveien, and into a tunnel to Valentinlyst; this would cost NOK 116. All the sections were dimensioned for , and were inspired by the new rapid transit in Oslo. Alternative 1 was recommended, but would give an annual increase in operation costs of NOK 6.8 million.
The report was then considered by the politicians on 28 April 1977. The Socialist Left Party supported alternative 1, while Odd Einar Dørum from the Liberal Party wanted new articulated trams. Both suggestions were only supported by the two respective parties. The Labour Party was split, and decided to win time by ordering a new report. Mayor Axel Busch from the Conservative Party said that the report gave just the conclusion he wanted. The first report was criticized for not considering the economic impact of replacing trams and trailers with new articulated trams, which would have lower operating costs. It also failed to take into consideration the increased ridership that the comfort of trams resulted in.