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The '''Ålgård Line''' ({{lang-no|Ålgårdbanen}}) is a closed, but not abandoned, [[railway line]] between [[Ganddal]] and [[Ålgård]] in [[Rogaland]], [[Norway]]. The {{convert|12.24|km|adj=on}} line was built as a [[narrow gauge]] [[branch line]] of the [[Jæren Line]] by the [[Norwegian State Railways]] (NSB) and opened in 1924. It runs through the villages of [[Foss-Eikeland]] and [[Figgjo]] in [[Sandnes]] to Ålgård in [[Gjesdal]]. Several proposals were made where the Ålgård Line would become the first part of the main line from [[Stavanger]] to [[Oslo]], but instead the [[Sørland Line]] was connected to the Jæren Line in 1944. At the same time, the Ålgård Line was upgraded to [[standard gauge]].
The '''Ålgård Line''' ({{lang-no|Ålgårdbanen}}) is a closed, but not abandoned, [[railway line]] between [[Ganddal]] and [[Ålgård]] in [[Rogaland]], [[Norway]]. The {{convert|12.24|km|adj=on}} line was built as a [[narrow gauge]] [[branch line]] of the [[Jæren Line]] by the [[Norwegian State Railways]] (NSB) and opened in 1924. It runs through the villages of [[Foss-Eikeland]] and [[Figgjo]] in [[Sandnes]] to Ålgård in [[Gjesdal]]. Several proposals were made for the Ålgård Line to become the first part of the main line from [[Stavanger]] to [[Oslo]], but instead the [[Sørland Line]] was connected to the Jæren Line in 1944. At the same time, the Ålgård Line was upgraded to [[standard gauge]].


The line had up to ten daily round trips with [[diesel multiple unit]]s, until passenger traffic was terminated in 1955. Freight traffic remained until 1988, when most of the line was abandoned in 1988, although {{convert|3|km|sp=us|0}} was used until 2001. The line is owned by the [[Norwegian National Rail Administration]]. The station at [[Figgjo]] has been converted to a museum, and the {{convert|3|km|sp=us|adj=on|0}} section from there to Ålgård is used for recreational [[draisine]]s. There have been proposals to reopen the line either as part of the [[Jæren Commuter Rail]] or the planned [[light rail]] for [[Greater Stavanger]].
The line had up to ten daily round trips with [[diesel multiple unit]]s, until passenger traffic was terminated in 1955. Freight traffic remained until 1988, when most of the line was abandoned in 1988, although {{convert|3|km|sp=us|0}} was used until 2001. The line is owned by the [[Norwegian National Rail Administration]]. The station at [[Figgjo]] has been converted to a museum, and the {{convert|3|km|sp=us|adj=on|0}} section from there to Ålgård is used for recreational [[draisine]]s. There have been proposals to reopen the line either as part of the [[Jæren Commuter Rail]] or the planned [[light rail]] for [[Greater Stavanger]].


==Route==
==Route==
The Ålgård Line runs {{convert|12.24|km|sp=us}} from Ganddal to Ålgård.<ref name=a227>Aspenberg (1994): 227</ref> The whole line was built with NSB's standard for main lines, with a maximum gradient of 1.5% and minimum curve radius of {{convert|300|m}}.<ref name=t12>Thime (1999): 12</ref> It branches off from the Sørland Line (previously the Jæren Line) north of [[Ganddal Station]], {{convert|18|km|sp=us}} south of Stavanger. When the line opened, Ganddal Station was located south of the creek Stokkelandselven, but was moved further north in 1935 to simplify operations.<ref name=t23>Thime (1999): 23</ref> The line continues over Stokkelandsevlen on a {{convert|7.5|m|sp=us|adj=on}} long bridge, and follows the creek until it reaches Foss-Eikeland, {{convert|3.43|km}} from Ganddal.<ref name=t12 /> Foss-Eikeland had a {{convert|91|m|sp=us|adj=on}} long [[passing loop]] and a {{convert|40|m|adj=on}} long [[railway platform|platform]]. The station building was built in wood, had a single story and was {{convert|57|m2}}.<ref >Thime (1999): 35</ref>
The Ålgård Line runs {{convert|12.24|km|sp=us}} from Ganddal to Ålgård.<ref name=a227>Aspenberg (1994): 227</ref> The whole line was built with NSB's standard for main lines, with a maximum gradient of 1.5% and minimum curve radius of {{convert|300|m}}.<ref name=t12>Thime (1999): 12</ref> It branches off from the Sørland Line (previously the Jæren Line) north of [[Ganddal Station]], {{convert|18|km|sp=us}} south of Stavanger. When the line opened, Ganddal Station was located south of the creek Stokkelandselven, but it was moved further north in 1935 to simplify operations.<ref name=t23>Thime (1999): 23</ref> The line continues over Stokkelandsevlen on a {{convert|7.5|m|sp=us|adj=on}} long bridge, and follows the creek until it reaches Foss-Eikeland, {{convert|3.43|km}} from Ganddal.<ref name=t12 /> Foss-Eikeland had a {{convert|91|m|sp=us|adj=on}} long [[passing loop]] and a {{convert|40|m|adj=on}} long [[railway platform|platform]]. The station building was built in wood, had a single story and was {{convert|57|m2}}.<ref >Thime (1999): 35</ref>


After Foss-Eikeland, the line crosses Figgjo River on a {{convert|30|m|adj=on}} long [[truss bridge]]. It passes Bråstein Station and continues up the steepest gradient at 1.5% to Figgjo Station.<ref name=t12 /> It had a {{convert|69|m|adj=on}} passing loop and a {{convert|50|m|adj=on}} long platform, and a {{convert|97|m2|sp=us|adj=on}} single-story station building in wood.<ref>Thime (1999): 62</ref> Ålgård Station was the largest on the line, with two tracks and a {{convert|120|m|sp=us|adj=on}} long platform, a {{convert|12.3|m|sp=us|adj=on}} long [[turntable (rail)|turntable]] and a {{convert|66|m2|sp=us|adj=on}} depot. The station was built in wood in two stories, and included living quarters for the station master.<ref>Thime (1999): 76</ref>
After Foss-Eikeland, the line crosses Figgjo River on a {{convert|30|m|adj=on}} long [[truss bridge]]. It passes Bråstein Station and continues up the steepest gradient at 1.5% to Figgjo Station.<ref name=t12 /> It had a {{convert|69|m|adj=on}} passing loop and a {{convert|50|m|adj=on}} long platform, and a {{convert|97|m2|sp=us|adj=on}} single-story station building in wood.<ref>Thime (1999): 62</ref> Ålgård Station was the largest on the line, with two tracks and a {{convert|120|m|sp=us|adj=on}} long platform, a {{convert|12.3|m|sp=us|adj=on}} long [[turntable (rail)|turntable]] and a {{convert|66|m2|sp=us|adj=on}} depot. The station was built in wood in two stories, and included living quarters for the station master.<ref>Thime (1999): 76</ref>


The line eventually received additional stops, and in 1955, there were stops at Holane, Vagle, Foss-Eikeland, Kalberg, Bråstein, Figgjo Fajanse, Figgjo, Figgjo fabrikker and Ålgård. Some trains operated to Sandnes Station, while other continued all the way to [[Stavanger Station]].<ref name=history>{{cite web |url=http://www.aalgaardbanens-venner.com/?q=node/4 |title=Historien |author=Friends of the Ålgård Line |accessdate=21 April 2010 | language=Norwegian}}</ref>
The line eventually received additional stops, and in 1955, there were stations at Holane, Vagle, Foss-Eikeland, Kalberg, Bråstein, Figgjo Fajanse, Figgjo, Figgjo fabrikker and Ålgård. Some trains operated to Sandnes Station, whilst others continued all the way to [[Stavanger Station]].<ref name=history>{{cite web |url=http://www.aalgaardbanens-venner.com/?q=node/4 |title=Historien |author=Friends of the Ålgård Line |accessdate=21 April 2010 | language=Norwegian}}</ref>


As of 1994, the line was intact and operational from Ganddal to Foss-Eigeland and the cement factory there. Here, an internal crane track has been welded across the line. From Foss-Eigeland to Figgjo, the track is intact. At Figgjo, a bridge has been demolished, and it is not possible to traverse that section. Except for a number of [[level crossing]]s where the tracks have been asphalted over, the line remains intact to Ålgård. At Ålgård Station the tracks have been removed, but the station building and depot remains. The station at Foss-Eigeland has been converted to a church, while the station at Figgjo had been taken over by a wholesaler.<ref>Aspenberg (1994): 231</ref> The line has officially been closed, but has not been abandoned. The [[Norwegian National Rail Administration]] retains ownership and can in the future renovate the line for operation.<ref name=onhold>{{cite web |title=Jernbaneverket vil beholde Ålgårdbanen |work=[[Stavanger Aftenblad]] |last=Ådnøy |first=Åsmund |date=30 July 2008 |page=3 |language=Norwegian}}</ref>
As of 1994, the line was intact and operational from Ganddal to Foss-Eigeland and the cement factory there. Here, an internal crane track has been welded across the line. From Foss-Eigeland to Figgjo, the track is intact. At Figgjo, a bridge has been demolished, and it is not possible to traverse that section. Except for a number of [[level crossing]]s where the tracks have been asphalted over, the line remains intact to Ålgård. At Ålgård Station the tracks have been removed, but the station building and depot remains. The station at Foss-Eigeland has been converted to a church, while the station at Figgjo had been taken over by a wholesaler.<ref>Aspenberg (1994): 231</ref> The line has officially been closed, but has not been abandoned. The [[Norwegian National Rail Administration]] retains ownership and can in the future renovate the line for operation.<ref name=onhold>{{cite web |title=Jernbaneverket vil beholde Ålgårdbanen |work=[[Stavanger Aftenblad]] |last=Ådnøy |first=Åsmund |date=30 July 2008 |page=3 |language=Norwegian}}</ref>
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[[File:Ålgård stasjon og kirke.jpg|thumb|left|Ålgård Station in 1924]]
[[File:Ålgård stasjon og kirke.jpg|thumb|left|Ålgård Station in 1924]]


The first plans to build a railway line along the route of the Ålgård Line was as part of the main route between Stavanger and Oslo. In 1873, County Engineer Th. Sejersted proposed a line running through [[Høgsfjord]], [[Dirdal]], [[Hunnedalen]], [[Sirdal]] and [[Hylestad]] and onwards through [[Telemark]] to [[Kongsberg]]. Through Rogaland, it would run further east than the [[Jæren Line]], which was under construction from Stavanger to Egersund. When the plans for a [[Sørland Line]], which would connect Stavanger to Oslo via [[Kristiansand]], started being developed in 1892, some of Sjersted's plans were reconsidered.<ref>Thime (1999): 7</ref>
The first plans to build a railway line along the route of the Ålgård Line was as part of the main route between Stavanger and Oslo. In 1873, County Engineer Th. Sejersted proposed a line running through [[Høgsfjord]], [[Dirdal]], [[Hunnedalen]], [[Sirdal]] and [[Hylestad]] and onwards through [[Telemark]] to [[Kongsberg]]. Through Rogaland, it would run further east than the [[Jæren Line]], which was under construction from Stavanger to Egersund. When the plans for a [[Sørland Line]], which would connect Stavanger to Oslo via [[Kristiansand]], started to be developed in 1892, some of Sjersted's plans were reconsidered.<ref>Thime (1999): 7</ref>


On 27 September 1894, a committee was established to plan a branch from the Jæren Line to Ålgård. The following year, the committee recommended that a line be built branching from [[Orstad]] in [[Klepp]], which would cost 348,000 [[Norwegian krone]] (NOK). Gjesdal Municipality offered NOK&nbsp;60,000 of the capital, on the basis that NSB would build and operate it. The state, on the other hand, wanted the line to be [[private railways of Norway|private]].<ref name=t8>Thime (1999): 8</ref>
On 27 September 1894, a committee was established to plan a branch from the Jæren Line to Ålgård. The following year, the committee recommended that a line be built branching from [[Orstad]] in [[Klepp]], which would cost 348,000 [[Norwegian krone]] (NOK). Gjesdal Municipality offered NOK&nbsp;60,000 of the capital, on the basis that NSB would build and operate it. The state, on the other hand, wanted the line to be [[private railways of Norway|private]].<ref name=t8>Thime (1999): 8</ref>
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A new committee was established in 1910, led by Mayor Sven Nilssen of Gjesdal, who was also director at Ålgårds Ullvarefabrikker. His company paid for traffic counting along the route, and the committee concluded that there was sufficient traffic to build a line. Two routes were proposed: one branching from [[Sandnes Station]] and one from Ganddal Station. The Ganddal alternative had lower investment costs, but would give higher operating costs; in 1913, investments were stipulated at NOKnbsp;787,800. Although NSB's board supported the line, construction was placed on hold.<ref name=t8 />
A new committee was established in 1910, led by Mayor Sven Nilssen of Gjesdal, who was also director at Ålgårds Ullvarefabrikker. His company paid for traffic counting along the route, and the committee concluded that there was sufficient traffic to build a line. Two routes were proposed: one branching from [[Sandnes Station]] and one from Ganddal Station. The Ganddal alternative had lower investment costs, but would give higher operating costs; in 1913, investments were stipulated at NOKnbsp;787,800. Although NSB's board supported the line, construction was placed on hold.<ref name=t8 />


In 1919, local politicians proposed that the line be built administratively as part of the Jæren Line, but this was rejected by the government.<ref name=t8 /> Instead, the ministry wanted to again consider the Ålgård Line as part of the Sørland Line, and proposed that the Ålgård Line be built with standard gauge—which would be used for the Sørland Line—instead of the narrow gauge used by the Jæren Line. However, the need for standard gauge would not be there until the Sørland Line was extended to Rogaland, so the line was planned built with narrow gauge track, but all other installations would be prepared for standard gauge.<ref name=t9>Thime (1999): 9</ref>
In 1919, local politicians proposed that the line be built administratively as part of the Jæren Line, but this was rejected by the government.<ref name=t8 /> Instead, the ministry wanted to again consider the Ålgård Line as part of the Sørland Line, and proposed that the Ålgård Line be built with standard gauge—which would be used for the Sørland Line—instead of the narrow gauge used by the Jæren Line. However, there would be no need for standard gauge until the Sørland Line was extended to Rogaland, so the line was planned to be built with narrow gauge track, but all other installations would be prepared for standard gauge.<ref name=t9>Thime (1999): 9</ref>


[[File:Ganddal stasjon2.jpg|thumb|[[Ganddal Station]], where the Ålgård Line branches off from the [[Sørland Line]]]]
[[File:Ganddal stasjon2.jpg|thumb|[[Ganddal Station]], where the Ålgård Line branches off from the [[Sørland Line]]]]
Siting of the Ålgård Line from Ganddal to Ålgård started in 1920. The final cost estimate was NOK&nbsp;2.82 million and the plan was passed by parliament on 20 July 1921 and construction commenced on 21 December.<ref>Thime (1999): 12</ref> The construction was organized by Just Broch and led by Olaf Bakke.<ref name=t13>Thime (1999): 13</ref> Between 200 and 250 people worked on the line during construction. Because of the [[depression of 1920–21|recession]], the railway works was seen as way to create jobs. Most of the workers came from Stavanger and nearly all had families to support.<ref>Thime (1999): 14</ref> The first train to operate on the line went from Stavanger on 20 December 1924, with the official opening taking place by [[Minister of Transport and Communications (Norway)|Minister of Labour]] [[Lars Oftedal]] when it reached Ålgård.<ref name=t13 /> The line became the last state-owned railway in Norway to be opened with narrow gauge.<ref name=a227 />
Siting of the Ålgård Line from Ganddal to Ålgård started in 1920. The final cost estimate was NOK&nbsp;2.82 million and the plan was passed by parliament on 20 July 1921 and construction commenced on 21 December.<ref>Thime (1999): 12</ref> The construction was organized by Just Broch and led by Olaf Bakke.<ref name=t13>Thime (1999): 13</ref> Between 200 and 250 people worked on the line during construction. Because of the [[depression of 1920–21|recession]], the railway works were seen as way to create jobs. Most of the workers came from Stavanger and nearly all had families to support.<ref>Thime (1999): 14</ref> The first train to operate on the line went from Stavanger on 20 December 1924, with the official opening by [[Minister of Transport and Communications (Norway)|Minister of Labour]] [[Lars Oftedal]] taking place when it reached Ålgård.<ref name=t13 /> The line became the last state-owned railway in Norway to be opened with narrow gauge.<ref name=a227 />


To begin with, there were one or two daily round trips with [[steam locomotive]]-hauled trains.<ref name=a228>Aspenberg (1994): 228</ref> In the first year of operation, the line transported 18,500 passengers. The initial ticket price from Sandnes to Ålgård was NOK&nbsp;1.50, compared to NOK&nbsp;1 for a bus ticket. This was in part because NSB operated with a standard price based on the length of the line, and the line was longer than the corresponding roads. After a while the NSB board accepted that tickets be priced as if they were the length of the road, and the price was reduced to NOK&nbsp;1.10. Because of competition from truck drivers picking up random passengers for NOK&nbsp;0.75, the price was then reduced to NOK&nbsp;0.80 in 1927. The line made a profit during until the late 1940s, after which it started to operate with a deficit. In 1948–49, the line transported 79,700 passengers.<ref name=t15>Thime (1999): 15</ref>
At the start, there were one or two daily round trips with [[steam locomotive]]-hauled trains.<ref name=a228>Aspenberg (1994): 228</ref> In the first year of operation, the line transported 18,500 passengers. The initial ticket price from Sandnes to Ålgård was NOK&nbsp;1.50, compared to NOK&nbsp;1 for a bus ticket. This was in part because NSB operated with a standard price based on the length of the line, and the line was longer than the corresponding roads. After a while the NSB board accepted that tickets be priced as if they were the length of the road, and the price was reduced to NOK&nbsp;1.10. Because of competition from truck drivers picking up random passengers for NOK&nbsp;0.75, the price was then reduced to NOK&nbsp;0.80 in 1927. The line made a profit during until the late 1940s, after which it started to operate with a deficit. In 1948–49, the line transported 79,700 passengers.<ref name=t15>Thime (1999): 15</ref>


In 1923, the [[Parliament of Norway]] voted for a plan for the Sørland Line which involved it running via [[Bjerkreim]] instead of the city of Egersund, and onwards via Gjesdal. This plan involved the section from Ganddal to Stavanger having [[dual gauge]]. During further planning, it became clear that Gjesdal alternative, although {{convert|15|km}} shorter, had too much elevation difference than connecting the Sørland Line to the Jæren Line. This changed the NSB board's and [[Rogaland County Municipality|Rogaland County Council]]'s opinion, and the Jæren alternative was chosen.<ref name=t9 /> The final decision to build via Jæren was made by parliament in 1937.<ref>Thime (1999): 11</ref>
In 1923, the [[Parliament of Norway]] voted for a plan for the Sørland Line to run via [[Bjerkreim]] instead of the city of Egersund, and then onwards via Gjesdal. This plan meant that the section from Ganddal to Stavanger would have [[dual gauge]]. During further planning, it became clear that the Gjesdal alternative, although {{convert|15|km}} shorter, had a greater elevation difference than that needed for connecting the Sørland Line to the Jæren Line. This changed the NSB board's and [[Rogaland County Municipality|Rogaland County Council]]'s opinion, and the Jæren alternative was chosen.<ref name=t9 /> The final decision to build via Jæren was made by parliament in 1937.<ref>Thime (1999): 11</ref>


An inter-municipal railway committee was established in 1941. Led by Sigval Bergesen, it considered the possibility of extending the Ålgård Line towards Hunnedalen via [[Setesdalsheiene]] to [[Lunde, Telemark|Lunde]] in Telemark. The line would be built with higher standard than the Sørland Line and have a shorter route, allowing travel time from Stavanger to Oslo to be reduced to four to five hours. A detailed plan was made for the extension from Ålgård to the county border with Telemark. To consider the proposal, parliament established a committee in 1949 to look at the various proposals. After considering the impact and value of the various railways that had been proposed in the 1940s, it recommended not building the Inner Trunk Line, as the expansion had been christened.<ref name=history />
An inter-municipal railway committee was established in 1941. Led by Sigval Bergesen, it considered the possibility of extending the Ålgård Line towards Hunnedalen via [[Setesdalsheiene]] to [[Lunde, Telemark|Lunde]] in Telemark. The line would be built with a higher standard than the Sørland Line and have a shorter route, allowing travel time from Stavanger to Oslo to be reduced to four to five hours. A detailed plan was made for the extension from Ålgård to the county border with Telemark. To consider the proposal, parliament established a committee in 1949 to look at the various proposals. After considering the impact and value of the various railways that had been proposed in the 1940s, it recommended not building the Inner Trunk Line, as the expansion had been christened.<ref name=history />


[[File:Ålgård Station.jpg|thumb|left|Ålgård Station, the terminus]]
[[File:Ålgård Station.jpg|thumb|left|Ålgård Station, the terminus]]
In 1930, an [[NSB Class Cmb1]] diesel multiple unit was taken into use, and the number of daily trips increased to four. On days with heavy traffic, it hauled a trailer, which was normally stationed at [[Sandnes Station]].<ref name=a228 /> On 10 November 1935, the new Ganddal Station opened, simplifying the stopping at the station.<ref name=t23 /> During [[World War II]], the multiple units were disused, and instead the trains were hauled with steam locomotives. From 1 May 1944, the line was converted to standard gauge, and [[NSB Class 14]] multiple units were taken into use, running on [[wood gas]] until the end of the war. In 1945, there were four daily round trips, but at the start of 1946, the number of daily round trips increased to six, and from mid-1946, to ten. From 1947 to 1953, there were eight or nine daily round trips, and from 1953 ten. Class 14 was eventually replaced with [[NSB Class 86]] and [[NSB Class 87]] in 1953.<ref name=a228 /> By then, the driving time from Ålgård to Sandnes had been reduced from 38 to 25&nsbp;minutes.<ref name=t15 />
In 1930, an [[NSB Class Cmb1]] diesel multiple unit was taken into use, and the number of daily trips increased to four. On days with heavy traffic, it hauled a trailer, which was normally stationed at [[Sandnes Station]].<ref name=a228 /> On 10 November 1935, the new Ganddal Station opened, simplifying the stopping at the station.<ref name=t23 /> During [[World War II]], the multiple units were disused, and instead the trains were hauled with steam locomotives. From 1 May 1944, the line was converted to standard gauge, and [[NSB Class 14]] multiple units were taken into use, running on [[wood gas]] until the end of the war. In 1945, there were four daily round trips, but at the start of 1946, the number of daily round trips increased to six, and from mid-1946, to ten. From 1947 to 1953, there were eight or nine daily round trips, and from 1953 ten. Class 14 was eventually replaced with [[NSB Class 86]] and [[NSB Class 87]] in 1953.<ref name=a228 /> By then, the driving time from Ålgård to Sandnes had been reduced from 38 to 25&nsbp;minutes.<ref name=t15 />


In the 1940s and 1950s, several companies started a competing bus service. There were accusations that the route was cross-subsidized and the [[price dumping]] was occurring along the route from Sandnes to Ålgård.<ref name=history /> In the early 1950s, discussion started about closing the line, and on 1 November 1955, all passenger transport was terminated,<ref name=a230>Aspenberg (1994): 230</ref> after a decision in parliament on 26 May 1955.<ref>Thime (1999): 17</ref> This is the line in Norway with the most frequent passenger traffic to be closed.<ref name=a230 />
In the 1940s and 1950s, several companies started a competing bus service. There were accusations that the route was cross-subsidized and that [[price dumping]] was occurring along the route from Sandnes to Ålgård.<ref name=history /> In the early 1950s, discussion started about closing the line, and on 1 November 1955, all passenger transport was terminated,<ref name=a230>Aspenberg (1994): 230</ref> after a decision in parliament on 26 May 1955.<ref>Thime (1999): 17</ref> This was the line with the most frequent passenger traffic in Norway to be closed.<ref name=a230 />


After it was decided that the passenger transport on the railway was to be terminated, both NSB's [[Nettbuss|bus division]] and other private companies, particularly Sverre Hage's, wanted to have the [[concession (contract)|concession]] to operate the line. Both established a bus services with a frequency as if the other operator did not exist. At the peak of the conflict, NSB's operations were at one point stopped by the police, although in the end, the concession was granted to them. As a response, Haga applied for concession to operate passenger transport on the railway, but this was denied by the authorities. The transfer to bus operations increased the ticket prices and travel time.<ref name=history />
After it was decided that passenger transport on the railway was to be terminated, both NSB's [[Nettbuss|bus division]] and other private companies, particularly Sverre Hage's, wanted to have the [[concession (contract)|concession]] to operate the line. Both established a bus services with a frequency as if the other operator did not exist. At the peak of the conflict, NSB's operations were at one point stopped by the police, although in the end, the concession was granted to them. As a response, Haga applied for concession to operate passenger transport on the railway, but this was denied by the authorities. The transfer to bus operations increased the ticket prices and travel time.<ref name=history />


Freight trains remained to the various industrial companies along the line until the 1980s, when traffic sank drastically. From 1988 the line was closed from Foss-Eigeland, although the line from there to Ganddal was kept for use for a cement factory.
Freight trains to the various industrial companies along the line remained until the 1980s, when traffic sank drastically. From 1988, the line was closed from Foss-Eigeland, although the line from there to Ganddal was kept for use for a cement factory.<ref name=a230 /> Until 2001 only the three first kilometers of the line were used, for transport of concrete structures, but then the Norwegian National Rail Administration stopped all traffic on the line.<ref name=onhold />
<ref name=a230 /> Until 2001 only the three first kilometers of the line were used for transport of concrete structures, but then the Norwegian National Rail Administration stopped allowing traffic on the line.<ref name=onhold />


==Heritage==
==Heritage==
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==Future==
==Future==
Several local politicians have proposed re-opening the line and either making it part of the [[Jæren Commuter Rail]] or part of the planned [[light rail]] in [[Greater Stavanger]].<ref>{{cite web |title=– Ålgårdbanen må gjenåpnes |work=[[Stavanger Aftenblad]] |last=Bjørnå |first=Tove M. E. |date=30 August 2007 |page=2 |language=Norwegian}}</ref> Also the Norwegian National Rail Administration has supported a future re-opening of the line.<ref name=onhold /> Estimates show that the line has a traffic potential for 600,000 passengers per year.<ref>{{cite web |url=http://www.jernbaneverket.no/PageFiles/9469/Utviklingsplan%20J%C3%A6rbanen.pdf |title=Utviklingsplan for Jærbanen |author=[[Norwegian National Rail Administration]] |page=6 |date=4 September 2009 |accessdate=21 April 2010 | language=Norwegian}}</ref> The estimated cost of re-opening the line is NOK&nbsp;500 million.<ref>{{cite web |url=http://www.aalgaardbanens-venner.com/?q=node/5 |title=Banens framtid |author=Friends of the Ålgård Line |accessdate=21 April 2010 | language=Norwegian}}</ref> The [[Centre Party (Norway)|Center Party]] has proposed converting the line to a bus lane.<ref>{{cite web |title=Her vil Sp kjøre buss |work=[[Stavanger Aftenblad]] |last=Bjørnå |first=Tove M. E. |date=22 April 2008 |pages=8–9 |language=Norwegian}}</ref> The borough council of Figgjo has voted to convert the line to a bicycle path, but this has been rejected by the National Rail Administration.<ref name=onhold />
Several local politicians have proposed re-opening the line and either making it part of the [[Jæren Commuter Rail]] or part of the planned [[light rail]] in [[Greater Stavanger]].<ref>{{cite web |title=– Ålgårdbanen må gjenåpnes |work=[[Stavanger Aftenblad]] |last=Bjørnå |first=Tove M. E. |date=30 August 2007 |page=2 |language=Norwegian}}</ref> Additionally, the Norwegian National Rail Administration has supported a future re-opening of the line.<ref name=onhold /> Estimates show that the line has a traffic potential for 600,000 passengers per year.<ref>{{cite web |url=http://www.jernbaneverket.no/PageFiles/9469/Utviklingsplan%20J%C3%A6rbanen.pdf |title=Utviklingsplan for Jærbanen |author=[[Norwegian National Rail Administration]] |page=6 |date=4 September 2009 |accessdate=21 April 2010 | language=Norwegian}}</ref> The estimated cost of re-opening the line is NOK&nbsp;500 million.<ref>{{cite web |url=http://www.aalgaardbanens-venner.com/?q=node/5 |title=Banens framtid |author=Friends of the Ålgård Line |accessdate=21 April 2010 | language=Norwegian}}</ref> The [[Centre Party (Norway)|Center Party]] has proposed converting the line to a bus lane.<ref>{{cite web |title=Her vil Sp kjøre buss |work=[[Stavanger Aftenblad]] |last=Bjørnå |first=Tove M. E. |date=22 April 2008 |pages=8–9 |language=Norwegian}}</ref> The borough council of Figgjo has voted to convert the line to a bicycle path, but this has been rejected by the National Rail Administration.<ref name=onhold />


==References==
==References==

Revision as of 20:16, 4 May 2010

Ålgård Line
Foss-Eikeland
Overview
StatusAbandoned
OwnerNorwegian National Rail Administration
Termini
Stations10
Service
TypeRailway
SystemNorwegian railway
History
Opened20 December 1924
Closed2001
Technical
Line length12.24 km (7.61 mi)
Track gauge1,435 mm (4 ft 8+1⁄2 in)
Highest elevation94.0 m (308.4 ft) amsl
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The Ålgård Line (Norwegian: Ålgårdbanen) is a closed, but not abandoned, railway line between Ganddal and Ålgård in Rogaland, Norway. The 12.24-kilometre (7.61 mi) line was built as a narrow gauge branch line of the Jæren Line by the Norwegian State Railways (NSB) and opened in 1924. It runs through the villages of Foss-Eikeland and Figgjo in Sandnes to Ålgård in Gjesdal. Several proposals were made for the Ålgård Line to become the first part of the main line from Stavanger to Oslo, but instead the Sørland Line was connected to the Jæren Line in 1944. At the same time, the Ålgård Line was upgraded to standard gauge.

The line had up to ten daily round trips with diesel multiple units, until passenger traffic was terminated in 1955. Freight traffic remained until 1988, when most of the line was abandoned in 1988, although 3 kilometers (2 mi) was used until 2001. The line is owned by the Norwegian National Rail Administration. The station at Figgjo has been converted to a museum, and the 3-kilometer (2 mi) section from there to Ålgård is used for recreational draisines. There have been proposals to reopen the line either as part of the Jæren Commuter Rail or the planned light rail for Greater Stavanger.

Route

The Ålgård Line runs 12.24 kilometers (7.61 mi) from Ganddal to Ålgård.[1] The whole line was built with NSB's standard for main lines, with a maximum gradient of 1.5% and minimum curve radius of 300 metres (980 ft).[2] It branches off from the Sørland Line (previously the Jæren Line) north of Ganddal Station, 18 kilometers (11 mi) south of Stavanger. When the line opened, Ganddal Station was located south of the creek Stokkelandselven, but it was moved further north in 1935 to simplify operations.[3] The line continues over Stokkelandsevlen on a 7.5-meter (25 ft) long bridge, and follows the creek until it reaches Foss-Eikeland, 3.43 kilometres (2.13 mi) from Ganddal.[2] Foss-Eikeland had a 91-meter (299 ft) long passing loop and a 40-metre (130 ft) long platform. The station building was built in wood, had a single story and was 57 square metres (610 sq ft).[4]

After Foss-Eikeland, the line crosses Figgjo River on a 30-metre (98 ft) long truss bridge. It passes Bråstein Station and continues up the steepest gradient at 1.5% to Figgjo Station.[2] It had a 69-metre (226 ft) passing loop and a 50-metre (160 ft) long platform, and a 97-square-meter (1,040 sq ft) single-story station building in wood.[5] Ålgård Station was the largest on the line, with two tracks and a 120-meter (390 ft) long platform, a 12.3-meter (40 ft) long turntable and a 66-square-meter (710 sq ft) depot. The station was built in wood in two stories, and included living quarters for the station master.[6]

The line eventually received additional stops, and in 1955, there were stations at Holane, Vagle, Foss-Eikeland, Kalberg, Bråstein, Figgjo Fajanse, Figgjo, Figgjo fabrikker and Ålgård. Some trains operated to Sandnes Station, whilst others continued all the way to Stavanger Station.[7]

As of 1994, the line was intact and operational from Ganddal to Foss-Eigeland and the cement factory there. Here, an internal crane track has been welded across the line. From Foss-Eigeland to Figgjo, the track is intact. At Figgjo, a bridge has been demolished, and it is not possible to traverse that section. Except for a number of level crossings where the tracks have been asphalted over, the line remains intact to Ålgård. At Ålgård Station the tracks have been removed, but the station building and depot remains. The station at Foss-Eigeland has been converted to a church, while the station at Figgjo had been taken over by a wholesaler.[8] The line has officially been closed, but has not been abandoned. The Norwegian National Rail Administration retains ownership and can in the future renovate the line for operation.[9]

History

Ålgård Station in 1924

The first plans to build a railway line along the route of the Ålgård Line was as part of the main route between Stavanger and Oslo. In 1873, County Engineer Th. Sejersted proposed a line running through Høgsfjord, Dirdal, Hunnedalen, Sirdal and Hylestad and onwards through Telemark to Kongsberg. Through Rogaland, it would run further east than the Jæren Line, which was under construction from Stavanger to Egersund. When the plans for a Sørland Line, which would connect Stavanger to Oslo via Kristiansand, started to be developed in 1892, some of Sjersted's plans were reconsidered.[10]

On 27 September 1894, a committee was established to plan a branch from the Jæren Line to Ålgård. The following year, the committee recommended that a line be built branching from Orstad in Klepp, which would cost 348,000 Norwegian krone (NOK). Gjesdal Municipality offered NOK 60,000 of the capital, on the basis that NSB would build and operate it. The state, on the other hand, wanted the line to be private.[11]

A new committee was established in 1910, led by Mayor Sven Nilssen of Gjesdal, who was also director at Ålgårds Ullvarefabrikker. His company paid for traffic counting along the route, and the committee concluded that there was sufficient traffic to build a line. Two routes were proposed: one branching from Sandnes Station and one from Ganddal Station. The Ganddal alternative had lower investment costs, but would give higher operating costs; in 1913, investments were stipulated at NOKnbsp;787,800. Although NSB's board supported the line, construction was placed on hold.[11]

In 1919, local politicians proposed that the line be built administratively as part of the Jæren Line, but this was rejected by the government.[11] Instead, the ministry wanted to again consider the Ålgård Line as part of the Sørland Line, and proposed that the Ålgård Line be built with standard gauge—which would be used for the Sørland Line—instead of the narrow gauge used by the Jæren Line. However, there would be no need for standard gauge until the Sørland Line was extended to Rogaland, so the line was planned to be built with narrow gauge track, but all other installations would be prepared for standard gauge.[12]

Ganddal Station, where the Ålgård Line branches off from the Sørland Line

Siting of the Ålgård Line from Ganddal to Ålgård started in 1920. The final cost estimate was NOK 2.82 million and the plan was passed by parliament on 20 July 1921 and construction commenced on 21 December.[13] The construction was organized by Just Broch and led by Olaf Bakke.[14] Between 200 and 250 people worked on the line during construction. Because of the recession, the railway works were seen as way to create jobs. Most of the workers came from Stavanger and nearly all had families to support.[15] The first train to operate on the line went from Stavanger on 20 December 1924, with the official opening by Minister of Labour Lars Oftedal taking place when it reached Ålgård.[14] The line became the last state-owned railway in Norway to be opened with narrow gauge.[1]

At the start, there were one or two daily round trips with steam locomotive-hauled trains.[16] In the first year of operation, the line transported 18,500 passengers. The initial ticket price from Sandnes to Ålgård was NOK 1.50, compared to NOK 1 for a bus ticket. This was in part because NSB operated with a standard price based on the length of the line, and the line was longer than the corresponding roads. After a while the NSB board accepted that tickets be priced as if they were the length of the road, and the price was reduced to NOK 1.10. Because of competition from truck drivers picking up random passengers for NOK 0.75, the price was then reduced to NOK 0.80 in 1927. The line made a profit during until the late 1940s, after which it started to operate with a deficit. In 1948–49, the line transported 79,700 passengers.[17]

In 1923, the Parliament of Norway voted for a plan for the Sørland Line to run via Bjerkreim instead of the city of Egersund, and then onwards via Gjesdal. This plan meant that the section from Ganddal to Stavanger would have dual gauge. During further planning, it became clear that the Gjesdal alternative, although 15 kilometres (9.3 mi) shorter, had a greater elevation difference than that needed for connecting the Sørland Line to the Jæren Line. This changed the NSB board's and Rogaland County Council's opinion, and the Jæren alternative was chosen.[12] The final decision to build via Jæren was made by parliament in 1937.[18]

An inter-municipal railway committee was established in 1941. Led by Sigval Bergesen, it considered the possibility of extending the Ålgård Line towards Hunnedalen via Setesdalsheiene to Lunde in Telemark. The line would be built with a higher standard than the Sørland Line and have a shorter route, allowing travel time from Stavanger to Oslo to be reduced to four to five hours. A detailed plan was made for the extension from Ålgård to the county border with Telemark. To consider the proposal, parliament established a committee in 1949 to look at the various proposals. After considering the impact and value of the various railways that had been proposed in the 1940s, it recommended not building the Inner Trunk Line, as the expansion had been christened.[7]

Ålgård Station, the terminus

In 1930, an NSB Class Cmb1 diesel multiple unit was taken into use, and the number of daily trips increased to four. On days with heavy traffic, it hauled a trailer, which was normally stationed at Sandnes Station.[16] On 10 November 1935, the new Ganddal Station opened, simplifying the stopping at the station.[3] During World War II, the multiple units were disused, and instead the trains were hauled with steam locomotives. From 1 May 1944, the line was converted to standard gauge, and NSB Class 14 multiple units were taken into use, running on wood gas until the end of the war. In 1945, there were four daily round trips, but at the start of 1946, the number of daily round trips increased to six, and from mid-1946, to ten. From 1947 to 1953, there were eight or nine daily round trips, and from 1953 ten. Class 14 was eventually replaced with NSB Class 86 and NSB Class 87 in 1953.[16] By then, the driving time from Ålgård to Sandnes had been reduced from 38 to 25&nsbp;minutes.[17]

In the 1940s and 1950s, several companies started a competing bus service. There were accusations that the route was cross-subsidized and that price dumping was occurring along the route from Sandnes to Ålgård.[7] In the early 1950s, discussion started about closing the line, and on 1 November 1955, all passenger transport was terminated,[19] after a decision in parliament on 26 May 1955.[20] This was the line with the most frequent passenger traffic in Norway to be closed.[19]

After it was decided that passenger transport on the railway was to be terminated, both NSB's bus division and other private companies, particularly Sverre Hage's, wanted to have the concession to operate the line. Both established a bus services with a frequency as if the other operator did not exist. At the peak of the conflict, NSB's operations were at one point stopped by the police, although in the end, the concession was granted to them. As a response, Haga applied for concession to operate passenger transport on the railway, but this was denied by the authorities. The transfer to bus operations increased the ticket prices and travel time.[7]

Freight trains to the various industrial companies along the line remained until the 1980s, when traffic sank drastically. From 1988, the line was closed from Foss-Eigeland, although the line from there to Ganddal was kept for use for a cement factory.[19] Until 2001 only the three first kilometers of the line were used, for transport of concrete structures, but then the Norwegian National Rail Administration stopped all traffic on the line.[9]

Heritage

Figgjo Station has been transformed into a museum about the line.

The non-profit organization Friends of the Ålgård Line (Norwegian: Ålgårdbanens venner) have preserved 3 kilometres (2 mi) of the line and the Figgjo Station. The station has been converted to a museum, while the railway between Figgjo and Ålgård is used for renting out draisines. At Figgjo, there is a railway car and a shunter on display.[21]

Future

Several local politicians have proposed re-opening the line and either making it part of the Jæren Commuter Rail or part of the planned light rail in Greater Stavanger.[22] Additionally, the Norwegian National Rail Administration has supported a future re-opening of the line.[9] Estimates show that the line has a traffic potential for 600,000 passengers per year.[23] The estimated cost of re-opening the line is NOK 500 million.[24] The Center Party has proposed converting the line to a bus lane.[25] The borough council of Figgjo has voted to convert the line to a bicycle path, but this has been rejected by the National Rail Administration.[9]

References

  1. ^ a b Aspenberg (1994): 227
  2. ^ a b c Thime (1999): 12
  3. ^ a b Thime (1999): 23
  4. ^ Thime (1999): 35
  5. ^ Thime (1999): 62
  6. ^ Thime (1999): 76
  7. ^ a b c d Friends of the Ålgård Line. "Historien" (in Norwegian). Retrieved 21 April 2010.
  8. ^ Aspenberg (1994): 231
  9. ^ a b c d Ådnøy, Åsmund (30 July 2008). "Jernbaneverket vil beholde Ålgårdbanen". Stavanger Aftenblad (in Norwegian). p. 3. {{cite web}}: Missing or empty |url= (help)
  10. ^ Thime (1999): 7
  11. ^ a b c Thime (1999): 8
  12. ^ a b Thime (1999): 9
  13. ^ Thime (1999): 12
  14. ^ a b Thime (1999): 13
  15. ^ Thime (1999): 14
  16. ^ a b c Aspenberg (1994): 228
  17. ^ a b Thime (1999): 15
  18. ^ Thime (1999): 11
  19. ^ a b c Aspenberg (1994): 230
  20. ^ Thime (1999): 17
  21. ^ Friends of the Ålgård Line. "Dresinsykling" (in Norwegian). Retrieved 21 April 2010.
  22. ^ Bjørnå, Tove M. E. (30 August 2007). "– Ålgårdbanen må gjenåpnes". Stavanger Aftenblad (in Norwegian). p. 2. {{cite web}}: Missing or empty |url= (help)
  23. ^ Norwegian National Rail Administration (4 September 2009). "Utviklingsplan for Jærbanen" (PDF) (in Norwegian). p. 6. Retrieved 21 April 2010.
  24. ^ Friends of the Ålgård Line. "Banens framtid" (in Norwegian). Retrieved 21 April 2010.
  25. ^ Bjørnå, Tove M. E. (22 April 2008). "Her vil Sp kjøre buss". Stavanger Aftenblad (in Norwegian). pp. 8–9. {{cite web}}: Missing or empty |url= (help)

Bibliography

Wikimedia Commons has media related to Ålgårdbanen.

58°N 5°E / 58°N 5°E / 58; 5

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