Full resolution (JPEG) - On this page / på denna sida - Means of Communication, by Bernh. Andersen, Andr. M. Hansen and J. T. Sommerschild
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Norway (via Kristiansand), to the Western Railway and Kristiania.
It is estimated, that this line with its branches to the numerous
coast towns, will be more than 370 miles in length. This line
too, has to be taken through a mountain country that is very
expensive to work; of the 10 miles nearest Flekkefjord now under
construction, more than 3 miles is tunnel.
The construction of vet another trunk line was also entered
upon in 1894, by the concession to the line from Hell, on the
Meraker line, to Sunde on Lake Snaasen. This is the Nordland
Railway, which will be extended northwards along the longitudinal
valleys of Nordland, round the heads of the fjords, probably
entering the polar circle, to Bodø, about 300 miles. Farther north,
the wild, mountainous character of the country probably presents
insurmountable difficulties.
In order to complete the great natural main lines of the
Norwegian railway system, as indicated by the structure of the
country and the distribution of its inhabited parts (see the map),
there still remains a continuation of the Northern Railway from
Gjøvik via Gudbrandsdalen to Trondhjem, with a branch line to
Romsdalen (if continued to Molde about 250 miles of new line).
By this central line a systematic connection between the chief
divisions of the country will be completed and all the existing
railways of the country will be connected with the exception of
the Ofoten Railway. It will be seen, however, that more than ⅓
of this trunk line system still remains to be determined upon and
laid. It amounts altogether to more than 2,500 miles, a truly great
task to be undertaken by a people numbering 2,000,000 persons.
The limited amount of traffic on our railways very soon
resulted in efforts to reduce, as far as possible, the cost of their
construction. The Kristiania and Eidsvold Line, and later on the
Kongsvinger Line were laid with the normal gauge (4.708 ft.).
Subsequently, however, for a number of years, a narrower gauge
(3.5 ft.) was employed even in lines which have afterwards
become links in the trunk line system of the country. As, in
addition to the narrow gauge, the whole fitting-up was of a plainer
kind, it was found that the cost of construction of the
narrow-gauge [[** sjk]] lines was considerably cheaper. At the same time, however,
lines with a normal gauge were still constructed. This difference
of gauge necessarily caused great inconvenience, especially in the
main lines; and when once the division was introduced, it was
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