Thamshavnbanen is more than just a name on a map; it’s a living piece of Norwegian industrial and transport history. As Norway’s very first electric railway, it represents a pioneering spirit and technological innovation that shaped development in the Orkladalen valley and put Norway on the map in electric railway operations. Join us on a journey through the line’s fascinating history, from the ambitious plans at the end of the 19th century, through dramatic war years, to its current role as a cherished museum railway.
From Idea to Reality Building a Pioneer Railway
The story of Thamshavnbanen is inextricably linked to the enterprising industrial magnate Christian Thams and the development of mining operations at Løkken Verk. Thams acquired the mine in 1896 and quickly realized the need for modern transport to bring the valuable copper-bearing pyrites from the inland mines down to the coast for shipping. The idea of a railway took shape, and in 1897, together with Christian Salvesen, he applied for a concession. The following year, on July 18, 1898, the company Chr. Salvesen & Chr. Thams’s Communications Aktieselskab was founded. The company’s purpose was not only to build and operate the railway between Thamshavn on the Orkdalsfjord and the mines at Løkken but also to supply electric power for operations, partly from the Skjennaldfossen waterfall. The choice fell on electric operation using alternating current, a bold and innovative decision at the time. The railway was built with a metre gauge (1000 mm track width), a combination that, as highlighted by Små reisehistorier, makes it unique in the world.
Construction began in 1906, and progress was swift. As early as July 10, 1908, the first section of the line, between Thamshavn and Svorkmo, was opened with great celebration. King Haakon VII himself performed the official opening, travelling in the specially built saloon carriage that later became known as ‘Kongevogna’ (the King’s Carriage), a carriage now beautifully displayed at the Orkla Industrimuseum. This carriage, also mentioned on Skinnelangs, became a symbol of the railway’s status. The extension to Løkken Verk was already underway, and although the line was operational for ore transport from the autumn of 1908, the final section, completing the entire line of just over 25 kilometers, was officially opened by Prime Minister Wollert Konow on August 15, 1910, an event documented on DigitaltMuseum. From the outset, the railway was crucial for transporting pyrites, but it also provided vital passenger services for the local communities along the Orkladalen valley.
War Years and Sabotage Thamshavnbanen During World War II
Strategic Importance Under Occupation
When Norway was occupied by Germany in 1940, Thamshavnbanen and the Løkken Verk mines took on a grim strategic significance. The mines supplied large quantities of pyrites, a crucial raw material for the German war industry – potentially up to 25% of Germany’s needs. Almost all production was already going to Germany before the war broke out. The occupying forces therefore quickly seized Løkken and the surrounding area to ensure the continuity of production and transport. For the Norwegian government-in-exile in London and the Allies, halting or at least limiting this export became critical. Bombing was considered, but the decision was made to carry out sabotage actions by Norwegian resistance fighters.
Sabotage Actions Against the Railway
The first approved sabotage action on Norwegian soil during the war, Operation Redshank, directly targeted Thamshavnbanen. On the night of May 4, 1942, commandos from Kompani Linge blew up the transformer station at Bårdshaug. This drastically reduced the power supply and limited the capacity for heavy ‘kistog’ (trains specifically for carrying pyrites) for a long time. Although traffic gradually resumed, using hired steam locomotives and smaller train sets, the action sent a clear message. Several more sabotage actions followed, as detailed on Wikipedia. On October 31, 1943, simultaneous actions were carried out at Thamshavn, Orkanger, and Løkken, destroying locomotives and railcars. A unique photograph from the action at Løkken, where Torfinn Bjørnaas blew up a locomotive and a railcar, is now displayed at the Orkla Industrimuseum. Later actions in 1944 destroyed further rolling stock, including locomotive No. 7 between Svorkmo and Øyum on May 9th, and the remaining railcar in a fire on June 1st. These brave acts, often carried out by people with local ties, significantly reduced ore transport at times and likely spared Løkken from extensive bombing.
German Countermeasures and Rebuilding Attempts
The Germans attempted to counteract the sabotage. They hired five steam locomotives from Germany after the first major action, but these had limited hauling capacity. Later, they acquired two larger steam locomotives (Type 9922). The management at Salvesen & Thams insisted that these should only be operated by German crews, citing that the Norwegian drivers were only trained on electric stock – an effort to protect their own employees. The most drastic countermeasure was the decision to convert the entire line to a three-rail track (combined metre and standard gauge) to enable the use of standard gauge locomotives from the Norwegian State Railways (NSB) to haul the narrow-gauge wagons. Work began in August 1944, using German pioneers and prisoners of war as labour, against the railway company’s protests. The conversion, which included a realignment with the line’s only tunnel through the challenging ‘Klingliene’ section (known for its sharp curves), was declared complete on May 7, 1945 – the day before liberation. The entire project, costing 5-6 million kroner, was thus completely wasted.
Reconstruction Decline and New Life as a Heritage Railway
Post-War Repairs and New Equipment
After liberation in 1945, Thamshavnbanen faced enormous cleanup and repair work. Much equipment was destroyed or worn out. NSB quickly removed the extra rails the Germans had laid, as they were needed elsewhere. The priority was to get the remaining electric rolling stock operational again. With only one electric shunting locomotive and several steam locomotives functional, it took time. The two large ore train locomotives (like No. 8, seen on DigitaltMuseum) were repaired during 1946. Since both railcars were destroyed, the shunting locomotives also had to be used for passenger traffic for a period. To meet the need and phase out the steam locomotives, three new electric locomotives were delivered from NEBB and Skabo in 1950 (one ore train locomotive, Nos. 1, and two passenger train locomotives, Nos. 5 and 6). Two diesel-mechanical shunting locomotives (Nos. 9 and 10) arrived in 1952, and the last steam locomotives were scrapped in 1953.
Decline in Passenger and Freight Traffic
Although the line was rebuilt, competition from road transport began to be felt as early as the 1950s, especially for passenger traffic. The desire to focus on the still important ore transport led the company to apply for permission to discontinue passenger services. This was granted, and the last scheduled passenger train ran on April 30, 1963. Bus routes, operated by a company owned by Salvesen & Thams, took over. However, the ore trains continued to run for over ten more years. But changes in mining operations and falling sulphur prices dramatically reduced transport needs. On May 29, 1974, the last official ore train ran from Løkken Verk to the port at Thamshavn. The line was never formally closed, however, but placed in ‘operational standby’.
Thamshavnbanens Venner and the Museum Railway
Fortunately, the silence along the tracks did not last forever. In 1982, a group of local enthusiasts and railway preservationists took the initiative and founded ‘Thamshavnbanens Venner’ (Friends of Thamshavnbanen). Their goal was to bring the railway back to life as a museum line. And they succeeded! On July 10, 1983, exactly 75 years after the initial opening, the first heritage train ran on the section between Løkken Verk and Svorkmo. It must have been a fantastic day for everyone involved! Since then, the museum line has been gradually extended, first to Fannrem (1999) and later to Bårdshaug. Today, visitors can experience a 22-kilometer journey through the beautiful Orkladalen valley in the restored, original teak carriages from 1908, an experience offered by Orkla Industrimuseum and promoted by organisations like Visit Norway.
A Living Technical Heritage Thamshavnbanens Unique Legacy
Thamshavnbanen is so much more than just a railway. It is a national treasure and a technical monument of international importance. Not only is it Norway’s oldest electric railway, but it is also the world’s oldest railway still operating on alternating current. Consider that! It represents a time when Norwegian engineering skill and industrial courage took great leaps forward. Although the very first electric line in Norway was technically a short industrial railway at Skotfos Brug from 1892, Thamshavnbanen was the first electric railway built for public freight and passenger traffic, truly setting the standard, as also noted by Tog24.no. The line’s technical specifications are also fascinating: metre gauge, AC power, Norway’s second steepest adhesion railway line with a gradient of 44 per mille (4.4%), and Norway’s tightest curve radius currently in operation at just 60 meters. This testifies to the challenges overcome when the line was built through the hilly terrain of Orkladalen.
Travelling on Thamshavnbanen today is like stepping into a time machine. Sitting in the beautiful old teak carriages, hearing the characteristic sound of the train on the rails, and watching the landscape glide past the window – just as it must have been over a hundred years ago – is a truly special experience. The journey from Løkken Verk, with its mining museum and deep history, down the valley past stations like Svorkmo and Fannrem to Bårdshaug, is a trip through both nature and cultural history. As described on Life in Norway, the trip takes about an hour, and the atmosphere in the old carriages with wooden benches and period lighting is unique. It’s a reminder of the incredible effort behind the preservation of the line. In 2013, the entire 25 km railway line and 18 associated buildings were granted protected heritage status by the Directorate for Cultural Heritage (Riksantikvaren), ensuring that this unique legacy is preserved for the future.
Thamshavnbanen stands as living proof of how industry, innovation, and transport have shaped Norway. It tells the story of entrepreneurial spirit, of toil and challenges, of the dark days of war, and of an indomitable will to preserve and share our common heritage. Every trip on the old train is a tribute to those who built the line, those who worked on it, those who fought for it during the war, and those who today spend countless hours keeping it running. Preserving Thamshavnbanen is not just about nostalgia; it’s about understanding our past to appreciate the present and inspire the future. It is a heritage we should all be proud of and cherish.