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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 Gråkallbanen took over operations and seven trams, and have operated the Gråkallen Line since. The process cost two mayors their jobs. ==Merger== (詳細は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 just while 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 in one entity.〔Kjenstad, 2005: 252–62〕 Arne Watle, since 1951 CEO of Trondheim Bilruter, was appointed CEO of the new company. Odd Hovdenak, former CEO of both Trondheim Sporvei and Graakalbanen, became CFO. In the beginning there was also 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.〔Kjenstad, 2005: 263–64〕 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.〔Kjenstad, 2005: 259–69〕 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「Trondheim Tramway controversy」の詳細全文を読む スポンサード リンク
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