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The AGM-65F is a hybrid Maverick combining the AGM-65D's IIR seeker and warhead and propulsion components of the AGM-65E. Deployed by the United States Navy (USN), the AGM-65F is optimized for maritime strike roles. The first AGM-65F launch from the P-3C took place in 1989, and in 1994, the USN awarded Unisys a contract to integrate the version with the P-3C. Meanwhile, Hughes produced the AGM-65G, which essentially has the same guidance system as the D, with some software modifications that track larger targets. | In July 1971, the USAF and Hughes signed a $69.9 million contract for 2,000 missiles, the first of which was delivered in 1972. Although early operational results were favorable, military planners predicted that the Maverick would fare less successfully in the hazy conditions of Central Europe, where it would have been used against Warsaw Pact forces. As such, development of the AGM-65B "Scene Magnified" version began in 1975 before it was delivered during the late 1970s. When production of the AGM-65A/B was ended in 1978, more than 35,000 missiles had been built. | 1 |
The AGM-65F is a hybrid Maverick combining the AGM-65D's IIR seeker and warhead and propulsion components of the AGM-65E. Deployed by the United States Navy (USN), the AGM-65F is optimized for maritime strike roles. The first AGM-65F launch from the P-3C took place in 1989, and in 1994, the USN awarded Unisys a contract to integrate the version with the P-3C. Meanwhile, Hughes produced the AGM-65G, which essentially has the same guidance system as the D, with some software modifications that track larger targets. | In August 1990, Iraq invaded Kuwait. In early 1991, the US-led Coalition executed Operation Desert Storm during which Mavericks played a crucial role in the ousting of Iraqi forces from Kuwait. Employed by F-15E Strike Eagles, F/A-18 Hornets, AV-8B Harriers, F-16 Fighting Falcons and A-10 Thunderbolt IIs, but used mainly by the last two, more than 5,000 Mavericks were used to attack armored targets. The most-used variant by the USAF was the IIR-guided AGM-65D. The reported hit rate by USAF Mavericks was 80–90%, while for the USMC it was 60%. The Maverick was used again in Iraq during the 2003 Iraq War, during which 918 were fired. | 0 |
In the mid-1990s to early 2000s, there were several ideas of enhancing the Maverick's potential. Among them was the stillborn plan to incorporate the Maverick millimeter wave active radar homing, which can determine the exact shape of a target. Another study called "Longhorn Project" was conducted by Hughes, and later Raytheon following the absorption of Hughes into Raytheon, looked a Maverick version equipped with turbojet engines instead of rocket motors. The "Maverick ER", as it was dubbed, would have a "significant increase in range" compared to the Maverick's current range of . The proposal was abandoned, but if the Maverick ER had entered production, it would have replaced the AGM-119B Penguin carried on the MH-60R. | The most modern versions of the Maverick are the AGM-65H/K, which were in production . The AGM-65H was developed by coupling the AGM-65B with a charge-coupled device (CCD) seeker optimized for desert operations and which has three times the range of the original TV-sensor; a parallel USN program aimed at rebuilding AGM-65Fs with newer CCD seekers resulted in the AGM-65J. The AGM-65K, meanwhile, was developed by replacing the AGM-65G's IR guidance system with an electro-optical television guidance system. | 1 |
In the mid-1990s to early 2000s, there were several ideas of enhancing the Maverick's potential. Among them was the stillborn plan to incorporate the Maverick millimeter wave active radar homing, which can determine the exact shape of a target. Another study called "Longhorn Project" was conducted by Hughes, and later Raytheon following the absorption of Hughes into Raytheon, looked a Maverick version equipped with turbojet engines instead of rocket motors. The "Maverick ER", as it was dubbed, would have a "significant increase in range" compared to the Maverick's current range of . The proposal was abandoned, but if the Maverick ER had entered production, it would have replaced the AGM-119B Penguin carried on the MH-60R. | The first time the Maverick were fired from a Lockheed P-3 Orion at a hostile vessel was when the USN and coalition units came to the aid of Libyan rebels to engage the Libyan Coast Guard vessel "Vittoria" in the port of Misrata, Libya, during the late evening of 28 March 2011. "Vittoria" was engaged and fired upon by a USN P-3C Maritime Patrol aircraft with AGM-65 Maverick missiles. | 0 |
In the mid-1990s to early 2000s, there were several ideas of enhancing the Maverick's potential. Among them was the stillborn plan to incorporate the Maverick millimeter wave active radar homing, which can determine the exact shape of a target. Another study called "Longhorn Project" was conducted by Hughes, and later Raytheon following the absorption of Hughes into Raytheon, looked a Maverick version equipped with turbojet engines instead of rocket motors. The "Maverick ER", as it was dubbed, would have a "significant increase in range" compared to the Maverick's current range of . The proposal was abandoned, but if the Maverick ER had entered production, it would have replaced the AGM-119B Penguin carried on the MH-60R. | The Maverick's development history began in 1965, when the United States Air Force (USAF) began a program to develop a replacement to the AGM-12 Bullpup. With a range of , the radio-guided Bullpup was introduced in 1959 and was considered a "silver bullet" by operators. However, the launch aircraft was required to fly straight towards the target during the missile's flight instead of performing evasive maneuvers, thus risking the crew. Even when it hit, the small warhead was only useful against small targets like bunkers, when used against larger targets like the Thanh Hóa Bridge it did little other than char the structure. The USAF began a series of projects to replace Bullpup, both larger versions of Bullpup, models C and D, as well as a series of Bullpup adaptations offering fire-and-forget guidance. Among the latter were the AGM-83 Bulldog, AGM-79 Blue Eye and AGM-80 Viper. | 1 |
In the mid-1990s to early 2000s, there were several ideas of enhancing the Maverick's potential. Among them was the stillborn plan to incorporate the Maverick millimeter wave active radar homing, which can determine the exact shape of a target. Another study called "Longhorn Project" was conducted by Hughes, and later Raytheon following the absorption of Hughes into Raytheon, looked a Maverick version equipped with turbojet engines instead of rocket motors. The "Maverick ER", as it was dubbed, would have a "significant increase in range" compared to the Maverick's current range of . The proposal was abandoned, but if the Maverick ER had entered production, it would have replaced the AGM-119B Penguin carried on the MH-60R. | The Maverick shares the same configuration as Hughes's AIM-4 Falcon and AIM-54 Phoenix, and measures more than in length and in diameter. | 0 |
In the mid-1990s to early 2000s, there were several ideas of enhancing the Maverick's potential. Among them was the stillborn plan to incorporate the Maverick millimeter wave active radar homing, which can determine the exact shape of a target. Another study called "Longhorn Project" was conducted by Hughes, and later Raytheon following the absorption of Hughes into Raytheon, looked a Maverick version equipped with turbojet engines instead of rocket motors. The "Maverick ER", as it was dubbed, would have a "significant increase in range" compared to the Maverick's current range of . The proposal was abandoned, but if the Maverick ER had entered production, it would have replaced the AGM-119B Penguin carried on the MH-60R. | Another major development was the AGM-65D, which employed an imaging infrared (IIR) seeker. By imaging on radiated heat, the IIR is all-weather operable as well as showing improved performance in acquiring and tracking the hot engines, such as in tanks and trucks, that were to be one of its major missions. The seekerhead mechanically scanned the scene over a nitrogen-cooled 4-by-4 pixel array using a series of mirrored facets machined into the inner surface of the ring-shaped main gyroscope. The five-year development period of the AGM-65D started in 1977 and ended with the first delivery to the USAF in October 1983. The version received initial operating capability in February 1986. | 1 |
In the mid-1990s to early 2000s, there were several ideas of enhancing the Maverick's potential. Among them was the stillborn plan to incorporate the Maverick millimeter wave active radar homing, which can determine the exact shape of a target. Another study called "Longhorn Project" was conducted by Hughes, and later Raytheon following the absorption of Hughes into Raytheon, looked a Maverick version equipped with turbojet engines instead of rocket motors. The "Maverick ER", as it was dubbed, would have a "significant increase in range" compared to the Maverick's current range of . The proposal was abandoned, but if the Maverick ER had entered production, it would have replaced the AGM-119B Penguin carried on the MH-60R. | According to the article on Kh-23 Grom the guidance system of the Serbian Grom-B is based on the Maverick system. | 0 |
The most modern versions of the Maverick are the AGM-65H/K, which were in production . The AGM-65H was developed by coupling the AGM-65B with a charge-coupled device (CCD) seeker optimized for desert operations and which has three times the range of the original TV-sensor; a parallel USN program aimed at rebuilding AGM-65Fs with newer CCD seekers resulted in the AGM-65J. The AGM-65K, meanwhile, was developed by replacing the AGM-65G's IR guidance system with an electro-optical television guidance system. | From 1966 to 1968, Hughes Missile Systems Division and Rockwell competed for the contract to build an entirely new fire-and-forget missile with far greater range performance than any of the Bullpup versions. Each were allocated $3 million for preliminary design and engineering work of the Maverick in 1966. In 1968, Hughes emerged with the $95 million contract for further development and testing of the missile; at the same time, contract options called for 17,000 missiles to be procured. Hughes conducted a smooth development of the AGM-65 Maverick, with the first unguided test launch from an F-4 on 18 September 1969, with the first guided test on 18 December successfully performing a direct hit on a M41 tank target at the Air Force Missile Development Center at Holloman Air Force Base, New Mexico. | 1 |
The most modern versions of the Maverick are the AGM-65H/K, which were in production . The AGM-65H was developed by coupling the AGM-65B with a charge-coupled device (CCD) seeker optimized for desert operations and which has three times the range of the original TV-sensor; a parallel USN program aimed at rebuilding AGM-65Fs with newer CCD seekers resulted in the AGM-65J. The AGM-65K, meanwhile, was developed by replacing the AGM-65G's IR guidance system with an electro-optical television guidance system. | According to the article on Kh-23 Grom the guidance system of the Serbian Grom-B is based on the Maverick system. | 0 |
The most modern versions of the Maverick are the AGM-65H/K, which were in production . The AGM-65H was developed by coupling the AGM-65B with a charge-coupled device (CCD) seeker optimized for desert operations and which has three times the range of the original TV-sensor; a parallel USN program aimed at rebuilding AGM-65Fs with newer CCD seekers resulted in the AGM-65J. The AGM-65K, meanwhile, was developed by replacing the AGM-65G's IR guidance system with an electro-optical television guidance system. | The Maverick's development history began in 1965, when the United States Air Force (USAF) began a program to develop a replacement to the AGM-12 Bullpup. With a range of , the radio-guided Bullpup was introduced in 1959 and was considered a "silver bullet" by operators. However, the launch aircraft was required to fly straight towards the target during the missile's flight instead of performing evasive maneuvers, thus risking the crew. Even when it hit, the small warhead was only useful against small targets like bunkers, when used against larger targets like the Thanh Hóa Bridge it did little other than char the structure. The USAF began a series of projects to replace Bullpup, both larger versions of Bullpup, models C and D, as well as a series of Bullpup adaptations offering fire-and-forget guidance. Among the latter were the AGM-83 Bulldog, AGM-79 Blue Eye and AGM-80 Viper. | 1 |
The most modern versions of the Maverick are the AGM-65H/K, which were in production . The AGM-65H was developed by coupling the AGM-65B with a charge-coupled device (CCD) seeker optimized for desert operations and which has three times the range of the original TV-sensor; a parallel USN program aimed at rebuilding AGM-65Fs with newer CCD seekers resulted in the AGM-65J. The AGM-65K, meanwhile, was developed by replacing the AGM-65G's IR guidance system with an electro-optical television guidance system. | The Maverick has a modular design, allowing for different combinations of the guidance package and warhead to be attached to the rocket motor to produce a different weapon. It has long-chord delta wings and a cylindrical body, reminiscent of the AIM-4 Falcon and the AIM-54 Phoenix. | 0 |
The most modern versions of the Maverick are the AGM-65H/K, which were in production . The AGM-65H was developed by coupling the AGM-65B with a charge-coupled device (CCD) seeker optimized for desert operations and which has three times the range of the original TV-sensor; a parallel USN program aimed at rebuilding AGM-65Fs with newer CCD seekers resulted in the AGM-65J. The AGM-65K, meanwhile, was developed by replacing the AGM-65G's IR guidance system with an electro-optical television guidance system. | In the mid-1990s to early 2000s, there were several ideas of enhancing the Maverick's potential. Among them was the stillborn plan to incorporate the Maverick millimeter wave active radar homing, which can determine the exact shape of a target. Another study called "Longhorn Project" was conducted by Hughes, and later Raytheon following the absorption of Hughes into Raytheon, looked a Maverick version equipped with turbojet engines instead of rocket motors. The "Maverick ER", as it was dubbed, would have a "significant increase in range" compared to the Maverick's current range of . The proposal was abandoned, but if the Maverick ER had entered production, it would have replaced the AGM-119B Penguin carried on the MH-60R. | 1 |
The most modern versions of the Maverick are the AGM-65H/K, which were in production . The AGM-65H was developed by coupling the AGM-65B with a charge-coupled device (CCD) seeker optimized for desert operations and which has three times the range of the original TV-sensor; a parallel USN program aimed at rebuilding AGM-65Fs with newer CCD seekers resulted in the AGM-65J. The AGM-65K, meanwhile, was developed by replacing the AGM-65G's IR guidance system with an electro-optical television guidance system. | LAU-117 Maverick launchers have been used on US Army, USN, USAF, and USMC aircraft (some platforms may load LAU-88 triple-rail launchers when configured and authorized): | 0 |
The Maverick has a modular design, allowing for different combinations of the guidance package and warhead to be attached to the rocket motor to produce a different weapon. It has long-chord delta wings and a cylindrical body, reminiscent of the AIM-4 Falcon and the AIM-54 Phoenix. | Different models of the AGM-65 have used electro-optical, laser, and imaging infrared guidance systems. The AGM-65 has two types of warhead: one has a contact fuze in the nose, the other has a heavyweight warhead fitted with a delayed-action fuze, which penetrates the target with its kinetic energy before detonating. The latter is most effective against large, hard targets. The propulsion system for both types is a solid-fuel rocket motor behind the warhead. | 1 |
The Maverick has a modular design, allowing for different combinations of the guidance package and warhead to be attached to the rocket motor to produce a different weapon. It has long-chord delta wings and a cylindrical body, reminiscent of the AIM-4 Falcon and the AIM-54 Phoenix. | According to the article on Kh-23 Grom the guidance system of the Serbian Grom-B is based on the Maverick system. | 0 |
Different models of the AGM-65 have used electro-optical, laser, and imaging infrared guidance systems. The AGM-65 has two types of warhead: one has a contact fuze in the nose, the other has a heavyweight warhead fitted with a delayed-action fuze, which penetrates the target with its kinetic energy before detonating. The latter is most effective against large, hard targets. The propulsion system for both types is a solid-fuel rocket motor behind the warhead. | The Maverick missile is unable to lock onto targets on its own; it has to be given input by the pilot or weapon systems officer (WSO) after which it follows the path to the target autonomously. In an A-10 Thunderbolt II, for example, the video feed from the seeker head is relayed to a screen in the cockpit, where the pilot can check the locked target of the missile before launch. A crosshair on the heads-up display is shifted by the pilot to set the approximate target, where the missile will then automatically recognize and lock on to the target. Once the missile is launched, it requires no further assistance from the launch vehicle and tracks its target automatically. This fire-and-forget property is not shared by the E version that uses semi-active laser homing. | 1 |
Different models of the AGM-65 have used electro-optical, laser, and imaging infrared guidance systems. The AGM-65 has two types of warhead: one has a contact fuze in the nose, the other has a heavyweight warhead fitted with a delayed-action fuze, which penetrates the target with its kinetic energy before detonating. The latter is most effective against large, hard targets. The propulsion system for both types is a solid-fuel rocket motor behind the warhead. | Due to weapons embargoes, Iran had to equip its AH-1J SeaCobra helicopters with AGM-65 Maverick missiles and used them with some success in various operations such as Operation Fatholmobin wherein Iranian AH-1Js fired 11 Mavericks. | 0 |
The Maverick missile is unable to lock onto targets on its own; it has to be given input by the pilot or weapon systems officer (WSO) after which it follows the path to the target autonomously. In an A-10 Thunderbolt II, for example, the video feed from the seeker head is relayed to a screen in the cockpit, where the pilot can check the locked target of the missile before launch. A crosshair on the heads-up display is shifted by the pilot to set the approximate target, where the missile will then automatically recognize and lock on to the target. Once the missile is launched, it requires no further assistance from the launch vehicle and tracks its target automatically. This fire-and-forget property is not shared by the E version that uses semi-active laser homing. | The Maverick has a modular design, allowing for different combinations of the guidance package and warhead to be attached to the rocket motor to produce a different weapon. It has long-chord delta wings and a cylindrical body, reminiscent of the AIM-4 Falcon and the AIM-54 Phoenix. | 1 |
The Maverick missile is unable to lock onto targets on its own; it has to be given input by the pilot or weapon systems officer (WSO) after which it follows the path to the target autonomously. In an A-10 Thunderbolt II, for example, the video feed from the seeker head is relayed to a screen in the cockpit, where the pilot can check the locked target of the missile before launch. A crosshair on the heads-up display is shifted by the pilot to set the approximate target, where the missile will then automatically recognize and lock on to the target. Once the missile is launched, it requires no further assistance from the launch vehicle and tracks its target automatically. This fire-and-forget property is not shared by the E version that uses semi-active laser homing. | The first time the Maverick were fired from a Lockheed P-3 Orion at a hostile vessel was when the USN and coalition units came to the aid of Libyan rebels to engage the Libyan Coast Guard vessel "Vittoria" in the port of Misrata, Libya, during the late evening of 28 March 2011. "Vittoria" was engaged and fired upon by a USN P-3C Maritime Patrol aircraft with AGM-65 Maverick missiles. | 0 |
The Maverick was declared operational on 30 August 1972 with the F-4D/Es and A-7s initially cleared for the type; the missile made its combat debut four months later with the USAF in the Vietnam War. During the Yom Kippur War in October 1973, the Israelis used Mavericks to destroy and disable enemy vehicles. Deployment of early versions of the Mavericks in these two wars were successful due to the favorable atmospheric conditions that suited the electro-optical TV seeker. Ninety-nine missiles were fired during the two wars, eighty-four of which were successful.. | Due to weapons embargoes, Iran had to equip its AH-1J SeaCobra helicopters with AGM-65 Maverick missiles and used them with some success in various operations such as Operation Fatholmobin wherein Iranian AH-1Js fired 11 Mavericks. | 1 |
The Maverick was declared operational on 30 August 1972 with the F-4D/Es and A-7s initially cleared for the type; the missile made its combat debut four months later with the USAF in the Vietnam War. During the Yom Kippur War in October 1973, the Israelis used Mavericks to destroy and disable enemy vehicles. Deployment of early versions of the Mavericks in these two wars were successful due to the favorable atmospheric conditions that suited the electro-optical TV seeker. Ninety-nine missiles were fired during the two wars, eighty-four of which were successful.. | In the mid-1990s to early 2000s, there were several ideas of enhancing the Maverick's potential. Among them was the stillborn plan to incorporate the Maverick millimeter wave active radar homing, which can determine the exact shape of a target. Another study called "Longhorn Project" was conducted by Hughes, and later Raytheon following the absorption of Hughes into Raytheon, looked a Maverick version equipped with turbojet engines instead of rocket motors. The "Maverick ER", as it was dubbed, would have a "significant increase in range" compared to the Maverick's current range of . The proposal was abandoned, but if the Maverick ER had entered production, it would have replaced the AGM-119B Penguin carried on the MH-60R. | 0 |
The Maverick was declared operational on 30 August 1972 with the F-4D/Es and A-7s initially cleared for the type; the missile made its combat debut four months later with the USAF in the Vietnam War. During the Yom Kippur War in October 1973, the Israelis used Mavericks to destroy and disable enemy vehicles. Deployment of early versions of the Mavericks in these two wars were successful due to the favorable atmospheric conditions that suited the electro-optical TV seeker. Ninety-nine missiles were fired during the two wars, eighty-four of which were successful.. | In August 1990, Iraq invaded Kuwait. In early 1991, the US-led Coalition executed Operation Desert Storm during which Mavericks played a crucial role in the ousting of Iraqi forces from Kuwait. Employed by F-15E Strike Eagles, F/A-18 Hornets, AV-8B Harriers, F-16 Fighting Falcons and A-10 Thunderbolt IIs, but used mainly by the last two, more than 5,000 Mavericks were used to attack armored targets. The most-used variant by the USAF was the IIR-guided AGM-65D. The reported hit rate by USAF Mavericks was 80–90%, while for the USMC it was 60%. The Maverick was used again in Iraq during the 2003 Iraq War, during which 918 were fired. | 1 |
The Maverick was declared operational on 30 August 1972 with the F-4D/Es and A-7s initially cleared for the type; the missile made its combat debut four months later with the USAF in the Vietnam War. During the Yom Kippur War in October 1973, the Israelis used Mavericks to destroy and disable enemy vehicles. Deployment of early versions of the Mavericks in these two wars were successful due to the favorable atmospheric conditions that suited the electro-optical TV seeker. Ninety-nine missiles were fired during the two wars, eighty-four of which were successful.. | Different models of the AGM-65 have used electro-optical, laser, and imaging infrared guidance systems. The AGM-65 has two types of warhead: one has a contact fuze in the nose, the other has a heavyweight warhead fitted with a delayed-action fuze, which penetrates the target with its kinetic energy before detonating. The latter is most effective against large, hard targets. The propulsion system for both types is a solid-fuel rocket motor behind the warhead. | 0 |
The Maverick was used for trials with the BGM-34A unmanned aerial vehicle in 1972–1973. Targeting could be carried out with a TV camera in the nose of the UAV. or using the seeker of an AGM-45 Shrike anti-radar missile also carried by the UAV to locate the target for the Maverick's camera to lock on to. | In August 1990, Iraq invaded Kuwait. In early 1991, the US-led Coalition executed Operation Desert Storm during which Mavericks played a crucial role in the ousting of Iraqi forces from Kuwait. Employed by F-15E Strike Eagles, F/A-18 Hornets, AV-8B Harriers, F-16 Fighting Falcons and A-10 Thunderbolt IIs, but used mainly by the last two, more than 5,000 Mavericks were used to attack armored targets. The most-used variant by the USAF was the IIR-guided AGM-65D. The reported hit rate by USAF Mavericks was 80–90%, while for the USMC it was 60%. The Maverick was used again in Iraq during the 2003 Iraq War, during which 918 were fired. | 1 |
The Maverick was used for trials with the BGM-34A unmanned aerial vehicle in 1972–1973. Targeting could be carried out with a TV camera in the nose of the UAV. or using the seeker of an AGM-45 Shrike anti-radar missile also carried by the UAV to locate the target for the Maverick's camera to lock on to. | The most modern versions of the Maverick are the AGM-65H/K, which were in production . The AGM-65H was developed by coupling the AGM-65B with a charge-coupled device (CCD) seeker optimized for desert operations and which has three times the range of the original TV-sensor; a parallel USN program aimed at rebuilding AGM-65Fs with newer CCD seekers resulted in the AGM-65J. The AGM-65K, meanwhile, was developed by replacing the AGM-65G's IR guidance system with an electro-optical television guidance system. | 0 |
The Maverick was used for trials with the BGM-34A unmanned aerial vehicle in 1972–1973. Targeting could be carried out with a TV camera in the nose of the UAV. or using the seeker of an AGM-45 Shrike anti-radar missile also carried by the UAV to locate the target for the Maverick's camera to lock on to. | Due to weapons embargoes, Iran had to equip its AH-1J SeaCobra helicopters with AGM-65 Maverick missiles and used them with some success in various operations such as Operation Fatholmobin wherein Iranian AH-1Js fired 11 Mavericks. | 1 |
The Maverick was used for trials with the BGM-34A unmanned aerial vehicle in 1972–1973. Targeting could be carried out with a TV camera in the nose of the UAV. or using the seeker of an AGM-45 Shrike anti-radar missile also carried by the UAV to locate the target for the Maverick's camera to lock on to. | Since its introduction into service, numerous Maverick versions had been designed and produced using electro-optical, laser, and imaging infrared guidance systems. The AGM-65 has two types of warhead: one has a contact fuze in the nose, the other has a heavyweight warhead fitted with a delayed-action fuze, which penetrates the target with its kinetic energy before detonating. The missile is currently produced by Raytheon Missile Systems. | 0 |
In June 1975, during a border confrontation, a formation of Iranian F-4E Phantoms destroyed a group of Iraqi tanks by firing 12 Mavericks at them. Five years later, during Operation Morvarid as part of the Iran–Iraq War, Iranian F-4s used Mavericks to sink three Osa II missile boats and four P-6 combat ships. | In August 1990, Iraq invaded Kuwait. In early 1991, the US-led Coalition executed Operation Desert Storm during which Mavericks played a crucial role in the ousting of Iraqi forces from Kuwait. Employed by F-15E Strike Eagles, F/A-18 Hornets, AV-8B Harriers, F-16 Fighting Falcons and A-10 Thunderbolt IIs, but used mainly by the last two, more than 5,000 Mavericks were used to attack armored targets. The most-used variant by the USAF was the IIR-guided AGM-65D. The reported hit rate by USAF Mavericks was 80–90%, while for the USMC it was 60%. The Maverick was used again in Iraq during the 2003 Iraq War, during which 918 were fired. | 1 |
In June 1975, during a border confrontation, a formation of Iranian F-4E Phantoms destroyed a group of Iraqi tanks by firing 12 Mavericks at them. Five years later, during Operation Morvarid as part of the Iran–Iraq War, Iranian F-4s used Mavericks to sink three Osa II missile boats and four P-6 combat ships. | Another major development was the AGM-65D, which employed an imaging infrared (IIR) seeker. By imaging on radiated heat, the IIR is all-weather operable as well as showing improved performance in acquiring and tracking the hot engines, such as in tanks and trucks, that were to be one of its major missions. The seekerhead mechanically scanned the scene over a nitrogen-cooled 4-by-4 pixel array using a series of mirrored facets machined into the inner surface of the ring-shaped main gyroscope. The five-year development period of the AGM-65D started in 1977 and ended with the first delivery to the USAF in October 1983. The version received initial operating capability in February 1986. | 0 |
In June 1975, during a border confrontation, a formation of Iranian F-4E Phantoms destroyed a group of Iraqi tanks by firing 12 Mavericks at them. Five years later, during Operation Morvarid as part of the Iran–Iraq War, Iranian F-4s used Mavericks to sink three Osa II missile boats and four P-6 combat ships. | Due to weapons embargoes, Iran had to equip its AH-1J SeaCobra helicopters with AGM-65 Maverick missiles and used them with some success in various operations such as Operation Fatholmobin wherein Iranian AH-1Js fired 11 Mavericks. | 1 |
In June 1975, during a border confrontation, a formation of Iranian F-4E Phantoms destroyed a group of Iraqi tanks by firing 12 Mavericks at them. Five years later, during Operation Morvarid as part of the Iran–Iraq War, Iranian F-4s used Mavericks to sink three Osa II missile boats and four P-6 combat ships. | LAU-117 Maverick launchers have been used on US Army, USN, USAF, and USMC aircraft (some platforms may load LAU-88 triple-rail launchers when configured and authorized): | 0 |
Due to weapons embargoes, Iran had to equip its AH-1J SeaCobra helicopters with AGM-65 Maverick missiles and used them with some success in various operations such as Operation Fatholmobin wherein Iranian AH-1Js fired 11 Mavericks. | The Maverick was used for trials with the BGM-34A unmanned aerial vehicle in 1972–1973. Targeting could be carried out with a TV camera in the nose of the UAV. or using the seeker of an AGM-45 Shrike anti-radar missile also carried by the UAV to locate the target for the Maverick's camera to lock on to. | 1 |
Due to weapons embargoes, Iran had to equip its AH-1J SeaCobra helicopters with AGM-65 Maverick missiles and used them with some success in various operations such as Operation Fatholmobin wherein Iranian AH-1Js fired 11 Mavericks. | LAU-117 Maverick launchers have been used on US Army, USN, USAF, and USMC aircraft (some platforms may load LAU-88 triple-rail launchers when configured and authorized): | 0 |
Due to weapons embargoes, Iran had to equip its AH-1J SeaCobra helicopters with AGM-65 Maverick missiles and used them with some success in various operations such as Operation Fatholmobin wherein Iranian AH-1Js fired 11 Mavericks. | The Maverick was declared operational on 30 August 1972 with the F-4D/Es and A-7s initially cleared for the type; the missile made its combat debut four months later with the USAF in the Vietnam War. During the Yom Kippur War in October 1973, the Israelis used Mavericks to destroy and disable enemy vehicles. Deployment of early versions of the Mavericks in these two wars were successful due to the favorable atmospheric conditions that suited the electro-optical TV seeker. Ninety-nine missiles were fired during the two wars, eighty-four of which were successful.. | 1 |
Due to weapons embargoes, Iran had to equip its AH-1J SeaCobra helicopters with AGM-65 Maverick missiles and used them with some success in various operations such as Operation Fatholmobin wherein Iranian AH-1Js fired 11 Mavericks. | LAU-117 Maverick launchers have been used on US Army, USN, USAF, and USMC aircraft (some platforms may load LAU-88 triple-rail launchers when configured and authorized): | 0 |
In August 1990, Iraq invaded Kuwait. In early 1991, the US-led Coalition executed Operation Desert Storm during which Mavericks played a crucial role in the ousting of Iraqi forces from Kuwait. Employed by F-15E Strike Eagles, F/A-18 Hornets, AV-8B Harriers, F-16 Fighting Falcons and A-10 Thunderbolt IIs, but used mainly by the last two, more than 5,000 Mavericks were used to attack armored targets. The most-used variant by the USAF was the IIR-guided AGM-65D. The reported hit rate by USAF Mavericks was 80–90%, while for the USMC it was 60%. The Maverick was used again in Iraq during the 2003 Iraq War, during which 918 were fired. | Due to weapons embargoes, Iran had to equip its AH-1J SeaCobra helicopters with AGM-65 Maverick missiles and used them with some success in various operations such as Operation Fatholmobin wherein Iranian AH-1Js fired 11 Mavericks. | 1 |
In August 1990, Iraq invaded Kuwait. In early 1991, the US-led Coalition executed Operation Desert Storm during which Mavericks played a crucial role in the ousting of Iraqi forces from Kuwait. Employed by F-15E Strike Eagles, F/A-18 Hornets, AV-8B Harriers, F-16 Fighting Falcons and A-10 Thunderbolt IIs, but used mainly by the last two, more than 5,000 Mavericks were used to attack armored targets. The most-used variant by the USAF was the IIR-guided AGM-65D. The reported hit rate by USAF Mavericks was 80–90%, while for the USMC it was 60%. The Maverick was used again in Iraq during the 2003 Iraq War, during which 918 were fired. | According to the article on Kh-23 Grom the guidance system of the Serbian Grom-B is based on the Maverick system. | 0 |
In August 1990, Iraq invaded Kuwait. In early 1991, the US-led Coalition executed Operation Desert Storm during which Mavericks played a crucial role in the ousting of Iraqi forces from Kuwait. Employed by F-15E Strike Eagles, F/A-18 Hornets, AV-8B Harriers, F-16 Fighting Falcons and A-10 Thunderbolt IIs, but used mainly by the last two, more than 5,000 Mavericks were used to attack armored targets. The most-used variant by the USAF was the IIR-guided AGM-65D. The reported hit rate by USAF Mavericks was 80–90%, while for the USMC it was 60%. The Maverick was used again in Iraq during the 2003 Iraq War, during which 918 were fired. | The first time the Maverick were fired from a Lockheed P-3 Orion at a hostile vessel was when the USN and coalition units came to the aid of Libyan rebels to engage the Libyan Coast Guard vessel "Vittoria" in the port of Misrata, Libya, during the late evening of 28 March 2011. "Vittoria" was engaged and fired upon by a USN P-3C Maritime Patrol aircraft with AGM-65 Maverick missiles. | 1 |
In August 1990, Iraq invaded Kuwait. In early 1991, the US-led Coalition executed Operation Desert Storm during which Mavericks played a crucial role in the ousting of Iraqi forces from Kuwait. Employed by F-15E Strike Eagles, F/A-18 Hornets, AV-8B Harriers, F-16 Fighting Falcons and A-10 Thunderbolt IIs, but used mainly by the last two, more than 5,000 Mavericks were used to attack armored targets. The most-used variant by the USAF was the IIR-guided AGM-65D. The reported hit rate by USAF Mavericks was 80–90%, while for the USMC it was 60%. The Maverick was used again in Iraq during the 2003 Iraq War, during which 918 were fired. | The Maverick missile is unable to lock onto targets on its own; it has to be given input by the pilot or weapon systems officer (WSO) after which it follows the path to the target autonomously. In an A-10 Thunderbolt II, for example, the video feed from the seeker head is relayed to a screen in the cockpit, where the pilot can check the locked target of the missile before launch. A crosshair on the heads-up display is shifted by the pilot to set the approximate target, where the missile will then automatically recognize and lock on to the target. Once the missile is launched, it requires no further assistance from the launch vehicle and tracks its target automatically. This fire-and-forget property is not shared by the E version that uses semi-active laser homing. | 0 |
The first time the Maverick were fired from a Lockheed P-3 Orion at a hostile vessel was when the USN and coalition units came to the aid of Libyan rebels to engage the Libyan Coast Guard vessel "Vittoria" in the port of Misrata, Libya, during the late evening of 28 March 2011. "Vittoria" was engaged and fired upon by a USN P-3C Maritime Patrol aircraft with AGM-65 Maverick missiles. | The Maverick was used for trials with the BGM-34A unmanned aerial vehicle in 1972–1973. Targeting could be carried out with a TV camera in the nose of the UAV. or using the seeker of an AGM-45 Shrike anti-radar missile also carried by the UAV to locate the target for the Maverick's camera to lock on to. | 1 |
The first time the Maverick were fired from a Lockheed P-3 Orion at a hostile vessel was when the USN and coalition units came to the aid of Libyan rebels to engage the Libyan Coast Guard vessel "Vittoria" in the port of Misrata, Libya, during the late evening of 28 March 2011. "Vittoria" was engaged and fired upon by a USN P-3C Maritime Patrol aircraft with AGM-65 Maverick missiles. | Different models of the AGM-65 have used electro-optical, laser, and imaging infrared guidance systems. The AGM-65 has two types of warhead: one has a contact fuze in the nose, the other has a heavyweight warhead fitted with a delayed-action fuze, which penetrates the target with its kinetic energy before detonating. The latter is most effective against large, hard targets. The propulsion system for both types is a solid-fuel rocket motor behind the warhead. | 0 |
The first time the Maverick were fired from a Lockheed P-3 Orion at a hostile vessel was when the USN and coalition units came to the aid of Libyan rebels to engage the Libyan Coast Guard vessel "Vittoria" in the port of Misrata, Libya, during the late evening of 28 March 2011. "Vittoria" was engaged and fired upon by a USN P-3C Maritime Patrol aircraft with AGM-65 Maverick missiles. | Due to weapons embargoes, Iran had to equip its AH-1J SeaCobra helicopters with AGM-65 Maverick missiles and used them with some success in various operations such as Operation Fatholmobin wherein Iranian AH-1Js fired 11 Mavericks. | 1 |
The first time the Maverick were fired from a Lockheed P-3 Orion at a hostile vessel was when the USN and coalition units came to the aid of Libyan rebels to engage the Libyan Coast Guard vessel "Vittoria" in the port of Misrata, Libya, during the late evening of 28 March 2011. "Vittoria" was engaged and fired upon by a USN P-3C Maritime Patrol aircraft with AGM-65 Maverick missiles. | The Maverick missile is unable to lock onto targets on its own; it has to be given input by the pilot or weapon systems officer (WSO) after which it follows the path to the target autonomously. In an A-10 Thunderbolt II, for example, the video feed from the seeker head is relayed to a screen in the cockpit, where the pilot can check the locked target of the missile before launch. A crosshair on the heads-up display is shifted by the pilot to set the approximate target, where the missile will then automatically recognize and lock on to the target. Once the missile is launched, it requires no further assistance from the launch vehicle and tracks its target automatically. This fire-and-forget property is not shared by the E version that uses semi-active laser homing. | 0 |
Thames Ditton railway station:1678085 | Station buildings are above street level: the main buildings are on the London-bound side. | 1 |
Thames Ditton railway station:1678085 | As part of the proposed Crossrail 2 infrastructure, Hampton Court has been proposed by business group London First as the terminus for a potential service to Cheshunt via Central London, opening in the "early 2030s". It has been suggested that Crossrail 2 will serve Thames Ditton exclusively following this, with an increase from two trains per hour to four. | 0 |
Thames Ditton railway station serves Thames Ditton in the Elmbridge district of Surrey, England. It is the only intermediate station on the Hampton Court branch line, down the line from . | Station buildings are above street level: the main buildings are on the London-bound side. | 1 |
Thames Ditton railway station serves Thames Ditton in the Elmbridge district of Surrey, England. It is the only intermediate station on the Hampton Court branch line, down the line from . | There is no station car park, and only a handful of static cycle racks are available. Station toilets are not advertised. | 0 |
It is served by South Western Railway, and for the purposes of fare charging is in Travelcard Zone 6. | Station buildings are above street level: the main buildings are on the London-bound side. | 1 |
It is served by South Western Railway, and for the purposes of fare charging is in Travelcard Zone 6. | As part of the proposed Crossrail 2 infrastructure, Hampton Court has been proposed by business group London First as the terminus for a potential service to Cheshunt via Central London, opening in the "early 2030s". It has been suggested that Crossrail 2 will serve Thames Ditton exclusively following this, with an increase from two trains per hour to four. | 0 |
Station buildings are above street level: the main buildings are on the London-bound side. | It is served by South Western Railway, and for the purposes of fare charging is in Travelcard Zone 6. | 1 |
Station buildings are above street level: the main buildings are on the London-bound side. | As Thames Ditton is an intermediate station, facilities at the station are relatively limited. There is a single-window ticket office within the station building, as well as a lone ticket machine on the 'up' platform. A small coffee kiosk service had been suspended, but resumed service in 2012, however it is only open during the morning peak times. | 0 |
As Thames Ditton is an intermediate station, facilities at the station are relatively limited. There is a single-window ticket office within the station building, as well as a lone ticket machine on the 'up' platform. A small coffee kiosk service had been suspended, but resumed service in 2012, however it is only open during the morning peak times. | There is no station car park, and only a handful of static cycle racks are available. Station toilets are not advertised. | 1 |
As Thames Ditton is an intermediate station, facilities at the station are relatively limited. There is a single-window ticket office within the station building, as well as a lone ticket machine on the 'up' platform. A small coffee kiosk service had been suspended, but resumed service in 2012, however it is only open during the morning peak times. | It is served by South Western Railway, and for the purposes of fare charging is in Travelcard Zone 6. | 0 |
There is no station car park, and only a handful of static cycle racks are available. Station toilets are not advertised. | Bus services 513, 514, 515 and on Sundays 715 serve the station. | 1 |
There is no station car park, and only a handful of static cycle racks are available. Station toilets are not advertised. | As part of the proposed Crossrail 2 infrastructure, Hampton Court has been proposed by business group London First as the terminus for a potential service to Cheshunt via Central London, opening in the "early 2030s". It has been suggested that Crossrail 2 will serve Thames Ditton exclusively following this, with an increase from two trains per hour to four. | 0 |
Bus services 513, 514, 515 and on Sundays 715 serve the station. | As Thames Ditton is an intermediate station, facilities at the station are relatively limited. There is a single-window ticket office within the station building, as well as a lone ticket machine on the 'up' platform. A small coffee kiosk service had been suspended, but resumed service in 2012, however it is only open during the morning peak times. | 1 |
Bus services 513, 514, 515 and on Sundays 715 serve the station. | As part of the proposed Crossrail 2 infrastructure, Hampton Court has been proposed by business group London First as the terminus for a potential service to Cheshunt via Central London, opening in the "early 2030s". It has been suggested that Crossrail 2 will serve Thames Ditton exclusively following this, with an increase from two trains per hour to four. | 0 |
Gråkallen Line:5033301 | The line was opened as the only private tramway in Trondheim by A/S Graakalbanen in 1924. At first it was built to Munkvoll, but extended to Ugla in 1925, and to Lian in 1933. Operations were taken over by the municipal Trondheim Trafikkselskap in 1972, but it was closed along with the rest of the tramway in 1988. In 1990, the private initiative AS Gråkallbanen opened the line, later known as Boreal Bane. Located at Munkvoll is the tramway museum and depot. | 1 |
Gråkallen Line:5033301 | The first expansion would come the following year. Construction of the line to Ugla had started, and was opened on 30 May 1925. It had a tavern and duck pond to attract riders. A branch was also laid to Kyvannet, from which ice was transported to the city center to be sold. The company continued to lose money. | 0 |
The Gråkallen Line () is an suburban tram line located in Trondheim, Norway. As the only remaining part of the Trondheim Tramway, it runs from the city centre at St. Olav's Gate, via the suburban area Byåsen to Lian. It is designated Line 9 (previously Line 1), and is served by six Class 8 articulated trams. After the closure of the Arkhangelsk tramway in 2004, it became the world's northernmost tramway system. | Gråkallen Line:5033301 | 1 |
The Gråkallen Line () is an suburban tram line located in Trondheim, Norway. As the only remaining part of the Trondheim Tramway, it runs from the city centre at St. Olav's Gate, via the suburban area Byåsen to Lian. It is designated Line 9 (previously Line 1), and is served by six Class 8 articulated trams. After the closure of the Arkhangelsk tramway in 2004, it became the world's northernmost tramway system. | The operating company Boreal Bane owns seven Class 8 trams out of the eleven delivered in 1984-85 for the then longer route. The trams are designated with numbers 90 to 100. Of the eleven delivered, Trams 93, 94, 95, 96, 97 and 99 remain in service. 91, 92, 98 and 100 have been scrapped, while 90 is out of service but remains at the depot. Four trams are required for the daily operation on the line on a fixed 15 minute headway, reducing to two trams running on a 30-minute headway in the evenings and the full day on Sundays. Heritage trams are available for chartered tours. | 0 |
The line was opened as the only private tramway in Trondheim by A/S Graakalbanen in 1924. At first it was built to Munkvoll, but extended to Ugla in 1925, and to Lian in 1933. Operations were taken over by the municipal Trondheim Trafikkselskap in 1972, but it was closed along with the rest of the tramway in 1988. In 1990, the private initiative AS Gråkallbanen opened the line, later known as Boreal Bane. Located at Munkvoll is the tramway museum and depot. | The Gråkallen Line () is an suburban tram line located in Trondheim, Norway. As the only remaining part of the Trondheim Tramway, it runs from the city centre at St. Olav's Gate, via the suburban area Byåsen to Lian. It is designated Line 9 (previously Line 1), and is served by six Class 8 articulated trams. After the closure of the Arkhangelsk tramway in 2004, it became the world's northernmost tramway system. | 1 |
The line was opened as the only private tramway in Trondheim by A/S Graakalbanen in 1924. At first it was built to Munkvoll, but extended to Ugla in 1925, and to Lian in 1933. Operations were taken over by the municipal Trondheim Trafikkselskap in 1972, but it was closed along with the rest of the tramway in 1988. In 1990, the private initiative AS Gråkallbanen opened the line, later known as Boreal Bane. Located at Munkvoll is the tramway museum and depot. | There were two suggestions for the route. The first was made by engineer Ferdinand Bjerke, who worked for the Norwegian State Railways, on behalf of the company. The line would connect to the city tramway at Ilevolden after following the Ila Line for Torvet, and continue up Byåsenveien as a street tram until Bergsli gate. Here it would continue in its own right-of-way, as a single track line up Nyveibakken, past Gamle Åsvei to Bygrensen, Breidablikk, turning west at Hoem, Rognheim and to Munkvoll. From Munkvoll it would continue south of Kyvannet and north of Lianvannet and then again head north to Fjeldseter. | 0 |
During the 1910s, Fjellseter close to the peak Gråkallen had been one of the main recreational areas for Trondheim. The necessary initiative was taken by Robert Millar, chief of marketing at Nordenfjeldske Dampskibsselskab. On 3 November, the first meeting was held, and Millar was chosen to lead an investigation committee. The company A/S Graakalbanen was founded on 6 September 1916, and Nils Christoffer Bøckman was elected chairman. | At the same time the end terminal in the city centre was not yet determined. By terminating at Ilevolden, the company could choose any rolling stock, including the higher 1,200 V current used on the Ekeberg Line of Oslo. Should the trams continue they would need to use Trondheim Sporvei's 600 V, metre gauge and car width. However, Trondheim Sporvei had chosen to convert its system to wide cars at width. If the city chose to start the rebuilding of track from the current width, it would allow Graakalbanen to buy wide stock. Instead it was chosen to run the trams along the Ila Line to a new station at St. Olavs Gate. Here, the trams would have their recovery time, and return to the Ila Line along a loop through Dronningens gate. The loop was built by Trondheim Sporvei and cost the city NOK 54,000. | 1 |
During the 1910s, Fjellseter close to the peak Gråkallen had been one of the main recreational areas for Trondheim. The necessary initiative was taken by Robert Millar, chief of marketing at Nordenfjeldske Dampskibsselskab. On 3 November, the first meeting was held, and Millar was chosen to lead an investigation committee. The company A/S Graakalbanen was founded on 6 September 1916, and Nils Christoffer Bøckman was elected chairman. | After the war, ridership stabilized at 1.7 million. At first the company operated with 30-minute headways, using trailers during the summer and in rush hour. Introducing 15-minute headways could not be done until six trams were available; so after the rebuilding of a trailer to a tram in 1950, the increased frequency was introduced. During the 1950s, the amount of recreational travel to Lian decreased, but this was compensated by increased traffic from new housing built along the line. By 1955, the commuter ridership exceeded the recreational ridership. | 0 |
During the 1910s, Fjellseter close to the peak Gråkallen had been one of the main recreational areas for Trondheim. The necessary initiative was taken by Robert Millar, chief of marketing at Nordenfjeldske Dampskibsselskab. On 3 November, the first meeting was held, and Millar was chosen to lead an investigation committee. The company A/S Graakalbanen was founded on 6 September 1916, and Nils Christoffer Bøckman was elected chairman. | Graakalbanen was sceptical about the suggestion from Thesen, since they would have to rent instead of of track from the city; this would increase the leasing fees from NOK 7,000 to 12,000. The company was also afraid of passengers "leaking" off at Wullumsgården south of the Dyrborg Loop, and walking to Ila. The Dyrborg suggestion would also increase the travel time from Torvet to Fjellseter from 36 to 57 minutes. However, the city planner's suggestion was cheaper (NOK 1,300,000 vs. NOK 1,630,000). Bøchman recommended Bjerke's suggestion, and the board agreed. After the hotel at Fjellseter burnt down in 1917, the line was chosen to only terminate at Lian. | 1 |
During the 1910s, Fjellseter close to the peak Gråkallen had been one of the main recreational areas for Trondheim. The necessary initiative was taken by Robert Millar, chief of marketing at Nordenfjeldske Dampskibsselskab. On 3 November, the first meeting was held, and Millar was chosen to lead an investigation committee. The company A/S Graakalbanen was founded on 6 September 1916, and Nils Christoffer Bøckman was elected chairman. | Four trams and two trailers were ordered from Hannoversche Waggonfabrik (HaWa), with motors from Siemens. The GB Class 1 trams cost NOK 360,000, including some work trailers. The stock had bogies, were long and weighed , and had 4x . The chassis were delivered on 20 July 1924, while the motors came on 5 July. They were assembled at the Dalsenget Depot. Because of the wider bodies, all transport from the track at Ila to Dalsenget had to be done at night, so the trams would not meet other trams in the opposite track. The first test run was on 5 July, but failed due to a short circuit. A successful attempt was made on 9 July. | 0 |
There were two suggestions for the route. The first was made by engineer Ferdinand Bjerke, who worked for the Norwegian State Railways, on behalf of the company. The line would connect to the city tramway at Ilevolden after following the Ila Line for Torvet, and continue up Byåsenveien as a street tram until Bergsli gate. Here it would continue in its own right-of-way, as a single track line up Nyveibakken, past Gamle Åsvei to Bygrensen, Breidablikk, turning west at Hoem, Rognheim and to Munkvoll. From Munkvoll it would continue south of Kyvannet and north of Lianvannet and then again head north to Fjeldseter. | Graakalbanen was sceptical about the suggestion from Thesen, since they would have to rent instead of of track from the city; this would increase the leasing fees from NOK 7,000 to 12,000. The company was also afraid of passengers "leaking" off at Wullumsgården south of the Dyrborg Loop, and walking to Ila. The Dyrborg suggestion would also increase the travel time from Torvet to Fjellseter from 36 to 57 minutes. However, the city planner's suggestion was cheaper (NOK 1,300,000 vs. NOK 1,630,000). Bøchman recommended Bjerke's suggestion, and the board agreed. After the hotel at Fjellseter burnt down in 1917, the line was chosen to only terminate at Lian. | 1 |
There were two suggestions for the route. The first was made by engineer Ferdinand Bjerke, who worked for the Norwegian State Railways, on behalf of the company. The line would connect to the city tramway at Ilevolden after following the Ila Line for Torvet, and continue up Byåsenveien as a street tram until Bergsli gate. Here it would continue in its own right-of-way, as a single track line up Nyveibakken, past Gamle Åsvei to Bygrensen, Breidablikk, turning west at Hoem, Rognheim and to Munkvoll. From Munkvoll it would continue south of Kyvannet and north of Lianvannet and then again head north to Fjeldseter. | On August 3, 2019, the line got a new number following the introduction of the new metrobuss system in Trondheim. The designation as Line 1 was handed over to a metrobuss line (Ranheim-Sentrum-Kattem) and Gråkallbanen got a new designation as Line 9. | 0 |
There were two suggestions for the route. The first was made by engineer Ferdinand Bjerke, who worked for the Norwegian State Railways, on behalf of the company. The line would connect to the city tramway at Ilevolden after following the Ila Line for Torvet, and continue up Byåsenveien as a street tram until Bergsli gate. Here it would continue in its own right-of-way, as a single track line up Nyveibakken, past Gamle Åsvei to Bygrensen, Breidablikk, turning west at Hoem, Rognheim and to Munkvoll. From Munkvoll it would continue south of Kyvannet and north of Lianvannet and then again head north to Fjeldseter. | During the 1910s, Fjellseter close to the peak Gråkallen had been one of the main recreational areas for Trondheim. The necessary initiative was taken by Robert Millar, chief of marketing at Nordenfjeldske Dampskibsselskab. On 3 November, the first meeting was held, and Millar was chosen to lead an investigation committee. The company A/S Graakalbanen was founded on 6 September 1916, and Nils Christoffer Bøckman was elected chairman. | 1 |
There were two suggestions for the route. The first was made by engineer Ferdinand Bjerke, who worked for the Norwegian State Railways, on behalf of the company. The line would connect to the city tramway at Ilevolden after following the Ila Line for Torvet, and continue up Byåsenveien as a street tram until Bergsli gate. Here it would continue in its own right-of-way, as a single track line up Nyveibakken, past Gamle Åsvei to Bygrensen, Breidablikk, turning west at Hoem, Rognheim and to Munkvoll. From Munkvoll it would continue south of Kyvannet and north of Lianvannet and then again head north to Fjeldseter. | It is stated by Gråkallbanen that they seek to modernize their fleet of six vehicles to low-floor, to allow wheelchair users to board the trams. However, as the current operation requires additional funding from the municipality, these plans are not currently financed. The municipality is to create a report on the funding of the line and its future projects. | 0 |
The second suggestion was from the city planner, Trygve Thesen, in 1917. He proposed alternative routes. While the upper sections were identical or close to those of Bjerke, Thesen suggested making a large loop around Dyrborg, just west of Ila. This was expected to be the immediate growth area for the city, and would give an improved passenger base for the line. It would, however, increase the travel distance to the upper sections. The city planner presumed that the section within the city limit would be built by the municipal Trondhjems Elektricitetsværk og Sporvei, while the section in Strinda would be built by the new company. This would cost the city , while it would cost the company NOK 413,000. | During the 1910s, Fjellseter close to the peak Gråkallen had been one of the main recreational areas for Trondheim. The necessary initiative was taken by Robert Millar, chief of marketing at Nordenfjeldske Dampskibsselskab. On 3 November, the first meeting was held, and Millar was chosen to lead an investigation committee. The company A/S Graakalbanen was founded on 6 September 1916, and Nils Christoffer Bøckman was elected chairman. | 1 |
The second suggestion was from the city planner, Trygve Thesen, in 1917. He proposed alternative routes. While the upper sections were identical or close to those of Bjerke, Thesen suggested making a large loop around Dyrborg, just west of Ila. This was expected to be the immediate growth area for the city, and would give an improved passenger base for the line. It would, however, increase the travel distance to the upper sections. The city planner presumed that the section within the city limit would be built by the municipal Trondhjems Elektricitetsværk og Sporvei, while the section in Strinda would be built by the new company. This would cost the city , while it would cost the company NOK 413,000. | Further expansions to Lian were also considered, but management was skeptical at having two destinations, since they would not create the necessary critical mass. Then the tavern and farm at Ugla burnt down in 1931, and the insurance company allowed the insurance money to be used for building at Lian. To finance the line extension, Graakalbanen decided to create a new company; A/S Ugla–Lian was organized in such a way that it would have no expenses, only income. A/S Ugla–Lian would build the line, and Graakalbanen would pay NOK 0.05 per passenger freighted on the line. Graakalbanen would cover all operating, maintenance and administrative expenses, even for the other company. Construction of the expansion was started in the autumn of 1932. The first test run was on 29 September 1933, and the line was taken into use on 28 October 1933. A number of recreational services grew up at Lian, including a ski jump and trotting in the winter, and bathing and rowing in the lake Lianvannet in the winter. Despite this, ridership grew slowly, but by 1937 it had passed the 1930-level. | 0 |
The second suggestion was from the city planner, Trygve Thesen, in 1917. He proposed alternative routes. While the upper sections were identical or close to those of Bjerke, Thesen suggested making a large loop around Dyrborg, just west of Ila. This was expected to be the immediate growth area for the city, and would give an improved passenger base for the line. It would, however, increase the travel distance to the upper sections. The city planner presumed that the section within the city limit would be built by the municipal Trondhjems Elektricitetsværk og Sporvei, while the section in Strinda would be built by the new company. This would cost the city , while it would cost the company NOK 413,000. | At the same time the end terminal in the city centre was not yet determined. By terminating at Ilevolden, the company could choose any rolling stock, including the higher 1,200 V current used on the Ekeberg Line of Oslo. Should the trams continue they would need to use Trondheim Sporvei's 600 V, metre gauge and car width. However, Trondheim Sporvei had chosen to convert its system to wide cars at width. If the city chose to start the rebuilding of track from the current width, it would allow Graakalbanen to buy wide stock. Instead it was chosen to run the trams along the Ila Line to a new station at St. Olavs Gate. Here, the trams would have their recovery time, and return to the Ila Line along a loop through Dronningens gate. The loop was built by Trondheim Sporvei and cost the city NOK 54,000. | 1 |
The second suggestion was from the city planner, Trygve Thesen, in 1917. He proposed alternative routes. While the upper sections were identical or close to those of Bjerke, Thesen suggested making a large loop around Dyrborg, just west of Ila. This was expected to be the immediate growth area for the city, and would give an improved passenger base for the line. It would, however, increase the travel distance to the upper sections. The city planner presumed that the section within the city limit would be built by the municipal Trondhjems Elektricitetsværk og Sporvei, while the section in Strinda would be built by the new company. This would cost the city , while it would cost the company NOK 413,000. | The operating company Boreal Bane owns seven Class 8 trams out of the eleven delivered in 1984-85 for the then longer route. The trams are designated with numbers 90 to 100. Of the eleven delivered, Trams 93, 94, 95, 96, 97 and 99 remain in service. 91, 92, 98 and 100 have been scrapped, while 90 is out of service but remains at the depot. Four trams are required for the daily operation on the line on a fixed 15 minute headway, reducing to two trams running on a 30-minute headway in the evenings and the full day on Sundays. Heritage trams are available for chartered tours. | 0 |
Graakalbanen was sceptical about the suggestion from Thesen, since they would have to rent instead of of track from the city; this would increase the leasing fees from NOK 7,000 to 12,000. The company was also afraid of passengers "leaking" off at Wullumsgården south of the Dyrborg Loop, and walking to Ila. The Dyrborg suggestion would also increase the travel time from Torvet to Fjellseter from 36 to 57 minutes. However, the city planner's suggestion was cheaper (NOK 1,300,000 vs. NOK 1,630,000). Bøchman recommended Bjerke's suggestion, and the board agreed. After the hotel at Fjellseter burnt down in 1917, the line was chosen to only terminate at Lian. | There were two suggestions for the route. The first was made by engineer Ferdinand Bjerke, who worked for the Norwegian State Railways, on behalf of the company. The line would connect to the city tramway at Ilevolden after following the Ila Line for Torvet, and continue up Byåsenveien as a street tram until Bergsli gate. Here it would continue in its own right-of-way, as a single track line up Nyveibakken, past Gamle Åsvei to Bygrensen, Breidablikk, turning west at Hoem, Rognheim and to Munkvoll. From Munkvoll it would continue south of Kyvannet and north of Lianvannet and then again head north to Fjeldseter. | 1 |
Graakalbanen was sceptical about the suggestion from Thesen, since they would have to rent instead of of track from the city; this would increase the leasing fees from NOK 7,000 to 12,000. The company was also afraid of passengers "leaking" off at Wullumsgården south of the Dyrborg Loop, and walking to Ila. The Dyrborg suggestion would also increase the travel time from Torvet to Fjellseter from 36 to 57 minutes. However, the city planner's suggestion was cheaper (NOK 1,300,000 vs. NOK 1,630,000). Bøchman recommended Bjerke's suggestion, and the board agreed. After the hotel at Fjellseter burnt down in 1917, the line was chosen to only terminate at Lian. | But fate had other plans for Gråkallbanen. The Trondheim tramway is one of only two in the world, along with the Cairo Tramway, to use the combination of metre gauge and 2.6 metre-wide cars. This made it practically impossible to sell the trams and finance the 20 new Scania buses that Trondheim Trafikkselskap needed to operate the bus route to Lian and Lade. In the end the 11 trams were not sold and instead a company owned by 1400 enthusiasts, AS Gråkallbanen, was created to operate the tram route on the only remaining line, that started in 1990. In 2004 Veolia Transport's division in Norway, Veolia Transport Norge, bought the company and have announced they will invest another NOK 10,7 million, after the purchase in improved infrastructure on Gråkallbanen. July 1, 2008 the company name changed from AS Gråkallbanen to Veolia Transport Bane AS. Since then the company was renamed Boreal Transport Bane AS in 2011, Boreal Transport Midt-Norge AS in 2012 and finally Boreal Bane AS in 2016. | 0 |
Graakalbanen was sceptical about the suggestion from Thesen, since they would have to rent instead of of track from the city; this would increase the leasing fees from NOK 7,000 to 12,000. The company was also afraid of passengers "leaking" off at Wullumsgården south of the Dyrborg Loop, and walking to Ila. The Dyrborg suggestion would also increase the travel time from Torvet to Fjellseter from 36 to 57 minutes. However, the city planner's suggestion was cheaper (NOK 1,300,000 vs. NOK 1,630,000). Bøchman recommended Bjerke's suggestion, and the board agreed. After the hotel at Fjellseter burnt down in 1917, the line was chosen to only terminate at Lian. | During the 1910s, Fjellseter close to the peak Gråkallen had been one of the main recreational areas for Trondheim. The necessary initiative was taken by Robert Millar, chief of marketing at Nordenfjeldske Dampskibsselskab. On 3 November, the first meeting was held, and Millar was chosen to lead an investigation committee. The company A/S Graakalbanen was founded on 6 September 1916, and Nils Christoffer Bøckman was elected chairman. | 1 |
Graakalbanen was sceptical about the suggestion from Thesen, since they would have to rent instead of of track from the city; this would increase the leasing fees from NOK 7,000 to 12,000. The company was also afraid of passengers "leaking" off at Wullumsgården south of the Dyrborg Loop, and walking to Ila. The Dyrborg suggestion would also increase the travel time from Torvet to Fjellseter from 36 to 57 minutes. However, the city planner's suggestion was cheaper (NOK 1,300,000 vs. NOK 1,630,000). Bøchman recommended Bjerke's suggestion, and the board agreed. After the hotel at Fjellseter burnt down in 1917, the line was chosen to only terminate at Lian. | After the 10-minute headway was introduced on 13 April 1975, the section Ugla–Lian developed into a bottle neck. Six trams were used to handle the route between Voldsminde and Lian. An accident that occurred on the bottle neck caused substantial damage, and a fixed block signaling system was installed on the whole line. | 0 |
At the same time the end terminal in the city centre was not yet determined. By terminating at Ilevolden, the company could choose any rolling stock, including the higher 1,200 V current used on the Ekeberg Line of Oslo. Should the trams continue they would need to use Trondheim Sporvei's 600 V, metre gauge and car width. However, Trondheim Sporvei had chosen to convert its system to wide cars at width. If the city chose to start the rebuilding of track from the current width, it would allow Graakalbanen to buy wide stock. Instead it was chosen to run the trams along the Ila Line to a new station at St. Olavs Gate. Here, the trams would have their recovery time, and return to the Ila Line along a loop through Dronningens gate. The loop was built by Trondheim Sporvei and cost the city NOK 54,000. | There were two suggestions for the route. The first was made by engineer Ferdinand Bjerke, who worked for the Norwegian State Railways, on behalf of the company. The line would connect to the city tramway at Ilevolden after following the Ila Line for Torvet, and continue up Byåsenveien as a street tram until Bergsli gate. Here it would continue in its own right-of-way, as a single track line up Nyveibakken, past Gamle Åsvei to Bygrensen, Breidablikk, turning west at Hoem, Rognheim and to Munkvoll. From Munkvoll it would continue south of Kyvannet and north of Lianvannet and then again head north to Fjeldseter. | 1 |
At the same time the end terminal in the city centre was not yet determined. By terminating at Ilevolden, the company could choose any rolling stock, including the higher 1,200 V current used on the Ekeberg Line of Oslo. Should the trams continue they would need to use Trondheim Sporvei's 600 V, metre gauge and car width. However, Trondheim Sporvei had chosen to convert its system to wide cars at width. If the city chose to start the rebuilding of track from the current width, it would allow Graakalbanen to buy wide stock. Instead it was chosen to run the trams along the Ila Line to a new station at St. Olavs Gate. Here, the trams would have their recovery time, and return to the Ila Line along a loop through Dronningens gate. The loop was built by Trondheim Sporvei and cost the city NOK 54,000. | During the 1980s there was a lot of political debate about the future of the tram in Trondheim, and in 1983 the city council decided to close down the Elgeseter Line, and keep only one line between Lian and Lade. At the same time 11 new trams were ordered and a new depot built at Munkvoll, costing over NOK 100 million. But in 1988 the city council changed their minds and closed the tramway in Trondheim. The tracks between St. Olav's Street and Lademoen were removed, but the tracks at Lade were kept, as were the tracks between St. Olav's Street and Lian. The latter was because enthusiasts had plans of operating veteran trams as a heritage railway. | 0 |
At the same time the end terminal in the city centre was not yet determined. By terminating at Ilevolden, the company could choose any rolling stock, including the higher 1,200 V current used on the Ekeberg Line of Oslo. Should the trams continue they would need to use Trondheim Sporvei's 600 V, metre gauge and car width. However, Trondheim Sporvei had chosen to convert its system to wide cars at width. If the city chose to start the rebuilding of track from the current width, it would allow Graakalbanen to buy wide stock. Instead it was chosen to run the trams along the Ila Line to a new station at St. Olavs Gate. Here, the trams would have their recovery time, and return to the Ila Line along a loop through Dronningens gate. The loop was built by Trondheim Sporvei and cost the city NOK 54,000. | During the 1910s, Fjellseter close to the peak Gråkallen had been one of the main recreational areas for Trondheim. The necessary initiative was taken by Robert Millar, chief of marketing at Nordenfjeldske Dampskibsselskab. On 3 November, the first meeting was held, and Millar was chosen to lead an investigation committee. The company A/S Graakalbanen was founded on 6 September 1916, and Nils Christoffer Bøckman was elected chairman. | 1 |
At the same time the end terminal in the city centre was not yet determined. By terminating at Ilevolden, the company could choose any rolling stock, including the higher 1,200 V current used on the Ekeberg Line of Oslo. Should the trams continue they would need to use Trondheim Sporvei's 600 V, metre gauge and car width. However, Trondheim Sporvei had chosen to convert its system to wide cars at width. If the city chose to start the rebuilding of track from the current width, it would allow Graakalbanen to buy wide stock. Instead it was chosen to run the trams along the Ila Line to a new station at St. Olavs Gate. Here, the trams would have their recovery time, and return to the Ila Line along a loop through Dronningens gate. The loop was built by Trondheim Sporvei and cost the city NOK 54,000. | The initial service had departures once per hour. Trams left Munkvoll on the hour, and from St. Olavs gate on the half-hour. Weekend traffic was considerable, but ridership on weekdays was very limited. The management felt this was because Munkvoll was not close enough to the recreational areas of Bymarka, and proposed a quick expansion to Ugla. At the same time, the ticket price was set high compared to the city trams, at NOK 0.60 for adults. In 1924, there were 144.774 passengers. | 0 |
The first conveying started in 1917, and the following January the city engineer started construction, but this soon ended. In June 1919, the engineering company Grøndahl & Kjørholt took over the work, planning to be finished to Lian by 1921. However, by June 1920, the rising prices resulted in the money being used up. At the same time it turned out that the rolling stock was too much more expensive than expected; ordering of rolling stock was therefore delayed. In 1921, no construction was done on the line. Not before Trondhjems og Stridens Sparebank issued a loan of NOK 1.6 million was it possible to continue construction. This was based on mortgaging all assets, as well as a NOK 500,000 guarantee from the city council. While work previously had been along the whole route, it was then only concentrated on the section Ila–Munkvoll, where the depot would be located. | The tracks were completed in March, but not until the trams were delivered could service start. The tramway was opened on 18 July 1924 at 18:00. Ordinary service started the next day. The first weekend there were thousands of people who wanted to see the new trams, and demand exceeded capacity. Soon ridership dropped considerably. | 1 |
The first conveying started in 1917, and the following January the city engineer started construction, but this soon ended. In June 1919, the engineering company Grøndahl & Kjørholt took over the work, planning to be finished to Lian by 1921. However, by June 1920, the rising prices resulted in the money being used up. At the same time it turned out that the rolling stock was too much more expensive than expected; ordering of rolling stock was therefore delayed. In 1921, no construction was done on the line. Not before Trondhjems og Stridens Sparebank issued a loan of NOK 1.6 million was it possible to continue construction. This was based on mortgaging all assets, as well as a NOK 500,000 guarantee from the city council. While work previously had been along the whole route, it was then only concentrated on the section Ila–Munkvoll, where the depot would be located. | The initial service had departures once per hour. Trams left Munkvoll on the hour, and from St. Olavs gate on the half-hour. Weekend traffic was considerable, but ridership on weekdays was very limited. The management felt this was because Munkvoll was not close enough to the recreational areas of Bymarka, and proposed a quick expansion to Ugla. At the same time, the ticket price was set high compared to the city trams, at NOK 0.60 for adults. In 1924, there were 144.774 passengers. | 0 |
Tracks were delivered from the Norwegian State Railways, who were replacing their 25 kg/m track on the Meråker Line. The track length was . At the same time the company bought the truss bridge Funna Viaduct from the Meråker Line, for installation on the Gråkallen Line; it was about 20 metres too short, and a temporary wooden span was built to cover this. At Munkvoll a brick transformer station was built along with a wooden depot with three tracks and capable of nine trams and trailers. | The first conveying started in 1917, and the following January the city engineer started construction, but this soon ended. In June 1919, the engineering company Grøndahl & Kjørholt took over the work, planning to be finished to Lian by 1921. However, by June 1920, the rising prices resulted in the money being used up. At the same time it turned out that the rolling stock was too much more expensive than expected; ordering of rolling stock was therefore delayed. In 1921, no construction was done on the line. Not before Trondhjems og Stridens Sparebank issued a loan of NOK 1.6 million was it possible to continue construction. This was based on mortgaging all assets, as well as a NOK 500,000 guarantee from the city council. While work previously had been along the whole route, it was then only concentrated on the section Ila–Munkvoll, where the depot would be located. | 1 |
Tracks were delivered from the Norwegian State Railways, who were replacing their 25 kg/m track on the Meråker Line. The track length was . At the same time the company bought the truss bridge Funna Viaduct from the Meråker Line, for installation on the Gråkallen Line; it was about 20 metres too short, and a temporary wooden span was built to cover this. At Munkvoll a brick transformer station was built along with a wooden depot with three tracks and capable of nine trams and trailers. | To supplement the aging stock, the GB Class 3 singe tram and trailer, from Hønefoss Karrosserifabrikk (Høka) was ordered in 1954. Delivered in September 1955, it was put into service in December. Because of the increased traffic, a new signaling system was introduced in 1957, and a double track was built from Bergsli gate to Ila. This section had been causing problems for cars, since the trams would operate on the wrong side of the road. To allow a future 10-minute headway, a new signaling system was installed in 1958 up to Ugla. Up until then, tokens had been used to regulate traffic. | 0 |
Four trams and two trailers were ordered from Hannoversche Waggonfabrik (HaWa), with motors from Siemens. The GB Class 1 trams cost NOK 360,000, including some work trailers. The stock had bogies, were long and weighed , and had 4x . The chassis were delivered on 20 July 1924, while the motors came on 5 July. They were assembled at the Dalsenget Depot. Because of the wider bodies, all transport from the track at Ila to Dalsenget had to be done at night, so the trams would not meet other trams in the opposite track. The first test run was on 5 July, but failed due to a short circuit. A successful attempt was made on 9 July. | Tracks were delivered from the Norwegian State Railways, who were replacing their 25 kg/m track on the Meråker Line. The track length was . At the same time the company bought the truss bridge Funna Viaduct from the Meråker Line, for installation on the Gråkallen Line; it was about 20 metres too short, and a temporary wooden span was built to cover this. At Munkvoll a brick transformer station was built along with a wooden depot with three tracks and capable of nine trams and trailers. | 1 |
Four trams and two trailers were ordered from Hannoversche Waggonfabrik (HaWa), with motors from Siemens. The GB Class 1 trams cost NOK 360,000, including some work trailers. The stock had bogies, were long and weighed , and had 4x . The chassis were delivered on 20 July 1924, while the motors came on 5 July. They were assembled at the Dalsenget Depot. Because of the wider bodies, all transport from the track at Ila to Dalsenget had to be done at night, so the trams would not meet other trams in the opposite track. The first test run was on 5 July, but failed due to a short circuit. A successful attempt was made on 9 July. | It is stated by Gråkallbanen that they seek to modernize their fleet of six vehicles to low-floor, to allow wheelchair users to board the trams. However, as the current operation requires additional funding from the municipality, these plans are not currently financed. The municipality is to create a report on the funding of the line and its future projects. | 0 |
The tracks were completed in March, but not until the trams were delivered could service start. The tramway was opened on 18 July 1924 at 18:00. Ordinary service started the next day. The first weekend there were thousands of people who wanted to see the new trams, and demand exceeded capacity. Soon ridership dropped considerably. | Four trams and two trailers were ordered from Hannoversche Waggonfabrik (HaWa), with motors from Siemens. The GB Class 1 trams cost NOK 360,000, including some work trailers. The stock had bogies, were long and weighed , and had 4x . The chassis were delivered on 20 July 1924, while the motors came on 5 July. They were assembled at the Dalsenget Depot. Because of the wider bodies, all transport from the track at Ila to Dalsenget had to be done at night, so the trams would not meet other trams in the opposite track. The first test run was on 5 July, but failed due to a short circuit. A successful attempt was made on 9 July. | 1 |
The tracks were completed in March, but not until the trams were delivered could service start. The tramway was opened on 18 July 1924 at 18:00. Ordinary service started the next day. The first weekend there were thousands of people who wanted to see the new trams, and demand exceeded capacity. Soon ridership dropped considerably. | The operating company Boreal Bane owns seven Class 8 trams out of the eleven delivered in 1984-85 for the then longer route. The trams are designated with numbers 90 to 100. Of the eleven delivered, Trams 93, 94, 95, 96, 97 and 99 remain in service. 91, 92, 98 and 100 have been scrapped, while 90 is out of service but remains at the depot. Four trams are required for the daily operation on the line on a fixed 15 minute headway, reducing to two trams running on a 30-minute headway in the evenings and the full day on Sundays. Heritage trams are available for chartered tours. | 0 |
The initial service had departures once per hour. Trams left Munkvoll on the hour, and from St. Olavs gate on the half-hour. Weekend traffic was considerable, but ridership on weekdays was very limited. The management felt this was because Munkvoll was not close enough to the recreational areas of Bymarka, and proposed a quick expansion to Ugla. At the same time, the ticket price was set high compared to the city trams, at NOK 0.60 for adults. In 1924, there were 144.774 passengers. | The first expansion would come the following year. Construction of the line to Ugla had started, and was opened on 30 May 1925. It had a tavern and duck pond to attract riders. A branch was also laid to Kyvannet, from which ice was transported to the city center to be sold. The company continued to lose money. | 1 |
The initial service had departures once per hour. Trams left Munkvoll on the hour, and from St. Olavs gate on the half-hour. Weekend traffic was considerable, but ridership on weekdays was very limited. The management felt this was because Munkvoll was not close enough to the recreational areas of Bymarka, and proposed a quick expansion to Ugla. At the same time, the ticket price was set high compared to the city trams, at NOK 0.60 for adults. In 1924, there were 144.774 passengers. | It is stated by Gråkallbanen that they seek to modernize their fleet of six vehicles to low-floor, to allow wheelchair users to board the trams. However, as the current operation requires additional funding from the municipality, these plans are not currently financed. The municipality is to create a report on the funding of the line and its future projects. | 0 |
The first expansion would come the following year. Construction of the line to Ugla had started, and was opened on 30 May 1925. It had a tavern and duck pond to attract riders. A branch was also laid to Kyvannet, from which ice was transported to the city center to be sold. The company continued to lose money. | The initial service had departures once per hour. Trams left Munkvoll on the hour, and from St. Olavs gate on the half-hour. Weekend traffic was considerable, but ridership on weekdays was very limited. The management felt this was because Munkvoll was not close enough to the recreational areas of Bymarka, and proposed a quick expansion to Ugla. At the same time, the ticket price was set high compared to the city trams, at NOK 0.60 for adults. In 1924, there were 144.774 passengers. | 1 |
The first expansion would come the following year. Construction of the line to Ugla had started, and was opened on 30 May 1925. It had a tavern and duck pond to attract riders. A branch was also laid to Kyvannet, from which ice was transported to the city center to be sold. The company continued to lose money. | But fate had other plans for Gråkallbanen. The Trondheim tramway is one of only two in the world, along with the Cairo Tramway, to use the combination of metre gauge and 2.6 metre-wide cars. This made it practically impossible to sell the trams and finance the 20 new Scania buses that Trondheim Trafikkselskap needed to operate the bus route to Lian and Lade. In the end the 11 trams were not sold and instead a company owned by 1400 enthusiasts, AS Gråkallbanen, was created to operate the tram route on the only remaining line, that started in 1990. In 2004 Veolia Transport's division in Norway, Veolia Transport Norge, bought the company and have announced they will invest another NOK 10,7 million, after the purchase in improved infrastructure on Gråkallbanen. July 1, 2008 the company name changed from AS Gråkallbanen to Veolia Transport Bane AS. Since then the company was renamed Boreal Transport Bane AS in 2011, Boreal Transport Midt-Norge AS in 2012 and finally Boreal Bane AS in 2016. | 0 |
Further expansions to Lian were also considered, but management was skeptical at having two destinations, since they would not create the necessary critical mass. Then the tavern and farm at Ugla burnt down in 1931, and the insurance company allowed the insurance money to be used for building at Lian. To finance the line extension, Graakalbanen decided to create a new company; A/S Ugla–Lian was organized in such a way that it would have no expenses, only income. A/S Ugla–Lian would build the line, and Graakalbanen would pay NOK 0.05 per passenger freighted on the line. Graakalbanen would cover all operating, maintenance and administrative expenses, even for the other company. Construction of the expansion was started in the autumn of 1932. The first test run was on 29 September 1933, and the line was taken into use on 28 October 1933. A number of recreational services grew up at Lian, including a ski jump and trotting in the winter, and bathing and rowing in the lake Lianvannet in the winter. Despite this, ridership grew slowly, but by 1937 it had passed the 1930-level. | The first expansion would come the following year. Construction of the line to Ugla had started, and was opened on 30 May 1925. It had a tavern and duck pond to attract riders. A branch was also laid to Kyvannet, from which ice was transported to the city center to be sold. The company continued to lose money. | 1 |
Further expansions to Lian were also considered, but management was skeptical at having two destinations, since they would not create the necessary critical mass. Then the tavern and farm at Ugla burnt down in 1931, and the insurance company allowed the insurance money to be used for building at Lian. To finance the line extension, Graakalbanen decided to create a new company; A/S Ugla–Lian was organized in such a way that it would have no expenses, only income. A/S Ugla–Lian would build the line, and Graakalbanen would pay NOK 0.05 per passenger freighted on the line. Graakalbanen would cover all operating, maintenance and administrative expenses, even for the other company. Construction of the expansion was started in the autumn of 1932. The first test run was on 29 September 1933, and the line was taken into use on 28 October 1933. A number of recreational services grew up at Lian, including a ski jump and trotting in the winter, and bathing and rowing in the lake Lianvannet in the winter. Despite this, ridership grew slowly, but by 1937 it had passed the 1930-level. | Tracks were delivered from the Norwegian State Railways, who were replacing their 25 kg/m track on the Meråker Line. The track length was . At the same time the company bought the truss bridge Funna Viaduct from the Meråker Line, for installation on the Gråkallen Line; it was about 20 metres too short, and a temporary wooden span was built to cover this. At Munkvoll a brick transformer station was built along with a wooden depot with three tracks and capable of nine trams and trailers. | 0 |
World War II would show the highest ridership on the line through history. With the rationing on petrol, soon only the electric trams operated. Cities without trams or trolleybuses were stuck without public transport. 1940 showed an increase to 884,000 passengers, and for the first time the company made a profit. Ridership continued to increase, with 1.2 million in 1941, and up to 2.16 million in 1945. Conductors had to be taken into use, and even women were employed. To save time on the route, the stations Ferstad, Kyvannet, Vestmarka and Herlofssonløypa were not served on the way up. In addition, an extra tram was operated from St. Olavs gate to Hoem. | To supplement the aging stock, the GB Class 3 singe tram and trailer, from Hønefoss Karrosserifabrikk (Høka) was ordered in 1954. Delivered in September 1955, it was put into service in December. Because of the increased traffic, a new signaling system was introduced in 1957, and a double track was built from Bergsli gate to Ila. This section had been causing problems for cars, since the trams would operate on the wrong side of the road. To allow a future 10-minute headway, a new signaling system was installed in 1958 up to Ugla. Up until then, tokens had been used to regulate traffic. | 1 |
World War II would show the highest ridership on the line through history. With the rationing on petrol, soon only the electric trams operated. Cities without trams or trolleybuses were stuck without public transport. 1940 showed an increase to 884,000 passengers, and for the first time the company made a profit. Ridership continued to increase, with 1.2 million in 1941, and up to 2.16 million in 1945. Conductors had to be taken into use, and even women were employed. To save time on the route, the stations Ferstad, Kyvannet, Vestmarka and Herlofssonløypa were not served on the way up. In addition, an extra tram was operated from St. Olavs gate to Hoem. | The line was opened as the only private tramway in Trondheim by A/S Graakalbanen in 1924. At first it was built to Munkvoll, but extended to Ugla in 1925, and to Lian in 1933. Operations were taken over by the municipal Trondheim Trafikkselskap in 1972, but it was closed along with the rest of the tramway in 1988. In 1990, the private initiative AS Gråkallbanen opened the line, later known as Boreal Bane. Located at Munkvoll is the tramway museum and depot. | 0 |
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