Nordland Line

hauling a passenger train through Være in eastern Trondheim Traditionally the Nordland Line was defined as running from Hell to Bodø, but the National Rail Administration has officially classified it as running from Trondheim Central Station to Bodø, a distance of . This makes it the longest railway line in Norway. It is single track, standard gauge, but not electrified. Centralized traffic control is installed south of Mosjøen, with partial automatic train control. GSM-R is installed on the whole line. The Nordland Line is owned and maintained by the Norwegian National Rail Administration. From Trondheim the line runs largely following the Trondheimsfjord to Steinkjer Station, traveling through the districts of Stjørdalen and Innherred. At Hell Station, from Trondheim, the Meråker Line branches off. North of Steinkjer () the line follows the east shore of Snåsavatnet until Snåsa Station (), passing into the district of Namdal. At Grong Station () the line intersects with the Namsos Line. It continues up the valley through an inland route and passes into the district of Helgeland. There it reaches a summit of above sea level at Majavatn Station () before descending back to sea level near Mosjøen Station (). The line continues along a rugged section often hugging the sides of fjords until Mo i Rana Station (). From Mo the line runs up the Dunderland Valley at a 1.2% gradient. From Dunderland Station () the line climbs at a 1.8% gradient for onto the Saltfjellet mountain plateau. It reaches its highest elevation just south of Stødi Station (), at above mean sea level, about after passing the Arctic Circle. The line then descends for the next at a 1.8% gradient until reaching almost sea level at Rognan Station (), by which time it has reached the district of Salten. From Fauske the line heads west to Bodø Station. ==History==

Trondheim–Hell A committee to look into building a railway northwards from Trondheim was established in 1870. The goal was to build a railway which connected to Jämtland, Sweden. Similar investigations were carried out on the Swedish side of the border. An early alternative to build via Verdal was discarded. The line was at first estimated to cost 4.7 million Norwegian krone and the line built with a narrow gauge. Shares in the railway company were offered for sale in 1871, of which NOK 1.2 million was bought by Trondheim Municipality. The Parliament of Norway rejected the line the same year, although it resulted in a local railway committee being established. Legislation to build the line was passed by Parliament on 2 May 1872. The state would receive shares in the company equal to their monetary contribution. In 1873, the Parliament of Sweden voted to build a narrow gauge railway from Torpshammar to the Norwegian border, where it would connect to the Sundsvall–Torpshammar Line. in 1907 By 1874, Swedish authorities had decided that all railways should be built in standard gauge, and the Parliament of Norway chose to change their configuration to the same gauge in 1874, increasing estimated costs from NOK 4.7 to 8.9 million. In Trondheim, the existing Trondhjem–Støren Line terminated at a station at Kalvskinnet. This was a cul-de-sac station, and to allow the two lines to interconnect, a new station was built at Brattøra, costing NOK 1.4 million. The river of Stjørdalselva created a barrier just north of Hell, and it would be cheaper to make the line go on the south shore of the river down to Hegra. However, the major population center was located at Stjørdalshalsen, on the north shore of the river. Locally, there were many protests against the line bypassing such a large town, but the cost of the bridge made parliament choose the southern alternative. This gave residents in Stjørdal a considerably longer route to the train, since they had to cross the river to get access to the railway. This decreased the railway's ability to compete with the steam ships and thus the overall profitability of the line. past Muruvik in 1906 The first blasting was performed during a ceremony in 1875, but the real work did not start until 1876. Construction of the last section into Trondheim, along with the station, did not start until 1878, due to disagreements about the plans. By 1878, tracks were laid from Leangen to the border between Nedre Stjørdal Municipality and Øvre Stjørdal Municipality (). On 27 August 1879, the first train ran from Rotvoll Station, just outside Trondheim, to the national border. Before the line was finished in Sweden, the Norwegian State Railways operated a train once per week from 11 February 1880. Full service was introduced on 17 October 1881, though the line was not yet completed to Östersund; nor did Trondheim Central Station open until 1882. The official opening was on 22 July 1882. Hell–Sunnan In 1872, Ole Tobias Olsen proposed in Morgenbladet that a railway be built between Mo i Rana via Haparanda, Sweden, to Saint Petersburg, Russia. He was inspired by Scottish railways and hoped to use the line to export fresh fish. The engineer succeeded the following year at gaining a public grant to investigate a route to Gulf of Bothnia. Om 1875, Olsen proposed that a railway be built from Trondheim via Steinkjer and Namsos to Vestfjorden. which resulted in surveying starting in 1877. On 27 April 1881, the committee made its recommendation to the county council and ceased its work. However, it was not until 1889 that the county council appointed a new railway committee, which was led by Wexelsen. In 1891, the county's road committee, led by Øverland, sent an official request to the railway committee, asking for details about their plans, so the appropriate roads could be planned. This spurred the committees work and a cooperation with Nordland County Council was initiated to increase the projects priority by national politicians. The railway was also regarded as having a strategic importance for the postal service and the military, as transport times northwards would decrease significantly and be less affected by severe weather, which particularly during winter could hinder efficient steam ship transport. On 2 March 1896, with 87 against 27 votes, Parliament passed legislation approving a railway from Hell to Sunnan. Costs were estimated at 8.75 million Norwegian krone (NOK), of which 15 percent was to be financed with local grants and the remainder by the state. Construction was scheduled to take 15 years. The decision initially called for the railway to be built in two stages, with the split at Rinnan in Levanger—the site of the military camp Rinnleiret. Final approval of construction was made by Parliament on 11 June 1898. The choice of route through Innherred was largely without much debate, as the line naturally went through all the towns and most of the important villages. Sunnan was a natural place to halt construction, as it is located at the foot of the lake of Snåsavatnet, allowing connection with steam ships. Hell Station had to be rebuilt, and the old station building was moved to Sunnan Station. Controversies arose over the location of Skatval Station, Levanger Station, Verdal Station, Sparbu Station, with the initial discarding of Mære Station, and Steinkjer Station. The line through Steinkjer was controversial, as the proposal would split the town in two, and there was an intense debate as to which side of the river the station should be built on. A counter-proposal which saw the line run further up and cross through Steinkjersannan and Furuskogen—and thus avoid the town itself—was discarded because it would wreck the military camp at Steinkjersannan and would be located too far from the port. in 1956 Four navvies were killed during construction, three in a landslide in a trench and one by a piling log, all in Levanger. Construction on the line's second part, from Levanger to Sunnan, started in 1901. Part of the reason for the early start was to help employ older navvies who were working on the southern section during the summer. At Røra, a spur was originally planned to Hylla, but this was discarded late in the planning phase. Steinkjer is surrounded by a moraine which had to be traversed with a cutting, long and up to deep. of earthwork was removed, half with a steam shovel, and largely used to build reclaimed land for the railway's right-of-way through Steinkjer. The long section from Hell to Stjørdal started revenue service on 1 February 1902. The long section from Stjørdalshalsen to Levanger was officially opened on 27 October 1902, with ordinary services starting on 29 October. The long section from Levanger to Verdal was opened on 1 November 1904, The official opening of the long section between Verdal and Sunnan Revenue service started the following day. However, in 1902, the Dunderland Iron Ore Company started building a private railway to connect its mine at Storforshei to their port at Gullsmedvik in Mo. It was officially handed over from the construction company on 1 November 1904. Revenue service started in 1906. Sunnan–Grong The original proposal called for the line to run from Steinkjer via Beitstad to Namsos and onwards to Nordland. Connecting Namdalen to the railway network was seen as important to ease export both of lumber, farm produce and seafood. In 1877, Grong Municipal Council instead proposed building the Nordland Line from Steinkjer via Snåsa to Grong and instead build a branch from Grong to Namsos. In an 1892 report, a line from Trondheim via Beitstad to Namsos was estimated to be long and would take 6 hours and 40 minutes. In comparison, the steam ships at the time used 16 hours. During the 1890s, public meetings were held throughout the area to rally support for public spending on the railway and for support for the most advantageous route for the local area. The Beitstad Line would run through areas with a population three to four times that of the Snåsa Line. All previous railway lines were built following the route which gave the most people a service, as this gave the best economic impact and would create more revenue for the railway, making it more profitable. Namsos was also the gateway to Nærøy Municipality and Vikna Municipality. It was further argued that Beitstad did not need a railway as it was connected to the Trondheimsfjord and that a branch line to Namsos would be built anyway. All municipalities in Namdalen, except Grong, supported the Beitstad Line, while municipalities from Steinkjer and south supported the Snåsa Line. commuter train at Åsen Station In 1899, the cost of a line from Sunnan via Namsos to Grong was estimated at NOK 11.68 million and would be long. Conversely, a line from Sunnan via Snåsa to Grong would cost NOK 6.59 million and would be long. In addition, the branch from Grong to Namsos was estimated at 4.28 million and would be long. Thus the Snåsa Line would be shorter and 824,000 Norwegian krone cheaper. Both routes were based on municipal grants of NOK 500,000. In 1899, a county railway committee published its recommendation, with the majority of three members recommending the Snåsa Line, while the minority of two members recommended the Beitstad Line. From 1905, the government started work on financing several large railway projects, including the Dovre Line, the Rauma Line, the Sørlandet Line and the Nordland Line. On 10 June 1908, Parliament unanimously passed these lines in the Railway Plan of 1908, which included the long section from Sunnan via Snåsa to Grong, albeit without a branch to Namsos. The county stated that they would not grant any district funding to the line unless a branch to Namsos was also passed. This was a high-stake game, as Parliament could as a counter-measure decide to not built the line to Grong. In 1912, the Norwegian Directorate of Mining proposed a branch of the Nordland Line from Grong to Tunnsjøen, where pyrite mining was planned. The decision to build the Namsos Line was taken by Parliament in 1913. Work started in 1916 and it was opened in 1934. The main train service became a daily round trip from Trondheim to Namsos, using four and half hours to Grong. Grong–Mo i Rana Politicians in Nordland started work to get a railway to Nordland upon decision to build the Hell–Sunnan Line. The line from Grong to Bodø was passed as part of a national railway plan approved by Parliament on 17 November 1923. This involved first building the section from Grong to Mosjøen. The detailed plans were split between two routes, the first from Storforsen til Mosjøen approved the following year and the rest of the line in 1926. Due to high unemployment, work on sections at Spelruem and Gullsmedvik started in late 1923. The main route discussion involved where to run the line immediately north of Grong, where a detour was rejected which would have cut the length of the Medjå Tunnel. Grong received a station above the town in order to avoid clay deposits. Also in Brekkvasselv there were two route alternatives. -hauled passenger train at Namskogan Station Construction of the tunnel commenced in 1926. The line as far as Mosjøen was planned to be opened in the fall of 1940, and to Elsfjord in November. The German occupation of Norway in April 1940 dramatically changed the pacing of construction. The Nordland Line was given high military priority and the order was given for imminent opening of the line. Three bridges were destroyed during the Norwegian Campaign and new temporary structures had to be put up to replace them or the damages repaired. Operations from Grong to Mosjøen started on 5 July with an official opening two days later. NSB extended the daily Trondheim–Grong train to Mosjøen. In addition military trains were operated as needed. Due to shortcuts in the hasty completion, full operating speeds were not reached until 1 July 1942. With increased use of the line, several Class 63 locomotives were imported from Germany for use on the line. Work north of Mosjøen, on the section to Elsfjord, started in 1935, based on a detailed plan approved by Parliament the same year. Proposals were made for the line running on either side of Elsfjorden, with the east side ultimately chosen. A major dispute on this segment was if the line should cross the fjord along Røssingtangen and on a bridge, but instead a longer route around the fjord was chosen. Elsfjord Station was completed in 1938 to be used as a construction office. The Wehrmacht intensified construction on this section from 1940, and by July 1,950 people were working there, increasing to 4,966 people by September. Attempts were made to introduce work on Sundays, but this proved impossible to carry out as the workers just became tired. Futsa was crossed using a German-built bridge. A major hindrance to faster completion was the time needed to blast the final four tunnels. Temporary operation on the line to Elsfjord commenced on 15 March 1941. Without a rail or road connection onward, there was little practical use of this segment on itself. Next focus shifted to completing the next to Finneidfjord, including blasting of several tunnels north and south of Finneidfjord. The lack of roads near the route meant all supplies had to freighted in on the fjord. Blasting of Hattflåget Tunnel was particularly difficult, where lack of controls caused part of the tunnel to collapse during construction. allowing the final part to Mo to open on 21 March. The station was far from finished. The missing to connect to the Dunderland Line were quickly built, opening on 5 May. The poor condition of the track meant that travel time on the from Mosjøen to Mo was three hours. Much of the work on this section had to be corrected and improved afterwards. An estimated 18 workers were killed on this segment alone. Beginning in September 1942, the workforce was supplemented by prisoners of war. The number reached 21,600 on the Nordland and Polar Lines by 1945, distributed between 47 camps. An estimated ten percent of these died before the war ended. The from Storforshei to Grønfjelldal was completed in April 1943. The last opening during the war was to Dunderland on 1 May 1945. At the end of the war in May 1945, NSB took control over the construction. They shifted focus towards bringing the existing line up to standards. The Dunderland Line was bought by the state and taken over by NSB on 1 July 1947. Class 87 diesel multiple units were introduced between Elsfjord and Mosjøen, later extended to Majavatn, until 1951. An express train started running directly from Trondheim in 1949 and the next year a night train service was introduced. Sleeping cars to Mo i Rana were introduced in 1956, and to Mosjøen in 1970. is the terminus of the line The preliminary earthworking on route up to Lønsdal was finished by the end of the war, and this segment of the line could open on 8 December 1947. Once the war was finished the investments on the line fell dramatically. The next stage, to Røkland, was not opened until 1 December 1955. With this a direct freight and passenger train operated north of Mo i Rana, while previously all trains had been locals terminating there. NSB's first diesel locomotive, Di 1 was used from Trondheim to Mo from 1953. The following year also Di 3 locomotives were used, which gradually were taken into use on more and more trains. albeit very limited until 1956. The cost about 100 million kroner. Revenue freight service commenced on 1 December 1961, with passenger trains running from 1 February 1962. The official opening of the Nordland Line was carried out on 7 June 1962 by King Olav V. Later operational history -hauled day train awaiting departure from Trondheim Central Station in 1986 The mines at Storforshei reopened in 1964 and again needed to use the railway for transport, being hauled by Di 3s. Loading took place in a tunnel. From 1983 the ore at Storforshei was depleted and mining moved to Ørtfjell, further north. This required the construction of a branch line with a bridge over Ranelva. These initially consisted of 33 hopper cars pulled by two Di 3s. During the 1960s the passenger trains were up to fourteen cars long, and would have to be hauled by two locomotives. locomotive passing an NSB Class 92 diesel multiple unit at Leangen Station in Trondheim in 1998 The southern part of the line received centralized traffic control in four phases: from Trondheim to Stjørdal on 11 January 1976, to Levanger on 9 January 1977, to Steinkjer on 6 December 1977 and to Snåsa on 23 November 1984. At first they could only be used to Mo i Rana. After upgrades to the line further north, they could be used to Bodø from 1986. A morning service from Mo i Rana to Trondheim with a return in the afternoon was introduced from 1986. A similar morning train from Mosjøen to Bodø with return in the afternoon was introduced from 1990. The service from Trondheim to Steinkjer had ten daily round trips. After six months operation, the service had experienced a 40 percent growth in patronage. This was further increased with the opening of Trondheim Airport Station on 15 November 1994 and a station serving Levanger Hospital on 20 December 1995. On 10 November 1994, the line received automatic train control. hauling a CargoNet freight train over Saltfjellet NSB decided to improve their commuter rail service with the closing of several stations for the commuter train service. Fifty percent of the stations were responsible for only two percent of the traffic, and NSB instead wanted buses to transport people to the closest railway station, which would reduce overall transport time for most passengers. From 7 January 2001, a fixed, hourly headway was introduced on the trains from Steinkjer to Trondheim. From June 2001, NSB introduced additional rush-hour trains between Trondheim and Steinkjer, giving a half-hour headway. NSB introduced their Class 93 locomotives in 2001: starting on 7 January they were used on the Salten Commuter Rail, which ran a higher frequency of departures between Rognan and Bodø. This service has become a success. The Nordland Line had not received NSB's first generation of train radio, Scanet, so was among the first lines to receive GSM-R from 1 December 2004. Centralized traffic control from Grong to Majavatn was implemented in 2007, and to Eiterstraum from 2011. The same year the Gevingåsen Tunnel opened south of Trondheim Airport. The newer B5 carriages were introduced on intercity trains in 2012. ==Architecture==

was designed by Paul Due in brick and is among the most monumental along the line. Buildings along the Meråker Line, and hence the stations from Trondheim to Hell, were designed by Peter Andreas Blix. The stations bear resemblance to other Norwegian stations from the era, Few of these buildings remain intact, as they have mostly been expanded later. Blix' buildings were freer modeled, often taking an asymmetrical shape to suit its function. Stylistically the buildings have Medieval and New Gothic inspiration. The exception is Trondheim Central Station, a plastered brick building designed by Balthazar Lange in New Renaissance style. Stations along the Hell–Sunnan Line were designed by Paul Due. These had a more grandiose expression, which stylewise represent a transition between Swiss chalet style and Dragon Style on the one hand and Art Nouveau on the other. Many of the smaller stations received a ground floor in stone and an upper story in wood. Steinkjer and Levanger were both built in plastered brick. The section from Sunnan to Grong was designed by Eivind Gleditsch and in a transitional style between Historicism and Neo Classism. Increased standardization had been taken into use and the so-called Veggli Class or variations of it were used on most smaller station through Namdal. As the line continued northwards, reduced spending on architectural elegance caused simpler and simpler designs in wood. Once the line reached Salten it was evident that steam traction would soon be history and the functional layout of the stations changed. In Salten the smaller stations typically received a concrete ground floor and a wooden upper floor. The more monumental stations were Fauske in concrete and Bodø in brick. == Route ==

Hell−Bodø Hell station at the mouth of Stjørdalselva at the eponymous Stjørdalsfjord ( part of Trondheimsfjord) is left northwards via Trondheim airport and the line crosses over to Åsenfjorden through the coastal hinterland. Vuddudalen is then used as natural corridor to Åsen, from where the Skogn area, still at the Trondheimsfjord, is reached. Further north, the route runs along the eastern shore of the aforementioned fjord, partly inland, via Verdalsøra to Steinkjer, which marks one end of Beitstadfjorden. Coming up Snåsavatnet, where Nordland Line runs alongside the southern shore to Snåsa. From here on, the line crosses over to Namdalen, having been built around Snorronfjellet on its way to Formofoss (and Grong). The Namsen valley corridor is left after about 100 km further north at Smalåsen, where the Nordland Line changes to the Vefsna river corridor until Mosjøen, located at Vefsnfjord. To get to Mo i Rana, the route crosses inland over Drevjedalen valley, passing by Drevvatnet, in order to reach Elsfjord at the eponymous fjord and runs alongside its coastline via Bjerka to the main branch of Ranfjorden, where the mouth of Ranelva is located right at the fjord's northern end, in Mo i Rana. Ranelvas valley acts as traffic corridor both for European route E6 and the railway and it then leads up to the crossing of Polar circle an, a little bit northwards, the line's summit at about 700m above sea level (Saltfjellet). Downhill, Saltelva valley is used until Rognan at Saltdalsfjorden. Again, the route runs alongside a fjord's flank northwards to Fauske, where it changes direction westwards to reach the end, Bodø. ==Operations==

There is a mix of both local, regional and long-distance passenger and freight traffic on the Nordland Line. SJ Norge operate a daily intercity through service between Trondheim and Bodø, supplemented with a night service on the same route. South of Steinkjer SJ operates the Trøndelag Commuter Rail. It operates with a fixed hourly headway with some additional rush-hour services, in total nineteen services per day. These run to Trondheim and onwards along the Dovre Line to Lundamo Station. Travel time from Trondheim to Steinkjer is 2 hours and 6 minutes. CargoNet operates two trains per day, using 11 hours and 35 minutes from Trondheim, and 20 hours from Oslo. Cargolink operates once per week. CargoNet hauls using Vossloh Euro, Shortage of locomotives As of March 2025 a shortage of locomotives was hampering train services on the Nordland Line. SJ Norge had to cancel night train services between Bodø and Trondheim. On Thursday 27th of February 2025, a newly repaired train performing a test drive hit a rock inside a tunnel, near Ørtfjell, south of Dunderland. The Nordland railway line was closed and trains were severely delayed. Officials from Bane NOR said they were lucky that the train that hit the rock in the tunnel was running with 2 locomotives, making it easier to restore train service on the line. They added however that there was only one locomotive left to serve the 726 kilometers long Nordland line. Locomotives and train sets on the Nordland railway line were 45 years old, getting past their expected lifespan. With over 10 million kilometers on the clock, their ongoing maintenance, being in and out the workshop, created shortages, already before the train crash at Finneidfjord (see below). New trains are not expected to be delivered before the year 2030. Two freight train companies, Onrail and BLS Rails, both offered to rent one of their locomotives out to the Norwegian state, but Norske Tog was very slow in answering and decided to share their offer with journalists from public broadcaster NRK. A train set that had previously been offered as a gift to Ukraine, but had been politely refused for being too old, was later considered as a solution for the Nordland railway line, but Norske Tog deemed them to old to be re-entered into passenger service. People living up north and local politicians were reacting with a demand for a minimum stable train service for Northern Norway. Passengers were complaining that even cashless vending machines onboard the trains were unusable, as there was no sufficient coverage of mobile internet around the Nordland railway line. Passengers whose train was cancelled in January 2025 had to charter their own replacement bus, because SJ Norge had failed to offer a solution. Nesvatnet landslide Nordlandsbanen was interrupted on Saturday morning, the 30th of August 2025, because of a landslide at Nesvatnet lake in Levanger Municipality, in Trøndelag county, in Norway. This landslide, likely caused by quick clay, has left a big gap in the new E6 road, the old E6 road and the railway track Nordlandsbanen, between Åsen and Levanger, 63km (39 miles) northeast of Trondheim. One Danish man who was working at the site, preparing the construction of a second track to make passing of oncoming trains possible, is reported missing. Even though searching for the Danish railroad worker was still ongoing by next Sunday, he was not found and is feared to have lost his life in the landslide. As E6 is also cut off, busses to replace trains, if any busses were to be provided, are supposed to drive the long detour through Sweden. It is unknown how long it will take to rebuild the railway line at Nesvatnet. ==Accidents==

The Nordland Line is exposed to landslides and rockfall in many places. Rocks on train tracks can derail trains or cause other accidents. Large parts of the Nordland Line are built on quick clay soils, that can suddenly destabilize, like the part that has collapsed at Nesvatnet-lake in Levanger municipality. (see above) Train crash at Finneidfjord On 24 October 2024 a train traveling from Trondheim to Bodø crashed into a large rock that had fallen on the track. The train derailed, sliding down an embankment, towards the road below, which is European route E6. The train driver was killed in this accident. Four passengers had to go to hospital. The rest of the 46 passengers escaped with minor bruises and were evacuated by bus. The locomotive's front end, some trees and smaller rocks ended up on the northbound lane of the E6, between Bjerka and Finneidfjord. Police had closed both Nordlandsbanen and E6 until further notice, to investigate the cause of the accident, evaluate risks of further rockslides and organize a towing operation for the derailed train cars. The accident severed Norway's main arterial road, the E6, cutting Norway in two. One detour, using FV17, involved a ferry ship crossing between Levang and Nesna, with very long waiting times. The other detour ran along FV73 and European route E12, through Sweden. Both detours were lengthy and costly. Bane NOR announced on Sunday 27 October 2024 that they had to interrupt their attempts to clear the train wreck, because the mountain slope was still moving. SJ Norge announced that all trains were stopped and no replacement transport was made available for train passengers on the Nordlandsbanen between Mosjøen and Mo i Rana. On Monday 28 October 2024, BaneNOR announced that they did not expect to reopen Nordlandsbanen before the 4 November 2024. Statens Vegvesen released new press releases almost every day, using new web addresses. Since the 6th of November 2024 the E6 road below the railway line had been reopened for traffic under guidance, with intermittent closures for up to half an hour, to allow for work on the tracks that could cause rockfall. Bane NOR has updated their press release several times, each time pushing forward the day for reopening the Nordland Line. Bad weather was delaying the salvage of the crashed train. By 11 November 2024 it was estimated that work to secure loose rocks above the railway line would continue till the end of November, before trains could run again on the Nordland Line. With each update, BaneNOR made the text of their old press release disappear. The last update of that chain of press statements was published on 25 November 2024. Train traffic for goods trains was restored on Saturday 30 November 2024 and the traffic restrictions on E6 were lifted, 51 days after the train crash near Finneidfjord. Passenger trains started running again on Monday 2 December 2024. ==Future==

Two major developments have been proposed for the Nordland Line—electrification and installation of centralized traffic control (CTC). The latter is scheduled to take place as part of nationwide implementation of European Train Control System. The sections currently without CTC have the highest priority, with Grong–Bodø scheduled for completion in 2025 and Trondheim–Grong in 2028. Between 2014 and 2018 the section of track between Hell and Trondheim Airport is being rebuilt to double track and the two stations will be upgraded. Combined with other investments, such as double track onward from Hell to Trondheim and electrification, this could allow travel time from Trondheim to Steinkjer to drop to one hour. Electrification from Trondheim to Steinkjer, combined with that on the Stavne–Leangen Line and the Meråker Line, is scheduled to take place between 2017 and 2023. This project is delayed and will end at end of 2025. A 2015 report concluded that electrification of the rest of the Nordland Line would be profitable for society, but recommended that the Røros and Solør Lines be prioritized, as these could serve as reserve lines to the Dovre Line. == Driver’s cab documentation ==

Multiple cab ride recordings on the Nordland Line document Arctic light, mountains, long gradients and remote terrain. Directory from Trondheim to Mosjøen: ==References==