and a grid system of streets between them. The orientation of the town was toward the shore. R�yem set aside space for three parks and a public square, and also room for a church just outside the town�s borders.
There were critics of the plan, pointing out that the terrain was hilly and not suitable for the proposed rigid grid. Some adjustments were made, but the plan was largely accepted and is evident in today�s Hamar. There were also lingering concerns about the town�s vulnerability to flooding.
No sooner had the ink dried on the new law, and building started in the spring of 1849. The first buildings were much like sheds, but there was great enthusiasm, and by the end of 1849, ten buildings were insured in the new town. None of these are standing today; the last two were adjacent buildings on Skappelsgate. By 1850, there were 31 insured houses, and 1852, 42; and in 1853, 56. Building slowed down for a few years and then picked up again in 1858, and by the end of 1860 there were 100 insured houses in the town. The shore side properties were obliged to grow gardens, setting the stage for a leafy urban landscape.
Roads quickly became a challenge � in some places, it was necessary to ford creeks in the middle of town. The road inspector found himself under considerable stress, and it was not until 1869 street names were settled. Highways in and out of the city also caused considerable debate, especially when it came to financing their construction.
The first passenger terminal in Hamar was in fact a crag in the lake, from which travelers were rowed into the city. In 1850, another pier was built with a two-storey terminal building. All this was complicated by the significant seasonal variations in water levels. In 1857 a canal was built around a basin that would allow freight ships to access a large warehouse. Although the canal and basin still were not deep enough to accommodate passenger steamships, the area became one of the busiest
