The British firm Atkins has now calculated where trains may stop en route, how long train journeys will last, and how frequently trains can depart. The calculations indicate that high-speed trains in Norway could also become available in rural areas. The four consultancy firms responsible for assessing the potential routes of the lines and identifying suitable sites for the construction of stations have now submitted their reports.
The consultancy firms are now submitting their reports regarding the potential routes of high-speed railways lines. Photo: Renfe
– We will endeavour to unite the regions with more stops en route than is usual in most parts of Europe, states Tom Stillesby, head of the High Speed Rail Study. – This is in order to capture the market en route, says Stillesby. – The trains’ patterns of stops may vary from one departure to the next in order to maintain low journey times, he adds.
For journey times, Atkins utilises two models: one basic and one express train. The basic model is a train that stops at large and medium-sized stations and departs once per hour. The express train only stops at the largest stations and has four departures in each direction in the morning and afternoon. Atkins is also considering a model that permits trains to stop at smaller stations en route. In this respect, both the market potential and the increased journey time are being considered.
Line alternatives
The four consultancy firms have considered line alternatives and stopping patterns with three different alternatives in mind.
One alternative, referred to as ‘B’, involves upgrading the existing line. The aim is a 20% reduction in journey times and it specifies what must be done in order to achieve this. This may involve less extensive measures that have already been proposed, as well as line re-routing of 5 to 30 kilometres.
A high-speed alternative ‘2*’ with speeds of up to 250 km/h, to include goods traffic along the same sections. The reports specify the potential routes of such lines in the terrain and where trains would stop en route.
High-speed alternative ‘D1’ specifies lines with speeds of 330 km/h. These lines also include an option for goods traffic, which will restrict how steep the gradient of the lines can be. Alternative ‘D2’ comprises lines designed for speeds of 330 km/h without goods traffic, which will permit lines with steeper gradients. The reports show the potential routes of such lines in the terrain.
The following sections have been reviewed:
• Oslo-Trondheim through Gudbrandsdalen, of which one proposal is via Gjøvik, one via Østerdalen and one via Rondane
• Oslo-Bergen through Hallingdal and through Numedal
• Oslo-Bergen/Stavanger over the Haukeli mountains
• Bergen-Stavanger along the coast
• Oslo-Kristiansand-Stavanger along the coast
• Oslo-Gothenburg
• Oslo-Stockholm
Journey times and stopping patterns appear in the individual linked reports.
Considerations in respect of nature and the environment
New web-based tools are being utilised in the search for route alternatives in order to identify routes that have the minimum environmental impact. These tools take into account conservation areas and cultural monuments, as well as various types of landscape and nature. The tools cover the whole of Southern Norway, have been developed for the Norwegian National Rail Administration as part of the High Speed Rail Study and will be of great benefit to future railway planning.
The Norwegian National Rail Administration’s recommendations at the end of January
Journey times on main sections vary with the different routes and speed alternatives. When the Norwegian National Rail Administration submits its own recommendations at the end of January, some of the sections may receive a combination of the various speed alternatives in order to adapt the lines even more effectively to the terrain. It must be emphasised that what is being submitted are only the consultants’ proposals and not the recommendations of the Norwegian National Rail Administration. The High Speed Rail Study will draw its own conclusions based on these reports, and a number of other reports. The final recommendations will be submitted in a final report towards the end of January 2012. The socio-economic analysis will be central to the final report.
