Norwegian High Speed Railway Assessment Phase 3, corridor east 12. December 2011

Presented by Svein Sørheim Sections / alignments in corridor east

Corridor east: • - • Oslo - Göteborg • Oslo -

2 Existing infrastructure in corridor east

Existing railways: • Existing tracks often have poor alignment and technical standard • The lines are mainly single track and with limited capacity • In the standard of existing lines are generally higher

In practice very little of the existing tracks can be re-used when constructing new lines, especially for high speed railways.

Use of ”existing" lines: • Assuming the use of Romeriksporten and that Oslo-Ski will be built • Requires the use of the existing railway Västerås - Stockholm and new railway Öxnered - Gøteborg • In the 2*-alternatives some sections of newer double track may be used; Ski - Moss and Såstad - Haug

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Main challenges in corridor east

• Managing the IC-strategy in relation to a high speed railway • The alignment challenges in the - area • To define the high speed alignment trough or close to existing built-up areas • Routes in Sweden • Identify feasible / realistic routes with accepable consequences for the local environment.

4 The Norconsult study approach

The innovation process Criteria during coarse evaluation • Idea generation and • Short travel time user meetings • Low operation- and investmentcosts • Has created knowledge • Good accessibility/biggest possible and alternative passenger base alignments • Limited consequences for landscape, • Created common base nature, culture, etc. • Subsequent coarse • Good posibility for staged construction evaluation and

screening

5 Alt. 2*: Lillestrøm - Karlstad (via )

• Alternative 2* is a new double track along the existing line via Kongsvinger - to and Karlstad

• All alternatives towards Stockholm are identical from Arvika to Karlstad and Västerås (standard 2*)

6 Alt. 2*: Lillestrøm - Blaker

• New line will use Gardermobanen out of Lillestrøm

• Several challenges at Lillestrøm; Nordre Øyern nature reserve, nature environment at Leira, etc

• Crossing of the river Glomma

7 Alt. 2*: Skarnes - Kongsvinger

• New alignment south of Skarnes due to track geometry requirements

• Through Kongsvinger the new line will mainly follow the existing alignment and the present location of the station will be used. Maximum speed of 140 km/h for passing trains

8 Alt. 2*: Charlottenberg - Arvika

• New line and station east of Charlottenberg due to track geometry requirements

• New line will pass through the settlements at Åmotfors and Arvika in the present railway corridor

• Location of stations in Åmotfors and Arvika will be retained

9 Alt. 2*: Karlstad - Västerås

• Principal study of the section from Karlstad to Västerås

• Proposed alignments are based on upgrading of existing line and previous studies

• 250 km/h except at Karlstad, Örebro and Västerås

• Will use the existing line Västerås - Stockholm

10 Alt. D1/D2: Lillestrøm - Karlstad

• New line from Lillestrøm to Arvika with design standard 330 km/h

• D2 may have steeper gradients and somewhat sharper horisontal curvature

• D1 will have 6 km more tunnel than D2

• The horisontal alignments are close to identical

11 Alt. D1/D2: Lillestrøm - Karlstad (direct line)

• The proposed line will pass Bjørkelangen • High tunnel portion towards Swedish border • Design speed 330 km/h to Arvika

12 Alt. 2*: Ski - Karlstad

• The line will branch off south of Ski and follow existing track to Askim

• New line from Askim to Arvika with D2-standard, 330 km/h

13 Alt. 2*: Ski - Mysen

• New line to replace existing line. Will serve all communities in today's corridor

• Major encroachments in some of the communities

• 200 km/h between Ski and Askim, 160 km/h through Askim

• Separate track connection to "Østre linje" at Mysen 14

Alt. D1: Ski - Karlstad

• New line directly to Arvika will branch off from the Follo tunnel north of Ski

• The section Ski - Arvika will have standard 330 km/h

• The alignment will be north of the community centres in inner Østfold

• The new line will not serve as replacement for existing line

15 Key figures Oslo - Stockholm

Section Alt. Oslo - Stockholm New line Tunnel %

Lillestrøm - Karlstad 2* 536 km 207 km (+183km) 19 %

Lillestrøm - Karlstad D1 489 km 160 km (+183km) 28 %

Lillestrøm - Karlstad D2 489 km 160 km (+183km) 25 %

Ski - Karlstad 2* 506 km 172 km (+183km) 26 %

Ski - Karlstad D1 498 km 174 km (+183km) 43 % Karlstad - Västerås 2* - 183 km 6 % 16 Alt. 2*: Ski - Öxnered (via Fredrikstad)

• New double track will be along the existing line and to serve today's stations and the Østfold towns

• Alignment for alternative 2* is identical to one of the alternatives of the study KVU / IC between Oslo and Halden

• Speed is 200 km/h from Moss to Sarpsborg, with reduced speed through the cities

• Sarpsborg to Ed has 330 km/h

• 250 km/h onwards to Öxnered

17 Alt. 2*: Fredrikstad - Sarpsborg

• New alignment through Fredrikstad and Sarpsborg

• Numerous challenges with the new line through built-up area

• New station in Fredrikstad (Grønli). In Sarpsborg today's location will be kept

18 Illustr.: View towards Skjebergkilen

• Alignment between Sarpsborg and Halden partly in open landscape and partly in tunnels

• Open zones with landscape-related qualities and rich in cultural heritage

19 Alt. 2*: Alignment at Halden

• New alignment in tunnel from the north

• Station will be retained in today's location

20 Alt. D1: Ski - Öxnered (via Sarpsborg)

• New line branches off the Follo tunnel, bypass Ski station and goes directly to Sarpsborg

• The alignment onwards to Öxnered is identical for alternatives 2* og D1, except at Halden

• The section Ed - Öxnered has 2*-standard

21 Alt. D1: Sarpsborg - Halden

• 330 km/h line from the north

• Today's location of Sarpsborg station will be retained

• Through Sarpsborg the maximum speed will be 200 km/h

• The new high speed line will be located outside Halden

• Halden must be served by new connecton / today's line

22 Key figures for Oslo - Gøteborg

• Alt. D1 is 30 km shorter than alt. 2*

• Possible stage construction towards Göteborg: - Alt. 2* to be built in stage 1 - Alt. D1 to be built in stage 2

• Sections that need to be built in stage 2 are Ski - Sarpsborg (55 km) and through Halden (10 km)

Section Alt Oslo - New line Tunnel Göteborg % Ski - Öxnered 2* 327 km 184 km 25 % Ski - Öxnered D1 297 km 195 km 30 %

23 Alt. D1: Oslo - Drammen

• Speed 330 km/h • 34 km long tunnel • Possible connection to Bærumstunnelen

24 Section Oslo S - Nationalteateret

25 Loose deposits i central Oslo

• A new tunnel trough Oslo city centre will be a major challenge, but feasible

26 Construction pit under Jernbanetorget

• The funnel under Jernbane- torget is a "bottleneck" • Widening from two to four tracks is desired • Open construction pit will be needed

27 New tunnel under Studenterlunden

• The tunnel will be partly in loose deposits and partly in rock • The proposed solution will imply excavation in Studenterlunden

28 Summary for lines in corridor east

• Norconsult has identified feasible / realistic alignments with acceptable consequences for the physical environment within all the alternatives • Norconsult has identified viable high speed alignments through or close to existing cities and built-up areas • IC-strategy in Østfold is coordinated with the High Speed Railway Assessment

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