Jernbaneverket Norwegian High Speed Railway Assessment Project Contract 5: Market Analysis : Location and Services of Stations / Terminals Final Report 17/02/2011 /Final Report Contract5 Subject 4 Location of Stations_170211_lkm_ISSUED.docx Contract 5, Subject 4: Location and Services of Stations /Terminals 2 Notice This document and its contents have been prepared and are intended solely for Jernbaneverket’s information and use in relation to The Norwegian High Speed Railway Assessment Project. WS Atkins International Ltd assumes no responsibility to any other party in respect of or arising out of or in connection with this document and/or its contents. Document History DOCUMENT REF: Final Report Contract5 Subject 4 JOB NUMBER: 5096833 Location of Stations_170211_lkm_ISSUED.docx Revision Purpose Description Originated Checked Reviewed Authorised Date 4 Final Report LM AB MH WL 15/02/11 3 Draft Final Report LM TH JT WL 01/02/11 2 Interim Report LM JD MH WL 23/12/10 1 Skeleton Report MH LM JD WL 28/10/10 5096833\Final Report Contract5 Subject 4 Location of Stations_170211_lkm_ISSUED.docx Contract 5, Subject 4: Location and Services of Stations /Terminals 3 Contract 5: Market Analysis Location and Services of Stations /Terminals Final Report 5096833\Final Report Contract5 Subject 4 Location of Stations_170211_lkm_ISSUED.docx Contract 5, Subject 4: Location and services of stations/terminals 4 Table of contents Executive Summary 9 1 Introduction 12 1.1 Background 12 1.2 Overall Context of the Market Analysis Contract 13 1.3 Purpose of Subject 4 (Locations and Services of Stations / Terminals) Report 14 1.4 Organisation of Report 16 2 Norway High Speed Rail Corridors 17 2.1 Introduction 17 2.2 Factors Influencing Location 18 2.3 Trondheim Corridor 25 2.4 Bergen Corridor 32 2.5 Stavanger Corridor 36 2.6 Stockholm Corridor 43 2.7 Gothenburg Corridor 45 2.8 Bergen – Stavanger Corridor 48 2.9 Oslo Region 50 2.10 Conclusions and Recommendations 51 3 Station Facilities 53 3.1 Introduction 53 3.2 High Speed Rail Station Expectations 54 3.3 Comparison with Air 55 3.4 Stations in Sweden 56 3.5 Satisfaction Surveys 60 3.6 Station Reviews 62 3.7 Conclusions 72 4 Demand & Revenue Impacts of Intermediate Stations 73 4.1 Introduction 73 4.2 Corridor Stopping Patterns 74 4.3 Trondheim – Oslo Corridor 77 4.4 Bergen – Oslo Corridor 82 4.5 Stavanger – Kristiansand – Oslo Corridor 88 4.6 Stockholm Corridor 91 4.7 Gothenburg Corridor 92 4.8 Stavanger – Bergen Corridor 94 4.9 Multiple stopping patterns 98 4.10 Conclusions and Recommendations 99 5 City Station Location 101 5.1 Introduction 101 5096833\Final Report Contract5 Subject 4 Location of Stations_170211_lkm_ISSUED.docx Contract 5, Subject 4: Location and services of stations/terminals 5 5.2 Approach 104 5.3 Trondheim 105 5.4 Bergen 117 5.5 Stavanger 127 5.6 Kristiansand 140 5.7 Summary of Conclusions and Recommendations 147 List of Tables Table 2.1 – Urban areas with population over 20,000 19 Table 2.2 – Summary of characteristics of potential station sites 30 Table 2.3 – Potential stations on Vestfold county route 42 Table 3.1 – Typical features of HSR stations 54 Table 3.2 – Satisfaction with station area 60 Table 3.3 – Satisfaction with information 61 Table 3.4 – Satisfaction with live information 61 Table 3.5 – Summary of station upgrade requirements 63 Table 4.1 – Priority intermediate stations by corridor 74 Table 4.2 – Demand between Oslo and Trondheim for a non-stop service 77 Table 4.3 – Stopping pattern options 78 Table 4.4 – Trondheim corridor stopping pattern demand and revenue 79 Table 4.5 – Station to station demand per year (‘000s) 80 Table 4.6 – Demand between Oslo and Bergen for a non-stop service 82 Table 4.7 – Stopping pattern options 83 Table 4.8 – Bergen corridor stopping pattern options demand and revenue 83 Table 4.9 – Demand and revenue for options with Stavanger route switched on 86 Table 4.10 – Station to station demand per year (‘000s) 86 Table 4.11 – Demand between Oslo and Stavanger for a non-stop service 88 Table 4.12 – Stavanger corridor stopping pattern demand and revenue 89 Table 4.13 – Station to station demand per year (‘000s) 91 Table 4.14 – Stavanger corridor stopping pattern demand and revenue 92 Table 4.15 – Demand and revenue impact of stop at Haugesund 94 Table 4.16 – Station to station demand change with mixed stopping pattern (‘000s passenger per year) 98 Table 4.17 – Station to station demand change with mixed stopping pattern as a percentage of option 9 98 Table 5.1 – Features of city centre and parkway locations 102 Table 5.2 – Demand and revenue for additional stations in the Trondheim region 115 Table 5.3 – Summary of characteristics of potential station sites around Trondheim 116 Table 5.4 – Demand and revenue for additional stations in the Bergen region 125 Table 5.5 – Summary of characteristics of potential station sites in Bergen 126 Table 5.6 – Demand and revenue for additional stations in the Stavanger region 138 Table 5.7 – Summary of characteristics of potential station sites around Stavanger 139 5096833\Final Report Contract5 Subject 4 Location of Stations_170211_lkm_ISSUED.docx Contract 5, Subject 4: Location and services of stations/terminals 6 List of Figures Figure 1.1 – Considerations when analysing station location 15 Figure 1.2 – Process to test demand and revenue impacts of stopping patterns 16 Figure 2.1 – Notional corridors studied (alignments may vary or be combined) 17 Figure 2.2 – Population that can be reached within 20 minutes, showing railway lines and stations 21 Figure 2.3 – Population that can be reached within 1 hour, showing railway lines and stations 22 Figure 2.4 – Employment that can be reached within 20 minutes, showing railway lines and stations 23 Figure 2.5 – Population that can be reached within 1 hour, showing railway lines and stations 24 Figure 2.6 – Overview of the existing Trondheim corridor rail network and major destinations 25 Figure 2.7 – Population that can be reached within 20 minutes, showing railway lines and stations 27 Figure 2.8 – Employment that can be reached within 20 minutes, showing railway lines and stations 28 Figure 2.9 – Population access Hamar, Lillehammer and Gjøvik 29 Figure 2.10 – Employment access Hamar, Lillehammer and Gjøvik 30 Figure 2.11 – Overview of the existing Bergen corridor rail network and major destinations 32 Figure 2.12 – Population that can be reached within 20 minutes, showing railway lines and stations 33 Figure 2.13 – Employment that can be reached within 20 minutes, showing railway lines and stations 34 Figure 2.14 – Population access Hønefoss, Voss, Gol and Bø 35 Figure 2.15 – Overview of the existing Stavanger corridor rail network and major destinations 36 Figure 2.16 – Population that can be reached within 20 minutes, showing railway lines and stations 37 Figure 2.17 – Population that can be reached within 20 minutes, showing railway lines and stations 37 Figure 2.18 – Employment that can be reached within 20 minutes, showing railway lines and stations 38 Figure 2.19 – Population access comparison for locations in southern Norway 38 Figure 2.20 – Employment access comparison for locations in southern Norway 39 Figure 2.21 – Comparison of accessibility to population of Vestfold stations 40 Figure 2.22 – Comparison of accessibility to employment of Vestfold stations 41 Figure 2.23 – Employment accessibility in the Oslo region 41 Figure 2.24 – Overview of the existing Stockholm corridor rail network and major destinations 43 Figure 2.25 – Population accessibility in southeast Norway 44 Figure 2.26 – Overview of the existing Gothenburg corridor rail network and major destinations 45 Figure 2.27 – Population access for stations in the southeast region 46 Figure 2.28 – Employment access for stations in the southeast region 47 Figure 2.29 – Employment accessibility on Bergen-Stavanger corridor 48 Figure 2.30 – Population access for hypothetical station sites 49 Figure 2.31 – Employment access for hypothetical station sites 49 Figure 2.32 – Population that can be reached within 20 minutes, showing railway lines and stations 50 Figure 3.1 – Public art at Gardermoen (Photo: Fawke) 56 Figure 3.2 – Stockholm Central Station (Photo: Per Myrehed) 57 Figure 3.3 – Stations studied in this report grouped by corridor (only Norwegian stations studied) 62 Figure 3.4 – Conclusions on state of readiness for HSR rail demand 71 Figure 4.1 – Summary of trade off between accessibility and journey times 74 Figure 4.2 – Route variations 75 Figure 4.3 – Loss of demand for Oslo- Sør-Trøndelag with additional stations 77 Figure 4.4 – Mode choice for non-stop (option 5) and a frequently stopping option (option 2) for trips to Oslo80 Figure 4.5 – Reduction in air passengers to Oslo as a result of recommended option 81 Figure 4.6 – Loss of demand for Oslo - Hordaland with additional stations 82 Figure 4.7 – Mode choice for non-stop (option 1) and a frequently stopping option (option 10) for trips to Oslo85 Figure 4.8 – Employment access times indexed to level at 90 minutes for Flesland, Værnes and Sola 85 Figure 4.9 – Abstraction from air for option via Voss 87 5096833\Final Report Contract5 Subject 4 Location of Stations_170211_lkm_ISSUED.docx Contract 5, Subject 4: Location and services of stations/terminals 7 Figure 4.10 – Loss of demand for Oslo - Rogaland with additional stations 88 Figure 4.11 – Mode share of passengers to Oslo for Stavanger with option 4 stopping pattern 90 Figure 4.12 – Mode share of passengers to Oslo for Kristiansand with option 4 stopping pattern 90 Figure