Norwegian High Speed Railway Assessment Phase 3, corridor east 12. December 2011 Presented by Svein Sørheim Sections / alignments in corridor east Corridor east: • Oslo - Stockholm • Oslo - Göteborg • Oslo - Drammen 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 Sweden 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 3 Main challenges in corridor east • Managing the IC-strategy in relation to a high speed railway • The alignment challenges in the Fredrikstad - Sarpsborg 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 Kongsvinger) • Alternative 2* is a new double track along the existing line via Kongsvinger - Charlottenberg to Arvika 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 29 .