High-speed rail in Norway

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Airport express train station in Oslo Flytoget Oslo S.jpg
Airport express train station in Oslo

Opened on the 8th of October 1998, the only high-speed rail in Norway, on the railways of Norway is on Gardermobanen, a 64 kilometer line between Oslo Central Station and Eidsvoll via Oslo Airport. The main service on this route is Flytoget, commuting between Oslo Airport and the metropolitan areas of Oslo at speeds of up to 210 km/h (130 mph). It was extended westwards to include the city of Drammen in 2008, though not at high speed. [1] The high-speed section is also used by express and regional trains between Oslo and Eidsvoll.

Contents

In September 2010, Jernbaneverket awarded several contracts for research into new high-speed routes in Norway. These focus on six routes; five from Oslo to Bergen, Kristiansand/Stavanger, Trondheim, Gothenburg, and Stockholm, plus a sixth coastal route through Bergen, Haugesund and Stavanger. [2]

Background

Compared to continental European countries, Norway is far more sparsely populated and quite mountainous. On the one hand this causes problems filling up trains, especially compared to other European projects and will give difficulties reaching necessary passenger numbers. On the other hand, Norwegians travel considerably more long-distance than other Europeans, for instance three of Europe's 11 busiest air routes are within Norway. Also, the long-distance road network of Norway has relatively low average speed, making air travel the main long-distance travel option today. The slow roads make it easier for trains to compete, even though the road network also is being upgraded. For example, a 4-lane motorway from Oslo to Hamar was opened in the early 2020s. The difficult geography with fjords and mountains has historically meant circuitous routes of both roads and rail lines.

Estimates for construction costs have shown that building in Norway is considerably cheaper than on the continent, due to the ability to build tracks straight on bedrock. Also the tunnels usually can be made without sealing (like the many road tunnels). Furthermore, expropriation costs are lower since most of the corridors will go through unpopulated areas.

So far, train speed has not been prioritised on long-distance railways in Norway. Oslo-Bergen (526 km) takes about 6:40 in 2023. Oslo-Trondheim (552 km) takes 6:45. These times are about the same as during the last decades, and give an average speed of about 80 km/h. Oslo-Gothenburg is a little faster at 89 km/h, but this is due to Sweden's rail quality having a higher average speed of 112 km/h, rather than Norway's 72 km/h.

As can be seen in the chapter "Future plans", not much will be built before 2020, and no new track will be operated above 200 km/h in this time. If there is a decision to really build new long-distance high-speed lines it will represent a big change in national transport policy. The situation changed in 2018 after new transportation investment plan. [3] It is claimed that additional 270 km of high-speed lines will be built until 2029.

Lines in operation

LineSectionStationsLengthTop speedOpenedRolling stock
kmmi
Gardermoen Line Lillestrøm-Eidsvoll Lillestrøm · Oslo Airport · Eidsvoll Verk · Eidsvoll 6440210 km/h8 October 1998
Vestfold Line Skotte-Tønsberg Skotte · Jarlsberg Tunnel · Tønsberg 200 km/h7 November 2011
Holm-Nykirke Holm · Holmestrand · Nykirke 12250 km/h28 November 2016
Larvik-Porsgrunn Larvik · Porsgrunn 31.36250 km/h2018
Follo Line Oslo-Ski Oslo · Ski 2214250 km/h11 December 2022

Plans

There are currently plans to build a few 200 km/h railways in the near future. This limit of 200 km/h might be raised slightly in the future on certain straight sections of track. Around 2012 a decision was made to try allowing speeds of 250 km/h on new projects, because an EU directive mandates this on new mainlines.

Long-term plans

There is also a political climate for building more high-speed railway services in Norway. The Norwegian National Railway Administration, Jernbaneverket, has paid for an analysis on the possibilities for building high-speed railway services in Norway. The VWI Stuttgart (Institute of Transportation Research at the University of Stuttgart, Germany) has done this analysis.

The conclusions indicate that the most promising corridors are Oslo-Gothenburg (in Sweden) and Oslo-Trondheim (through the Østerdalen valley). [4] The Oslo-Bergen corridor could expect the highest passenger count, but is much more expensive to build.

According to the report, the lines are assumed to be single-track railways, with up to 4% grade, dedicated to high-speed passenger trains with a 250 km/h (155 mph) maximum cruise speed. Closer to the big cities, the railways would be double-track and also be used for regional trains.

The feasibility study has suggested that a passenger count of 5000 per day per line could be expected if rail is competitive with air travel. This is much lower than German or French high-speed lines, and building double tracks will not be economical. It will, however, be hard to get below three hours from Oslo to Bergen or Trondheim on single track, as meeting trains will be very sensitive to delays. Travel time above three hours makes it hard to compete with air travel. There is no single-track high-speed railway in operation in the world at the moment (one such, the Botniabanan in Sweden is built for 250 km/h, but does not operate above 200). The VWI investigation suggests very long passing loops (15 km) to be able to pass at 160 km/h, and accept some delays without delaying meeting trains. Since these railways would be high-speed only, the passing loops need only to be 30 minutes travel time (80–100 km) apart (assuming one train per hour per direction).

Though the initiative to the analysis itself is an evidence of a promising political climate for high-speed railways, the analysis has been heavily criticized for not being done by a recognised competence in this area, for being based on inaccurate facts, and for using gross miscalculations of important data, like potential passenger numbers and potential costs of building new high-speed tracks. [ clarification needed ] Mainly these criticisms are from lobbyist organisations which prefer railways to Bergen and Ålesund, which has been seen as too expensive by VWI. Especially the recommendation by WVI to use Østerdalen (with very sparse population) and only one stop there has been criticised.

A follow-up study on the Oslo-Trondheim route by Rambøll, commissioned by Jernbaneverket, also concluded the route through the Østerdalen valley would be the shortest, flattest, and fastest with a design speed up to 330 km/h (205 mph). The study highlighted the route would require significantly less tunnelling compared to alternative options (Gudbrandsdal & Rondane), reducing overall costs and construction time while having the least environmental impact. [5]

The red-green coalition government did, with support from the Progress Party and the Conservative Party, declare in 2013 that there will be no high-speed railways outside the regional network around Oslo until at least year 2030. They claim it is a waste of money. [6] Their opinion became opposite after new plans approved in 2018, government decided to spend more to transportation as a reaction to the same decisions abroad. [3]

Suggestions for high-speed railway networks

There are also some independent initiatives for high-speed railways in Norway:

Related Research Articles

<span class="mw-page-title-main">Transport in Norway</span>

Transport in Norway is highly influenced by Norway's low population density, narrow shape and long coastline. Norway has old water transport traditions, but road, rail and air transport have increased in importance during the 20th century. Due to the low population density, public transport is somewhat less built out in rural areas of Norway, however public transport in, and around cities is well developed.

<span class="mw-page-title-main">Rail transport in Norway</span>

The Norwegian railway system comprises 4,109 km of 1,435 mm track of which 2,644 km is electrified and 274 km double track. There are 697 tunnels and 2,760 bridges.

The Airport Express Train is a Norwegian high-speed airport railway service connecting Oslo Airport to Oslo Central Station in nineteen minutes. Run by Flytoget AS, it operates on the high-speed Gardermoen Line using sixteen GMB Class 71 electric trains. Normal service frequency is once every ten minutes, with five of the services each hour continuing westwards beyond Oslo Central. The extended services serve nine stops within Greater Oslo and take up to 60 minutes.

<span class="mw-page-title-main">Vy</span> Norwegian state-owned railway operator

Vygruppen, branded as Vy, formerly the Norwegian State Railways, is a government-owned railway company which operates most passenger train services and many bus services in Norway. The company is owned by the Norwegian Ministry of Transport. Its sub-brands include Vy Buss coach services, CargoNet freight trains and the Swedish train transport company Tågkompaniet. In 2009, NSB carried 52 million train passengers and 104 million bus passengers. On 24 April 2019, passenger train and bus services were rebranded as Vy.

<span class="mw-page-title-main">Bergen Line</span> Railway line in Norway

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<span class="mw-page-title-main">Røros Line</span> Railway line through the districts of Hedmarken, Østerdalen and Gauldalen, Norway

The Røros Line is a 383-kilometer (238 mi) railway line which runs through the districts of Hedmarken, Østerdalen and Gauldalen in Innlandet and Trøndelag, Norway. The line branches off from the Dovre Line at Hamar Station and runs a more easterly route to Støren Station, where the two lines meet again. The Røros Line also intersects with the Solør Line at Elverum Station. The single track, standard gauge line lacks electrification and only has centralized traffic control south of Røros Station. SJ Norge operate regional passenger trains. In addition the line is used by freight trains hauling lumber and wood chippings.

<span class="mw-page-title-main">Dovre Line</span> Railway line in Norway

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<span class="mw-page-title-main">Oslo Central Station</span> Railway station in Oslo, Norway

Oslo Central Station is the main railway station in Oslo, and the largest railway station within the entire Norwegian railway system. It connects with Jernbanetorget station, which is served by trams and the Oslo Metro. It's the terminus of Drammen Line, Gardermoen Line, Gjøvik Line, Hoved Line, Østfold Line and Follo Line. It serves express, regional and local rail services by four companies. The railway station is operated by Bane NOR while its real estate subsidiary, Bane NOR Eiendom owns the station, and was opened in 1980.

<span class="mw-page-title-main">Gardermoen Line</span> Railway line in Norway

The Gardermoen Line is a high-speed railway line between Oslo and Eidsvoll, Norway, running past Lillestrøm and Oslo Airport, Gardermoen. The line is 64 kilometres (40 mi) long and replaced the older Hoved Line as the main line north-east of Oslo. The older Hoved Line now handles commuter and freight traffic, while the Gardermoen Line handles high-speed passenger trains and freight trains laden with jet fuel for the airport. Both lines are owned by Bane NOR.

<span class="mw-page-title-main">Oslo Tunnel</span> Railway tunnel between Olav Kyrres plass and Oslo Central Station

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<span class="mw-page-title-main">Trondhjem–Støren Line</span> Railway line in Norway

The Trondhjem–Støren Line was Trøndelag's first railway. It opened on 5 August 1864, ten years after the Trunk Line between Oslo and Eidsvoll opened. The 49 kilometer long railway line was narrow gauged and went between Trondheim and the Støren village in Midtre Gauldal municipality in the county of Sør-Trøndelag, Norway.

<span class="mw-page-title-main">Asker Line</span> Railway line in Norway

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<span class="mw-page-title-main">Oslo Airport Station</span> Railway station in Ullensaker, Norway

Oslo Airport Station, also known as Gardermoen Station, is a railway station located in the airport terminal building of Oslo Airport, Gardermoen in Norway. Located on the Gardermoen Line, it is served by the Airport Express Trains, express trains to Trondheim and Oslo, regional trains to Lillehammer and Skien and commuter trains to Eidsvoll and Kongsberg.

<span class="mw-page-title-main">Follo Line</span> High-speed railway line in Norway

The Follo Line is a 22-kilometre (14 mi) high-speed railway between Oslo and Ski, Norway.

<span class="mw-page-title-main">Oslo Commuter Rail</span> Commuter rail in Norway

Oslo Commuter Rail is a commuter rail centered in Oslo, Norway, connecting the capital to six counties in Eastern Norway. The system is operated by Vy and its subsidiary Vy Gjøvikbanen, using Class 69 and Class 72 electric multiple units (EMU). The network spans eight routes and 128 stations, with Oslo Central Station (Oslo S) as the central hub. The trains run on 553 kilometers (344 mi) of electrified mainline railway owned by the Bane NOR. Deficits are financed by the Norwegian Ministry of Transport, although the network also has a ticketing cooperation with Ruter, the public transport authority in Oslo and Akershus. The network is the longest commuter rail network in the Nordic countries, and among top ten in Europe.

<span class="mw-page-title-main">Skoppum Station</span>

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<span class="mw-page-title-main">History of rail transport in Norway</span>

The history of rail transport in Norway had begun by 1805.

<span class="mw-page-title-main">Grenland Line</span> Proposed railway line in Norway

The Grenland Line is a proposed high-speed railway line that would connect Grenland and Gjerstad in Norway. Specifically, the line would connect the Sørlandet Line at Skorstøl to the Vestfold Line at either Porsgrunn or Skien, allowing passenger trains from Stavanger and Kristiansand to be routed on the Vestfold Line through Grenland and Vestfold. The Grenland Line is proposed built with double track and with a speed of 250 km/h (160 mph). Three routes have been proposed, varying in length between 64 and 70 kilometers. A prerequisite is that the Vestfold Line be upgraded to double track and high-speed, a process that started in the mid-1990s and which is scheduled for completion in 2032. A completion of the upgraded Vestfold Line and the Grenland Line would reduce travel time for passenger trains between Gjerstad and Oslo by about 70 minutes.

References

  1. Airport train bound for Drammen - Aftenposten.no
  2. "Railway Gazette: High speed study contracts awarded". Archived from the original on 2011-06-15. Retrieved 2010-10-01.
  3. 1 2 "Norway to invest NOK 120 billion in rail projects between 2018-2023".
  4. "Archived copy" (PDF). Archived from the original (PDF) on 2007-07-01. Retrieved 2007-04-27.{{cite web}}: CS1 maint: archived copy as title (link)
  5. "Delivery 2 Phase 3 Alignment Study" (PDF). Archived (PDF) from the original on August 16, 2022.
  6. Vraker lyntog-planer (in Norwegian)
  7. http://www.norskbane.no/
  8. "Forside | Høyhastighetsringen". www.hhringen.no. Archived from the original on 14 March 2008. Retrieved 14 January 2022.
  9. https://www.oslo-sthlm.se/