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NORTHERN EUROPE PROFILE: JERNBANEVERKET
High-speed in rail may be socio-economically viable in Norway under certain conditions
Stage 1 involved an overview of possible ‘‘There is much discussion following public debate and consultation,
route corridors and some approximate
in Norway as to whether
that all the main routes should be
market calculations. Stages 2 and 3 would
the cost of building high-
evaluated in stages 2 and 3 of the project.
look more closely at one or more routes. It
became clear early on that
speed lines is higher than
Concept
Oslo–Stockholm was a special case that in the rest of Europe’’ Given Norway’s low overall population
would have to be examined in association and similar frequency of travel to other
with the Swedish authorities, since a large identify approximate route options that European countries for all types of
part of the route is in Sweden. would make end-to-end journey times journey, VWI worked on the assumption
In southern Norway, high-speed trains competitive with flying. The distances that the end-to-end market was
are primarily relevant to the transport from Oslo, which vary between 400km predominant and of prime importance.
corridors linking Oslo with the cities of and 600km, are appropriate for The concept developed was a single-track
Kristiansand/Stavanger, Bergen and competition between high-speed rail and high-speed line for routes outside the
Trondheim. These routes currently carry air. The Norwegian terrain presents major central Østland region. Within the Østland
1.2–1.5 million passengers annually. In a challenges in terms of routing, and it is region, new double-track lines designed
country of 4.5 million inhabitants, this important to identify optimum route for 200km/h operation will have to be
represents a considerable level of travel options to keep costs down. Stage 1 built irrespective of whether a high-speed
activity. The high-speed study examined concluded that all the routes might have network is developed. For the single-track
these markets in the first instance, but was market potential, but the consultants sections, provision was made for 2–3
also asked to assess route options, costs and recommended the Oslo–Trondheim and intermediate stations where trains can pass
the corridor market between the termini. Oslo–Göteborg routes for closer and 2–3 dynamic passing loops where
VWI began by assessing all the examination. However, the Ministry of trains can pass at 160km/h. Maximum
corridors. The starting point was to Transport and Communications decided, speed was set at 250km/h, and the
20 EUROPEAN RAILWAY REVIEW
l
ISSUE 3
l
2008
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