jernbaneverket_nybo:Layout 1 19/5/08 11:14 Page 4
NORTHERN EUROPE PROFILE: JERNBANEVERKET
calculations assumed that modified ICE 3 Costs a high level of expertise in conventional
rolling stock would be used. A key component of the studies was to tunnel building, and with good-quality
The journey time from Oslo to obtain a good overall cost estimate for the rock the excavation cost is low. However,
Trondheim and Bergen would be less than various route options. Norway is a high- all the necessary infrastructure and safety
three hours, with 3–4 stops en-route. cost country, and construction is installations inflate the cost of tunnel
The single-track concept will have complicated. In a lot of places, especially building in Norway. Where the rock
limitations in terms of the number of on the routes into Western Norway, the quality is poor, securing the tunnel will
trains in each direction and the number of lines will be through tunnels. An also push up the costs.
stops. VWI’s assessment was that a two- uncertainty analysis was performed on In association with Norwegian
hourly frequency, with hourly departures the cost estimates for all routes. experts, VWI examined various route
during the morning and evening peaks, Given the overall nature of the present options in Western Norway – some of the
would be adequate. In addition, there studies, the range of uncertainty in the world’s most demanding terrain in which
would be Intercity services in the central cost estimates is large. For the to construct high-speed lines. The
Østland region for journeys within a one- Oslo–Trondheim route, the estimate is Stavanger–Bergen route in particular
hour radius of Oslo. NOK 40–80 billion; for Oslo–Bergen via will have to be almost 80% in tunnel,
It is assumed that freight services will Hallingdal, NOK 55-110 billion. with a large number of bridges and
not run on the high-speed lines but will There is much discussion in Norway viaducts on the remaining sections. The
continue to use the conventional network. as to whether the cost of building high- cost in this case will probably be in excess
With passenger rolling stock only, speed lines is higher than in the rest of of NOK 100 billion. Although this route
gradients can be adapted more easily to Europe. This is a complex debate, since serves a large market by Norwegian
the Norwegian terrain. The route to the topographical and geological standards, it will not be a natural priority
Trondheim is envisaged as following the conditions are so very different. In many for further analysis.
Østerdalen valley, which offers places in Europe, much of the trackbed
significantly easier construction than the has to be filled after excavation, and any Effects
alternative routes. However, there is scant necessary tunnels must be concrete-lined. The development of high-speed train
population on this corridor between In Norway, there is a great deal of rock of services in Europe has shown that rail is
Hamar and Trondheim. varying quality, but largely good. We have the future mode of transport for journeys
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66 |
Page 67 |
Page 68 |
Page 69 |
Page 70 |
Page 71 |
Page 72 |
Page 73 |
Page 74 |
Page 75 |
Page 76 |
Page 77 |
Page 78 |
Page 79 |
Page 80 |
Page 81 |
Page 82 |
Page 83 |
Page 84 |
Page 85 |
Page 86 |
Page 87 |
Page 88 |
Page 89 |
Page 90 |
Page 91 |
Page 92 |
Page 93 |
Page 94 |
Page 95 |
Page 96 |
Page 97 |
Page 98 |
Page 99 |
Page 100 |
Page 101 |
Page 102 |
Page 103 |
Page 104 |
Page 105 |
Page 106 |
Page 107 |
Page 108 |
Page 109 |
Page 110 |
Page 111 |
Page 112 |
Page 113 |
Page 114 |
Page 115 |
Page 116