[SE] Oslo - Stockholm 2.55 project - Proposal [Carl-Åke Utterström]

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[SE] Oslo - Stockholm 2.55 project - Proposal [Carl-Åke Utterström]

Post by jok »

Debatt: Vem sätter press på Trafikverket?
Debate: Who is putting pressure on Trafikverket?

The Oslo - Stockholm 2.55 project involves both new track and upgrading to double track. HSR (High Speed Rail) at 250 kilometres per hour. Still failure-prone and expensive to maintain. Maglev 600 ratio 1:0.3.

Proposal: Additional elevated maglev for the whole route or only between Västerås and Stockholm. Co-located with E18/E4. Closest to Stockholm Central to connect on an upper level west of tracks 1-8. Current train is Chinese CM1 developed from German Transrapid. Top speed 600 km/h achieved with four times the acceleration of wheel-on-rail high-speed trains.

The magnetic train is suitable for stop and go traffic.

What possibilities does the magnetic train offer? Instead of taking 2.55 hours to Oslo only 1 hour. Two train sets can thus provide one-hour train services. It is cheaper to build, operate and maintain. Right on time, with high availability. Insensitive to severe weather.

The track is built from complete light rail sections of 25 metres in length and 165 tonnes. Normally for an elevated bridge runway 30 metres and 900 tonnes or alternatively the private project Skagerack runway 40 metres and 914 tonnes however in the development stage.

The magnetic train is magnetically pulled up to the bottom of the track. The partial embrace makes derailment impossible. The train has been in continuous operation since 31 December 2003 with an availability of 99.98% and a total daily delay of one second. Each train set has travelled substantially longer distances than the X2000, despite the fact that this system was put into service in 1990.

Borås - Gothenburg costs 7.9 billion per mile while test routes in China either through megacities like Shanghai/Hangzhuo or at high altitude like Lijiang 2 900 metres above sea level at a total cost including stations, train fleet etc. amounts to 3 billion per mile. A Swedish project with a high degree of automation and a small crew and no tunnels (capable of withstanding gradients of 10%) is estimated at 2.5 billion per mile.

The maglev train will be self-sufficient at the start of traffic and its maintenance needs are speed-independent.

Hence increased equity, contrary to Ramboll's findings for traditional trains.

A private project, the Skagerack line between Gothenburg and Oslo, is being built with the new technology bridge track and a newly developed HSR train for 400 km/h and with newly developed 40 metre sections of 914 tonnes and considerably more difficult to handle.

The magnetic railway is narrower and requires only 2.1m^2 of land per linear metre of track. Less than a three metre wide cycle track.

One of China's 350 km/h HSR trains derailed and partially ended up on the hill. In order not to derail, the train must have a certain weight, while the magnetic train can be lightened without risk of derailment (embracing the track). The top speed was limited for a while to 300 km/h.

The 400 km/h HSR train has much less acceleration and, with increasing speed, greatly increased maintenance needs. The Japanese Shinkansen undergoes extensive daily maintenance.

The result of the Skagerak railway is therefore likely to be much worse than expected - KTH is afraid of the magnetic train as it lacks many complex systems as well.

Think of the Öresund Bridge. The improved connection requires both solutions. Without mechanical wear or either carbon, brake dust or heavy metal emissions.

The overall transport sector is one of the top three greenhouse gas emitters. Companies are trained to reduce emissions. Why doesn't this apply to the Transport sector? Not a hint of action. Reduced road traffic means lower costs.

Source: https://www.vlt.se/2022-08-21/vem-satte ... afikverket Accessed: 2022-08-22
Swedish original by Carl-Åke Utterström
Best regards,

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