High-Speed Railways – social infrastructure for stronger development and competitiveness

1. High-Speed Railways – social infrastructure for stronger development and competitiveness SOU 2009:74

2. Remit To analyse whether a future development of high-speed railways can help to achieve socially efficient and sustainable transport solutions for an enhanced transport system with better capacity, mobility and accessibility

3. High-speed railways • Separate double track railway for passenger services • By definition speeds over 250 km/h • Top speed 320 km/h • Tracks and trains are constructed in accordance with EU-standards • The technique is internationally adopted

4. High-speed railways, continued The tracks are compatible with the conventional railways Trains can run on the conventional railways and in other parts of Europe Larger curve radius Can cope with larger gradient Only fly-over junctions

5. Starting points • Transport policy objectives • Principles for financing infrastructure investments • Cost-benefit analyses • Rules for market access for rail traffic • Track access charges • The European high-speed network

6. Demarcation • Stockholm–Göteborg • Stockholm–Malmö

7. Other parts of the country • Other routes for high-speed railway tracks have been considered (Sundsvall-Stockholm etc.) • Important to separate tracks from traffic • In the outlined traffic high-speed trains will serve cities outside the high-speed network • Also for cities outside the network, for example, Gävle, Uddevalla, Växjö och Kalmar, travel times will be substantially reduced

8. Götalandsbanan 440 kilometres of new double track railway between Stockholm and Göteborg

9. Europabanan Four possible routes have been investigated

10. Europabanan 300 kilometres of new double track railway between Jönköping and Malmö

11. Stations

12. Cost-benefit analyses • The construction cost is calculated at SEK 125 billion • The net benefit-cost ratio has been calculated to +0,15 • This means that the social benefits of the project are somewhat larger than the investment cost • Risks

13. Cost-benefit analyses Sourse: WSP

14. Business economics • A substantial part of the project can be paid for by traffic revenues • Calculations show that track access charges can contribute to finance approximately SEK 43 billion

15. EU: 4 billion Regions: 19 billion Cofinancing Private financing: 43 billion SEK 125 billion State: 59 billion Appropriations Loan Financing

16. Business model The state should set up a project company to coordinate state action The company should be responsible for planning, design and procurement and for the future management of agreements relating to high-speed railways

17. Business model

18. Positive effects • Marked improvements in the accessibility through shorter travel times and extended capacity • Better potential for goods transport when capacity is released in the present railway system • Will contribute to strengthen development and competitiveness

19. Risks • Substantial investment cost • Traffic forecasts • Encroach and barrier effects • The risks of negative impact can be reduced by the choice of location and various adaptive measures

20. Proposal • Separate high-speed railways for passenger traffic should be built between Stockholm–Göteborg and Stockholm–Malmö • Start of traffic in 2023–2025

21. Blocks

22. Timetable 1 0 11 12 13 14 15 16 17 18 19 20 21 22 23 1 A Järna – Linköping B Borås – Almedal 2 A Linköping – Jönköping B Jönköping – Markaryd C Markaryd – Åkarp 3 Jönköping – Borås Ongoing works Planning Building 1- 2 years 5 – 7 years 6 – 8 years –

23. Possible travel times from Stockholm