14-18 tracks in the rock far from the city center, a complex railroad crossing and a massive reconstruction of the tram network. A new Central Station in Garda’s not as simple as it sounds.
– Gårda is less attractive than the Gothenburg central to most travelers, even if you are investing in local exploration and extensive development of public transport, says Bo-Lennart Nelldal and Oskar Fröidh at KTH.
Nelldal Professor Emeritus and Fröidh researchers in rail traffic planning at the Royal Institute of Technology (KTH ).
They have for GP analyzed the proposal that the so-called Gårda The group performed on a new Central station Gothenburg in the mountain east of Garda as a replacement for the existing Central Station and the train tunnel under central Gothenburg, West Link.
– Would not it be interesting to bury and cover Kungsbacka- ranks in the tunnel under the Garda, it would be a good urban environment measure.
– But it is expensive and complicated and do not help passengers on the trip to Gothenburg.
Garda The group wants to see the two caverns each with four tracks for commuter trains, regional trains, long distance trains and future high-speed trains. Freight trains would use the existing Gårda Tunnel.
To prepare location for the station, linking trains, trams and buses would Gårda group floor of E 6 between Lake junction and Ullevimotet.
The group has not wanted to specify the cost of a new central station in Garda and new railway connections.
Gunnar Anjou, informal leader Garda Group, has been to the GP said that it expects to Gårda link would cost some 16 billion to build, including the flyover in Olskrogen. That compares with 27 billion for the West Link and the flyover in today’s money.
When Nelldal and Fröidh examines Gårda group’s proposal, it is mainly the sharp deterioration in relations for train passengers with an extra change for most people and the complicated and space-consuming connections in Olskrogen and Almedal they react against.
– Although the station in Garda will be cheaper than the West Link will be new hands much less by the additional replacement for many travel companions says Fröidh.
The proposal from Lake Group has eight platform tracks for train traffic, a double-track tunnel for freight trains, and four platform tracks for light rail adjacent to the railway station.
– The extensions can be added on the tram network so that it becomes easy omstigning from train to several tram lines, says Fröidh.
– However, the proposal lacks the capacity for increased rail traffic. Today’s 16 tracks in Gothenburg C and four tracks on the new underground section of Göteborg C Västlänken replaced with eight tracks in Garda station.
– It is definitely too little. Twelve tracks is also too little considering that it requires turning the platform and the need to count with future traffic increases. Gårda The station would become a major bottleneck.
According Fröidh be twelve tracks for passenger trains at the station enough about building facing tracks and a setup rail yard south of Garda Station, and turn tracks north of the station
But there are still , according Nelldal and Fröidh, “a huge station in the mountain”.
They expect a 250 meter wide station with three parallel tunnels, up to a kilometer long, the through-grooves including spaces for switches and protective distances to allow simultaneous entry of several trains.
– The link in Olskrogen between the three incoming lanes from the north and Lake Station becomes very expensive and very complicated.
The key question is, according Nelldal and Fröidh, if passengers are prepared to accept a station outside the city center.
– Station Location in Garda reduces accessibility to the city center in Gothenburg, despite tramway realignment, through longer journey times from door to door for most travelers .
– Västlänken enhances availability, Lake option reduces accessibility.
The reasoning is supported by Patrik Sterky, railway specialist Kreera Environment.
– To completely replace Göteborg C and West Link requires a minimum of eight tracks at extra-long platforms, he says. A central station in Garda would require twice the volume of the rock as West Link three stations, said Sterky.
With access tunnels, the additional cost connections, the covering of the E6 and the rescheduling of the trams gets Gårda option, according Sterky, at least as expensive as West Link.
Sterky is also pessimistic about the ability to weave together three courses Olskrogen and sort commuter trains, regional trains, long distance trains, high speed trains and freight trains to 10-14 different tracks in mountain.
defects. Patrik Sterky, railway specialist Kreera Environment believes that Garda option would involve a major drawback for many tram travelers.
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