(25) CONCEPT STUDY OSLO HUB A MEGA PROJECT Nina Tveiten Norwegian National Rail Administration
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1 (25) CONCEPT STUDY OSLO HUB A MEGA PROJECT Nina Tveiten Norwegian National Rail Administration
2 The study has been conducted on behalf of: The Ministry of Transport and Communications The Municipality of Oslo The Akershus County Council Project owners: The Norwegian National Rail Administration The Norwegian Public Road Administration The Public Transport Authority Ruter Ltd. 2
3 The main objectives in the project Current situation lack of capacity in public transport, congestions on roads, unsatisfactory conditions for pedestrians and cyclists in the Oslo area, Oslo S a hub for most traffic. Growth in passenger transport must be managed through public transport, cycling and walking. Public transport capacity must meet demands towards 2030 and Better accessibility for commercial transport on roads. Population must be secured proper and sustainable mobility. 3
4 Content The recommended concept in six minutes film The recommended concept From hub to network and high level of service Cost estimates and construction phases Tunneling in Oslo - challenges Railway and metro solutions Further work 4
5 The recommended concept in six minutes Youtube link:
6 The recommended concept From hub to network and high level of service
7 From hub to network and high level of service Mode integration, high quality transfers Attractive hubs and network of feeder lines High frequency services Network corresponding to further urban development Capacity towards 2030 and 2060 Street environment designed for public transport, pedestrians and cyclists Good accessibility for all users Frequent departures: 5 minutes in the inner city 10 minutes in the outer city, from Asker, Ski and Lillestrøm 30 minutes outside these areas (regional railway and InterCity lines and buses) 7
8 New metro tunnel New metro tunnel Majorstuen - Bryn linked to the current tunnel at Stortinget: Possibility for 5-minute intervals in the branch lines, improved service on the lines passing through new stations and the city centre. 8
9 Railway development Existing regional railway line New regional railway line Existing local train/ S-train line New S-train line New hub New railway tunnels Oslo S - Lysaker via Nationaltheatret, Nationaltheatret via Bislett and Økern to Hovedbanen in the Alnabru area: Increase of frequencies for both local and regional train services. New connection between the suburbs in the north-east and the south with the inner city and new development areas (Hovinbyen). Separate systems for local and regional train traffic. Higher capacity for freight trains. 9
10 The recommended concept Cost estimates and construction phases
11 Key new infrastructure for the tram, Anbefalt konsept jernbane metro and railway 11
12 Infrastructure cost Railway tunnel Oslo S Nationaltheatret Lysaker/Bislett (incl. Elisenberg station in existing tunnel) Railway tunnel Bislett Sagene Økern Alnabru-area Regional train station in Romeriksporten at Bryn Metro tunnel Majorstuen Bislett Stortinget Grünerløkka Bryn Tram Ring 2 Majorstuen Carl Berners plass Helsfyr Bryn Tram Bryn Økern Sinsen (Hovinbyen) Other interventions for the railway, metro, tram (railway 7,1, metro 2,1 and tram 0,4 billion NOK) Hubs, bicycle interventions and accessibility for buses and trams Mark-up for uncertainty Anticipated total cost (P50) 19,6 billion NOK 8,8 billion NOK 3,9 billion NOK 16,2 billion NOK 2,2 billion NOK 1,6 billion NOK 9,6 billion NOK 9,2 billion NOK 3,0 billion NOK 74,1 billion NOK Cost estimates at such an early planning stage are very uncertain and are, overall, estimated to have an accuracy of around +/- 40 percent. The recommended concept is estimated to be profitable from a social economic perspective, with a net benefit per invested NOK of around 0.2. A targeted congestion charge on roads in Oslo and Akershus - a net benefit per invested krone of around
13 Efficient expansion ahead of demand Phase 1: Capacity measures in existing metro and railway infrastructure Trams in Ring road 2 Majorstuen Bryn provide a crossover with high capacity Accessibility for buses, trams, pedestrians and cyclists during this and all later phases Phase 2: A modern metro service by 2030 A new east west metro tunnel Hub development - the new Eastern Key Hub at Bryn The railway developments where there are shared station facilities and benefits to be gained from coordination Phase 3: A strengthened local and regional train service towards 2040 A new east-west railway tunnel with a branch for the S-train to Bislett as a first stage S-train line from Bislett to Hovedbanen in the Alnabru area 13
14 Tunneling in Oslo challenges 14
15 Geology in Oslo Valleys filled with soft soil: Oslo S Spikersuppa Skøyen 15
16 Challenges - Geology Geology Complex and changing geological conditions, transition zones between soft soil sections and hard rock sections, risk of boulders. Faults zones can be of several meters, fractured and often with clay fillings on the fracture planes. Groundwater level between tunnel and surface. Passages through valleys filled with soil - an open pit construction to which the tunnel sections excavated by drill & blast are connected. Carrying capacity of the ground in soft clay. Simplified geological situation in Oslo / transition zones 16
17 Challenges - Construction Construction Possibility for significant settlements of existing buildings. Noise and dust disturbances, vibrations, traffic deviation during the construction. Rig area in the city center, access to the site, removal of the excavated material and mass disposal. Groundwater levels are often only a few meters below surface. This makes it necessary to grout the bedrock ahead of excavation to reduce water inflow below the accepted limit. Low overburden during construction. Tunnel diameter single track and double track tunnel 17
18 Tunnel construction - methods Two possible construction methods: conventional drilling and blasting tunnel boring machine (TBM ) - Multi-mode Hydroshield TBM considering significant settlements and complex geological conditions Characteristics of the Multi-mode Hydroshield TBM: - best suited to the very complex geological conditions (transitions zones of short soft soils sections, presence of boulders, danger for significant settlements) - high flexibility and the best performances in terms of face support control and settlement minimization - easier to do ground measurements while going through different soil and rock layers - BUT less cost effective the higher the content of fines Risk assessments and feasibility study is necessary before making the choice. The control of the settlements will be one of the main challenges in the project, even if the tunneling method is done by conventional methods or TBM. 18
19 Railway and metro solutions
20 Oslo S Stortinget, railway and metro 20
21 Nationaltheatret railway and metro station 21
22 Railway and metro at Lysaker, the Western Key Hub w 22
23 New railway station at Bryn Four tracks to platform in existing tunnel/ Romeriksporten (Gardermobanen line), a part of the Eastern Key Hub at Bryn 23
24 Bislett metro - S-train - tram - bus Approx. 500 m long concrete tunnel under Bislett street 24
25 Stortinget metro station New and existing metro tunnel meet at Stortinget station and all metro lines stop here 25
26 Further work
27 Quality assurance KS1 27
28 Thank you! For more information: inger/skal-utrede-nye-tunneler-i-oslo/englishconcept-study-oslo-hub/
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