Concerning the Recent High-Speed-Trains Conference in Oslo Feb.10-11th 1998
A conference on high-speed trains was arranged in Asker, at Scandic Hotel,
outside Oslo, February 10th and 11th. An independent company called
Sørnorske Høgfartsbanar - South-Norwegian High-Speed Tracks, arranged the
conference, most notably organised by Jørg Westermann, of Ålesund in
Northwest Norway. The provinces along the proposed track are the main forces
behind the project.
The matter discussed was the possibility of introducing this technology to
Norway and more specifically between the towns of Oslo in the east, and
spreading out to the towns of Bergen, Haugesund and Stavanger in the west /
south -west of Norway. The track would pass through the mountain village
Haukeli in south central Norway, therefore the name Haukelibanen - the
Haukeli track. Detailed proposals for tracks and rail-economics were
discussed. As well there was some discussion of technology. Loads of
documentation was distributed to the partakers. The conference was conducted
in Norwegian and partly in English, but there were simultaneous translations
to French and German.
Experience with introduction of high-speed trains in France, Germany and
Denmark was conveyed by the Director of High-speed traffic and new
infrastructure at TGV of SNCF in France, Gerard Mathieu, director of the
office for high speed traffic and the leader of system-co-ordination at DB
AG (Deutsche Bundesbahn) for Transrapid (maglev) in Germany, as well as
professor at the University of Mainz, Eberhard Gänsch, and leader of
high-speed planning at DSB (De Danske Statsbaner), Bjarne Lindberg Bak, from
Denmark.
Experience from these three countries showed that trains were fully capable
of competing with air travel at distances shorter than 4 hours and were
superior to air travel at distances shorter than 3 hours. Not only were
trains able to capture passengers from air travel and from road travel but
they created new passengers dependent on pricing, comfort and living vs.
working structure of the inhabitants. As a result train traffic between
Paris and Lyon had been quintupled (500 % up), air traffic cut in half (50
%) and car traffic 30 % lowered. Also there had been a revival of economic
activity along the tracks for high-speed trains. A decentralising effect was
also pronounced, in France, Germany as well as in Japan. Companies moved out
from cities to smaller surrounding towns for several reasons, the most
important being real estate prices. Among the representatives from rural
Norway this was well noted. Counter pressure to these projects had mainly
come from environmentalists and from politicians worried about budgetary
restrictions. The factors disfavouring a project in Norway would be a
difficult terrain and a low population density. The factors favouring a
project in Norway would be short distance between the main towns (500, 500,
and 400-600 kms) and a very good financial situation. One problem is dense
traffic around Oslo and little to the west.
The two-day conference was thorough and extremely well organised. Some 80
people from Norway took part. These were journalists, representatives from
communities along the proposed tracks, politicians mainly from the left-wing
socialists, and some representatives from environmental groups as well as
some representatives from central authorities. Traditional industry was not
represented. Of the 17 employees from the National Rail System, NSB - De
Norske Statsbaner, 11 had been refused to take part by their CEO since the
project was "of little interest", "not serious" and " a competitor". Their
labour union representative was very critical of his CEO and claimed along
with many others that NSB could choose to invest in high-speed trains or
die. The argument was that investing in tilt-train technology would not
bring down travel time sufficiently to capture passengers from competing
travel forms like air and car. On a short-time basis, however, it might be
helpful. Therefore, a "multi-tool strategy" could be used. On a long term
basis only new tracks would do the trick. The few representatives from NSB
(National Rails) claimed several times that they were sceptical about the
"overly optimistic" numbers given for the proposed project, but kept silent
when they were asked for more concrete and down-to-earth critique. When
these numbers had been discussed earlier on they likewise had kept quiet.
Concerning technology, I asked why "steel-wheel technology" was considered
instead of maglev technology, as long as the former is a dying technology
and the latter is a coming technology since it is superior on every aspect:
Environmental encroachment through track construction, energy consumption,
noise production, acceleration and retardation, security, speed, pulling and
climbing power as well as tilting performance. Contrary to common belief
construction costs will not be higher. As a matter of fact Dr.Jänsch told me
that the Hamburg-Berlin maglev track would be more expensive if steel-wheel
technology were to be used since foundations would have to be much more
thorough.
My impression of this conference, as you may understand, was very positive
indeed. A very professional and thorough arrangement and presentation.
Comments from the international partakers were very favourable indeed.
Eberhard Jänsch, claimed that Norway could choose between developing the
urban area around Oslo or developing also the rural areas, but also that
getting this idea accepted was dependent on alleviating the problems of the
urban areas by this project. He and Gerard Mathieu advised further studies
into travel habits of the population and related economic issues. There was
general agreement that the road to go was to convince politicians that this
project was worthwhile. They also advised to focus on the general benefits
to society from these projects. This point was discussed at length at the
end of the conference. The attitude of the politicians was seen as the
largest problem.
The day after, Feb. 12th, at a meeting of the Polytechnic Society in Oslo,
the Minister of Transportation in the relatively new Norwegian government,
presented this Government's Vision for transport in the near future. There
are five words that can characterise this vision: A Complete Lack of Vision.
The content was words, words, words and no plans except patchwork. The
reason given was budgetary restrictions from the Ministry of Finance. - I
used the opportunity to complain that politicians are guided by bad advisors
who tend to believe that prosperity is achieved though saving whereas
investing is the only true road to prosperity. I also pointed out the
importance of the transport sector for the costs and competitiveness of the
business community and thereby for higher salaries and higher tax revenues,
and to the Government's responsibility for initiating projects relating to
public goods like transport (in general everything connected to knowledge
accumulation, innovation & communication). I also criticised the CEO of the
National Rails (NSB), who was present, for their passivity. But most
probably nobody will act. The economists who think like accountants will
still be in charge. An interesting point though, was broadcasted yesterday
morning: A group of local business people proposes a new privately financed
highway to downtown Oslo from the south-west. This shows how desperate they
are about the current circumstances, since every road so far has been
financed through the public coffers.
If you have any questions, do not hesitate to contact me.
Regards,
Arno
Eurailspeed 98
The 3rd international conference on high-speed trains will be in Berlin,
Germany, Oct. 28-30 1998.
Organised by InnoTrans, UiC, CCFE-CER-GEB and UNIFE.
Contact Exhibition Secretariat Eurailspeed 98, DBM Deutsche Bahn Medien
Gmbh, Mainzer Landstrasse 181, D-60327 Frankfurt am Main
High Speed Trains in Norway 1998
Conference in Oslo Febr. 10-11th 1998:
High Speed Trains in Norway.
Market -Track - Economy
Place: Scandie Hotel Asker (near Oslo)
fax: 70130652
ph: 91772468
Deadline for joining 30.11.1997
Main speekers:
Gérard Mathieu, SNCF
Eberhard Jänsch, DB AG / Transrapid, prof. at Univ.Mainz
Bjarne Lindberg Bak, DSB, Danish State Railways