Övergång till europeisk spårvidd i norra Finland, teknisk utredning : Utvidgning av den europeiska spårvidden till Finland via Haparanda/Torneå

Abstract

The new TEN-T regulation, which entered into force in summer 2024, includes requirements for the identification and design of railway lines with a European standard track gauge (1,435 mm) and possible promotion in countries with a different gauge. The importance of international western transport connections has recently been emphasised in Finland, especially from the perspectives of security of supply, preparedness and military mobility. The study has examined the possibilities of implementing a track with a European track gauge as well as the related factors in Northern Finland. The study did not look at changing the current track gauge, but rather at maintaining existing connections. Thus, the study involved the examination of building a track with European track gauge alongside the existing track as a parallel track, i.e. a completely new track, and the implementation of the European track gauge on the current track as an overlapping track, i.e. a four-rail track. The study of an overlapping track as a large-scale solution, especially for the electrified railway, was an essential part of the work. The scope of the study includes the existing railway network north of Oulu and the connection to Raa-he, i.e. the following track sections: Oulu–Tuomioja–Raahe, Oulu–Kemi–Laurila, Laurila–Tornio–Kolari, Tornio–Röyttä, Kemi–Ajos, and Laurila–Rovaniemi–Kemijärvi–Patokangas. In addition, a possible new connection, Kolari–Svappavaara, has been considered, which would enable services to Kiruna on the Swedish side and on to Narvik in Norway. The work has focused on the national rail network, but private railways have been taken into account at a rough level of planning. The sections are single-track, but a double track is planned for the Liminka–Oulu section. In addition, the track sections are electrified, except for the Tornio–Kolari, Kemi–Ajos and Tornio–Röyttä sections. However, electrification is planned for the Kolari and Röyttä track sections. The European track gauge is mainly proposed as a parallel track solution, where the new track is either built on the same embankment as the existing track or in the same corridor but on a separate embankment. The parallel track solution is technically very similar to building a double track, although the European track gauge is 89 mm narrower than the Finnish gauge. Short sections are proposed to be implemented with an overlapping track solution by narrowing the zigzag movement of the lateral position of the overhead contact line. However, the solution requires further investigation. For land-use reasons, the overlapping track sections are proposed mainly in city centres and central railway yards. It is recommended that the junctions of the parallel and overlapping track sections be implemented as movable crossings, so that the main line is not subject to speed restrictions. The parallel track solution will require widening of the railway area in some places as well as rezoning plans. The new tracks must meet the requirements of the TEN-T regulation. Finland and Sweden have different electrification systems and different nominal overhead contact line heights. In both countries, a country-specific electrification solution must be used. The traffic requires dual-voltage equipment that can operate on both countries' systems. The results of the work do not rule out a large-scale overlapping solution, but there are many uncertainties about its feasibility. As no option for the implementation of the electrification overhead contact line was found that would allow the implementation of the overhead contact line on a large scale without modifying the pantographs of the tractive stock, the different implementation solutions require the development of special pantograph solutions and possible modifications of structures on electrified tracks on other track sections. There are also other uncertainties associated with an overlapping track, such as maintaining the characteristics of the existing track, making it more difficult to maintain the track, the possible lack of availability of spare parts and maintenance equipment, the increase in special technical solutions and the increasing complexity of the railway system. The impact during the construction of an overlapping track could be significant, as there are no alternative transport routes in northern Finland. Traffic disruptions should be minimised during construction. Cost estimates have been prepared for the track sections, the yards examined, the standardised loa-ding bays, the necessary meeting places and the depot. The preliminary cost of the area under review within Finland’s borders is estimated to be around EUR 3.2 billion, including project tasks. The cost estimates are calculated using the index MAKU 145 (2020=100). In addition, a cost estimate has been established for a one-kilometre section of European track gauge with different types of standardised cross sections. The cost estimate for a one-kilometre section of overlapping track is EUR 2.0 million. The estimated cost of a parallel track for one kilometre is EUR 2.8 million when built on the same embankment as the Finnish track gauge and EUR 12.3 million when built on a separate embankment with pile slabs due to weak soil