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The imagined inadequacies of Göteborg C

The key flaw in the argument for Västlänken is that Göteborg C is a terminal and consequently dysfunctional.

This needs to be looked at in proportion. Göteborg C occupies a larger area than London Waterloo, also a terminus. Waterloo has only four tracks running into it, and the line is in fact only four tracks all the way from Basingstoke, about 60 km away, carrying both long-distance and commuter services. The approach to the station, on a viaduct, cannot be widened as there are buildings on both sides. The length of the platforms, mostly 180 metres, means that trains have only 8 cars, and remember that these are only 20 metres long ie 8 x 20 metres. Yet the station successfully handles 96 million passengers a year.

Göteborg C also has the advantage of six approach tracks. So any suggestion that Göteborg C, possibly with some enlargement, cannot handle all the traffic that is likely to use it with the next 50 years is ludicrous. At present there are only about 20 arrivals within the peak-hour period 0700 to 0800.

And as mentioned in an earlier blog, of the five routes approaching the city, there is no obvious pair to join up.

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