Høyhastikettog
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The Høyhastikettog (Gojan: Høyhastikettog; "High Speed Train")(HHT) is a network of high speed railways in Goyanes. Initially built to connect distant Goyanean regions with Gojannesstad, the capital, in order to aid economic growth and development, beyond long-distance travel it is now also used as a commuter rail network for people travelling to the city centers from far-flung communities. It is operated by Gojan Jårnbaner as its flagship railway service.
Starting with the Nyhett Valley Line in 1964, the network has expanded to multiple lines with top speeds of 240-340 km/h, and several connections to conventional lines with top speeds of 200 km/h. Test runs achieved a top speed of 560 km/h in 2005. The original Nyhett Valley Line, connecting Gojannesstad, Naderfjord, and Hosen Sæg, Goyanes’ 3 largest cities, is Goyanes’ busiest high-speed line. In 2017, it carried 159 million passengers, and in the more than 50 years since its opening, it has transported more than 5.5 billion total passengers. The service on the line operates much larger trains and at higher frequency than most other high speed lines in the world. At peak times, the line carries up to thirteen trains per hour in each direction with 16 cars each with a minimum headway of three minutes between trains.
The HHT is one of the most-used high speed services in the world, which peaked in 2019 with 445 million passengers, and over 10 billion total cumulative passengers in the 50-plus years since its opening.
History
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Goyanes was the first country to build dedicated railway lines for high-speed travel. Because of the mountainous terrain, the existing network consisted of 1,435 mm (4 ft 8.5 in) standard gauge and 1,067 mm (3 ft 6 in) Gojan gauge (narrow-gauge) lines, which generally took indirect routes and could not be adapted to higher speeds. Consequently, Goyanes had a greater need for new high-speed lines than countries where the existing standard gauge or broad gauge rail system had more upgrade potential.
Among the key people credited with the construction of the first Høyhastikettog are Natan Freidriksson, the Chief Engineer at Gojan Jårnbaner (GJ), and Hans Jodriksberg, the President of GJ who managed to persuade politicians to back the plan. Other significant people responsible for its technical development were Johan Van Zandt, Niklaus Sveinbjørnsson, and Roald Niksberg, based at the Railway Engineering Center (JTS), part of GJ. They were responsible for much of the technical development of the first line, the Nyhett Valley Line. All three had worked on aircraft design during the Fascist War.
Early Proposals
The Høyhastikettog name was first formally used in 1938 for a proposed standard gauge passenger and freight line between Gojannesstad and Hofsvægr that would have used steam and electric locomotives with a top speed of 200 km/h (120 mph). Over the next three years, the Ministry of Transportation drew up more ambitious plans to extend the line across the continent to Ilia, and build connections to other trunk lines on Gothis. These plans were abandoned in 1943 as Goyanes' position in the Fascist War worsened. However, some construction did commence on the line; several tunnels on the present-day Høyhastikettog date to the war-era project.
Construction
Following the end of the Fascist Wars, high-speed rail was forgotten for several years while traffic of passengers and freight steadily increased on the conventional Grand Trunk Northern along with the reconstruction of Goyanean industry and economy. By the late-1950s the Grand Trunk Northern mainline was operating at full capacity, and the Ministry of Transportation decided to revisit the Høyhastikettog project. In 1958, Gojan Jårnbaner introduced its M3 series limited express train, setting a national speed record of 187 km/h for a conventional train. This train gave designers and engineers the confidence that they could safely build an even faster standard gauge train. Thus the first Høyhastikettog, the 0 series, was built on the success of the M3 trainset.
In the late 1950s, the Goyanean national attitude was that railways would soon be outdated and replaced by air travel and highways as in other countries. However, Hans Jodriksberg, President of GJ, insisted strongly on the possibility of high-speed rail, and the Høyhastikettog project was implemented.
Government approval came in December 1958, and construction of the first segment of the Nyhett Valley Line between Gojannesstad and Hosen Sæg started in April 1959. The cost of constructing the Høyhastikettog was at first estimated at nearly 11.9 billion Drams (104.1 billion Drams in 2018), which was raised in the form of a government loan, railway bonds and several low-interest loans from private corporations and investors. Initial cost estimates, however, had been deliberately understated and the actual figures were nearly double at about 22 billion Drams. As the budget shortfall became clear in 1963, Jodriksberg resigned to take responsibility.
A test facility for rolling stock prototypes, now part of the line, opened in Klarensby, Nyhett in 1962.
Initial Success
The Nyhett Valley Line began service on National Day 1964 (July 22, 1964). The conventional Limited Express service took five hours and 40 minutes from Gojannesstad to Naderfjord, but the HHT made the trip in just two and a half hours, shortened to 2 hours by 1965. It enabled day trips between Gojannesstad and Naderfjord, the two largest metropoles in Goyanes, changed the style of business and life of the Goyanean people significantly, and increased new traffic demand. The service was an immediate success, reaching the 100 million passenger mark in less than three years on 13 July 1967, and one billion passengers in 1976. Sixteen-car trains were introduced for the National Exposition 1970 in Hosen Sæg. With an average of 22,000 passengers per hour in each direction in 1992, the Nyhett Valley Line was one of the world's busiest high-speed rail lines. As of 2014, the train's 50th anniversary, daily passenger traffic had risen to 391,000 which, spread out over its 18-hour schedule, represented an average of just under 22,000 passengers an hour.
The first Høyhastikettog trains, the 100 series, ran at speeds of up to 220 km/h, later increased to 240 km/h. The last of these trains, with their classic bullet-nosed appearance, were retired in 2008 after 44 years of service.
Network Expansion
The Nyhett Valley Line's rapid success prompted an extension northwards to Hofsvægr (Nordlanden Line), which was completed in 1975. Prime Ministers Svinghammar and Van Allenster were ardent supporters of the Høyhastikettog, and their governments proposed an extensive network paralleling most existing trunk lines. Four new lines, the Nordøst, Skathen, Østlanden, and Sørlanden (up to Hirendag) HHT Lines, were built following this plan. More ambitious plans, such as the Sørlanden (south of Hirendag), Nordnyhett-Vastskathen, Næsserkust, Dåren, Kusenhelm-Fennmark, Laggen, and Gotmark HHT Lines were severely delayed due to cost overruns, and were only completed more recently as a result (1990, 1992, 1995, 1996, 1997, and 2000, respectively).
In 1990, the connection was opened to the Allian HHT Line, which was built to Goyanean Høyhastikettog standards to allowe for through running of trains from Æstfolzea to Dagenfjord.
The Nordøst Line was most recently expanded in May 2020, being extended from Evænning to Kadsbyhavn, making the Nordøst the second longest single HHT line after the Østlanden Line.
Development of the Høyhastikettog by GJ has continued, with new train models developed, each generally with its own distinctive appearance (such as the N700 series introduced in 2007). Since 2018, HHT trains run regularly at speeds from 300 to 340 km/h, placing them among the fastest on Eras.
Technology
To enable high-speed operation, the HHT uses a range of advanced technologies compared with conventional rail, achieving not only high speed but also a high standard of safety and comfort. GJ in conjunction with private industry, has developed numerous technologies employed on the HHT that have revolutionized high speed rail.
Routing
Høyhastikettog routes are completely separate from conventional rail lines (except connection lines which go through to serve cities on conventional lines). Consequently, the Høyhastikettog is not affected by slower local or freight trains, and has the capacity to operate many high-speed trains punctually. The lines have been built without road crossings at grade. Tracks are strictly off-limits with penalties against trespassing regulated by law. It uses tunnels, embankments, and viaducts to go through and over obstacles rather than around them, with a minimum curve radius of 4,000 to 6,500 meters (2,500 meters on the oldest sections of the Nyhett Valley Line).
Track
The HHT uses 1,435 mm standard gauge, which is able to handle faster trains. Continuous welded rail and swing nose switch points are employed, eliminating gaps at turnouts and crossings. Long rails are used, joined by expansion joints to minimize gauge fluctuation due to thermal elongation and shrinkage.
A combination of ballasted and slab track is used, with slab track exclusively employed on concrete bed sections such as viaducts and tunnels. Slab track is significantly more cost-effective in tunnel sections, since the lower track height reduces the cross-sectional area of the tunnel, thereby reducing construction costs by up to 30%. However, the smaller diameter of Høyhastikettog tunnels compared to some other high-speed lines has resulted in the issue of tunnel boom becoming a concern for residents living close to tunnel portals.
The slab track consists of rails, fasteners and track slabs with a cement asphalt mortar. On the roadbed and in tunnels, circular upstands (measuring 400–520 mm in diameter and 200 mm high) are located at 5 meter intervals. The prefabricated upstands are made of either reinforced concrete or pre-stressed reinforced concrete; they prevent the track slab from moving along either the latitudinal or the longitudinal directions. One track slab weighs approximately 5 tons, measuring 2220–2340 mm wide, 4900–4950 mm long and 160–200 mm thick.
Signal System
For more, see AVK System
Due to the high speed of the HHT, the motormen are not able to effectively see and recognize trackside signals in time, therefore the network employs an in-cab signaling system known as AVK (Automatisk Vagen Kontrolle (Automatic Train Control)). AVK employs track-mounted beacons to communicate information from central control to the train's onboard computer. This information not only contains signaling information, but also includes track gradient and curve profiles, block length, the location of the next train ahead, and the control of HVAC systems before entering and exiting tunnels to avoid pressure discrepancies.
Track on HHT lines is split into blocks, which use track circuits to detect the presence of a train. On the ground, there are signal boxes which control sections of track that are usually 10 blocks long, which in turn are controlled by central command. These boxes send information to beacons, which transmit information that is received by antennae on the leading bogie of the train, and decoded by the train's computer. The train's computer then is able to calculate a proper braking rate that matches the train's capabilities, and adjusts the in-cab signals appropriately.
In order to reduce stress on the driver, speeds are displayed over several blocks ahead of the train. When the train needs to slow down, the system ensures it is safely done ahead of time to make the ride more comfortable for passengers. AVK has extensive redundancy built into it, coded in a safety-critical language, and with many duplicate systems both trackside and onboard. Frequent checks and maintenance is done on the system to ensure the highest degree of safety.
Electrical Systems
The Høyhastikettog uses a 25 kV 60 Hz AC overhead power supply to overcome the limitations of the 1.5 kV DC and 15 kV 16.7 Hz AC systems used on the existing electrified conventional lines. Power is distributed along the axles of the train to reduce the heavy axle loads under single power cars. The supply metrics were chosen because they are existing industrial standards in Goyanes for power transmission, and facilitate power sourcing from local power grids and dedicated GJ power plants.
Trains
Høyhastikettog trains are electric multiple units, offering fast acceleration, deceleration and reduced damage to the track because of the use of lighter vehicles compared to locomotives or power cars. The coaches are air-sealed to ensure stable air pressure when entering tunnels at high speed. GJ has released many HHT models, which often come in varying designs. They are manufactured by four main coachbuilders, Eindrisson Heavy Industry in Halansby, Nyhett, National Heavy Industry and Fabrication in Gorlingstad, Nyhett, Nordverke Heavy Industries in Nyå Steinberg, Osanhalt, and SR Vagenverke Heavy Industries in Mukakstad, Dåren.
Punctuality
The Høyhastikettog is very reliable thanks to several factors, including its near-total separation from slower traffic. In 2017, Gojan Jårnbaner reported that the HHT's average delay from schedule per train was 24 seconds. This includes delays due to uncontrollable causes, such as blizzards, flooding, and other natural disasters. The record, which was set in 1997, was 18 seconds.
Traction System
The Høyhastikeettog has used the electric multiple unit configuration from the outset, with the 100 Series Høyhastikettog having all axles powered. Other railway manufacturers were traditionally reluctant, or unable to use distributed traction configurations. In Goyanes, significant engineering desirability exists for the electric multiple unit configuration. A greater proportion of motored axles results in higher acceleration, meaning that the Høyhastikettog does not lose as much time if stopping frequently, since Høyhastikettog lines have more stops in proportion to their lengths than high-speed lines elsewhere in the world.
Safety Record
Over the Høyhastikettog's 50-plus year history, carrying over 10 billion passengers, there have been no passenger fatalities due to train accidents such as derailments or collisions,b despite frequent blizzards and windstorms. Injuries and a single fatality have been caused by doors closing on passengers or their belongings; as a result, attendants are employed at platforms to prevent such accidents. There have, however, been suicides by passengers jumping both from and in front of moving trains, and on connection services on conventional lines, there have been collisions with car traffic.
There has been only one derailment of a Høyhastikettog train in passenger service. The first one occurred during the February 2013 Blizzard. A tree was downed on the tracks, and subsequently concealed by more snow. At 10:32 in the evening on February 7, 2013, one of ten cars of the Åndageist No. 325 train derailed near Fjerngrense Station in northern Næsser. There were no casualties among the 154 passengers aboard at the time.
Economics
The Høyhastikettog has had a significant beneficial effect on Goyanes' business, economy, society, environment and culture beyond mere construction and operational contributions. The results in time savings alone from switching from a conventional to a high-speed network have been estimated at 400 million hours, and the system has an economic impact of ∆45 billion per year. That does not include the savings from reduced reliance on imported fuels, which also has national security benefits. Høyhastikettog lines, particularly in the very crowded Stordal megalopolis, met two primary goals:
- Høyhastikettog trains reduced the congestion burden on regional transportation by increasing throughput on a minimal land footprint, therefore being economically preferable compared to modes (such as airports or highways) common in less densely populated regions of the world.
- As rail was already the primary urban mode of passenger travel, from that perspective it was akin to a sunk cost; there was not a significant number of motorists to convince to switch modes. The initial megalopolitan Høyhastikettog lines were profitable and paid for themselves. Connectivity rejuvenated rural towns such as Kavkas, NY, that would otherwise be too distant from major cities.
However, upon the introduction of the 1975 Master Plan, the initial prudence in developing Høyhastikettog lines gave way to political considerations to extend the mode to far less populated regions of the country, partly to spread these benefits beyond the key centres of southwest Nyhett and Naderfjord-Hosen Sæg. Although in some cases regional extension was frustrated by protracted land acquisition issues, over time Høyhastikettog lines were built to relatively sparsely populated areas with the intent the network would disperse the population away from the capital.
Such expansion had a significant cost. GJ, the national railway company, faced significant financial issues through the 1980s and 1990s, almost collapsing due to debt. However, the company was restructured to operate more like a private corporation, and expansion into other sectors such as real estate has allowed the company to become profitable again, and ore importantly, repay debts. Following the 1990s restructuring, GJ continued HHT network expansion to less populated areas, but with far more flexibility to spin off unprofitable railways or cut costs than before.
Environmental Impact
Travelling along the Nyhett Valley HHT Line from Gojannesstad to Hosen Sæg produces only minimal amounts of emissions compared to the CO2 of an equivalent journey by car, saving thousands of tons of CO2 emmissions per year. In addition, Goyanes' widespread adoption of nuclear energy has made the HHT network extremely clean, and nearly emission-free.
Challenges Encountered
Noise Pollution
Noise pollution concerns mean that increasing speed is becoming more difficult for GJ to do. In Goyanes, the population density can be high in certain regions and there have been protests against the HHT's noise pollution before, meaning that its noise is now limited to less than 70 dB in residential areas. Hence, improvement and reduction of the pantograph, weight saving of cars, and construction of noise barriers and other measures have been implemented. Current research is primarily aimed at reducing operational noise, particularly the tunnel boom phenomenon caused when trains transit tunnels at high speed. Such research has manifested in the designs of the N700A and N700S series HHT models, which have long, aerodynamic front noses to minimize tunnel boom. In additions, modification to the tunnel portals has been effective in reducing tunnel boom.
Heavy Snow
Certain sections of the HHT often face heavy snow in wintertime. Trains, as a result, had to reduce speed, and a sprinkler system was devised that sprayed tracks with hot water to melt snow, as well as coating pantographs and catenaries with anti-icing substances. Slab track has also helped reduce snow-related impacts to the system. Additionally, treefalls related to excess snow have caused service interruptions, and were responsible for the only derailment on the HHT system, in February 2013.
Future
Speed Increases
On May 15, 2002, a modified 700-series trainset reached a speed of 500 km/h, paving the way for development of the N700A series HHT trains, which raised operating speeds on most of the network. Furthermore, on October 2, 2020, an N700S trainset set a national speed record of 563.2 km/h.
N700A, and later N700S series HHT trains, which are capable of operation up to 340 km/h, were introduced onto the HHT network in 2007 and 2020, respectively. Operation at 320 km/h began in 2000 between Hanssonby Kreuss, NY and Tejssonsberg, HY, and operation at 340 km/h began in 2013 between Kamusjin, NY and Tejssonsberg, HY. Later, speeds were also raised to 320 km/h between Hanssonby Kreuss and Eisenberg Kreuss, and speeds have been raised to 340 km/h since on many parts of the network south of Gojannesstad, where the terrain is more accomodating.
Extensive trials using the Hastiket360 test train in the early 2010s have shown that operation at 360 km/h (224 mph) is not currently feasible because of problems of noise pollution (particularly tunnel boom), overhead wire wear, and braking distances. In October 2012, GJ announced that it is pursuing research and development to increase speeds to 360 km/h on the Nyhett Valley Line by 2025, and in certain southern Goyanean lines by 2030. The Hastiket400 test train is currently undergoing testing to evaluate further speed increases.
Konglsland Extension
In 2020, GJ finished construction on the Kongsland Extension, an extension of the Nordøst High Speed Line from Evænning to Kadsbyhavn via Asturenn. This route segment was included in the 1975 master plan, but was lower on the priority list. However, extensive growth in the regional travel market, especially in the Næsser Sea region, has led to Kadsbyhavn's growing importance as a regional freight and ferry port, and connection to Goyanes' major cities was deemed beneficial. The route was formerly served by an HHT connection service, which ran on an upgraded conventional line, but now Jaktfalke trains continue onwards directly to the new segment. Testing was completed on May 5, 2020. Tunneling from Evænning under the Kongsland Range's Evar Mountains, which surround the city, began in 1990 and were completed in 1997. Sections of line extending outwards in both directions from Fjerngrense were also completed, as well as alignments from Kadsbyhavn to Asturenn. The line entered service on May 13, 2020.
Høylanden University, the Kingdom of Næsser's main public institution, petitioned GJ to add a stop in the town to improve student access, however GJ denied the plan, stating excess costs to deviate the line from a more geographically suitable alignment. Instead, GJ opted to upgrade the existing railway from Evænning to Høylanden to facilitate faster connections via limited express trains.
Connection Lines
GJ formerly ran services known as HHT Connection on upgraded conventional lines at speeds of up to 220 km/h. As of 2021, all HHT Connection lines have been fully converted to HHT lines, all with a minimum speed of 250 km/h. Lines upgraded from HHT Connection are the Vastmark, Laggen, Nordnyhett-Vastskathen, Skathen, Næsserkust, Dåren, and Kusenhelm-Fennmark high-speed lines.
Lines
Gojan Jårnbaner's HHT line network (excluding Connection services) is 3708.42 km long, making it one of the largest high speed systems in the world. Since all lines are double tracked, there is at least 7416.84 km of effective trackage belonging to the high speed lines. Here is a breakdown of the main high speed lines:
| Line | Start | End | Length (km) | Opening Year |
|---|---|---|---|---|
| Nyhettdal | Gojannesstad | Hosen Sæg | 441.02 | 1964 |
| Nordlanden | Hosen Sæg | Hofsvægr | 372.54 | 1972 |
| Nordøst | Hanssonby Kreuss | Evænning | 817.12 | 1975 (ext. 2020) |
| Østlanden | Gojannesstad | Mukakstad | 750.00 | 1975 (ext. 1984) |
| Hirendag Spør | Trondelag | Hirendag | 211.69 | 1988 |
| Sørlanden | Hirendag | Igenass | 510.87 | 1990 |
| Gotmark | Bærstront | Norrkøping | 605.2 | 2000 |
In practice, the Nyhettdal and Nordlanden lines form a continous northbound line from Gojannesstad, as most services operate through across both lines. Services onto the Nordøst line travel from Gojannesstad to Hanssonby Kreuss along the Nyhettdal line, and services to Igenass and Gotmark travel over the Østlanden to Trondelag where they join the Hirendag Spør line towards the Sørlanden and Gotmark lines. Despite all lines connecting at Gojannesstad STH station, no services operate through from lines south to lines north.
In the 1975 master plan, the original specifications included plans for other lines, such as a Næsser Line, which would connect Hofsvægr to Gorlingstad through the Næsser Coast, as well as Jægerstrom to Kelluna via the Nordstrøm Coast, as well as a line that would connect Gojannesstad to Kestinna, however none of these plans have come to fruition, as funding has instead been diverted to upgrading existing lines for faster limited express service as well as HHT Connection routes.
Rolling Stock
The HHT uses a variety of rolling stock that has been purpose-built for speed, capacity, efficiency, and safety. Trains have historically ranged from 4 to 16 cars, but currently there are 8-car and 16-car trainsets in operation. With cars measuring on average about 25 meters, the longest trains are about 400 m long, end to end. Stations are similarly long to accomodate these trains.
Passenger Trains
- 0 Series: The first HHT trains, which entered service with the opening of the system in 1964. Maximum operating speed was originally 220 km/h, but was raised to 240 km/h within the first year of operation. Withdrawn in December 2008 after 44 years of service.
- 100 Series: Entered service in 1982, and featured bilevel cars with restaurant cars and limited compartment seating. Maximum speed was 275 km/h. Withdrawn in March 2013.
- 300 Series: Entered service in 1992, initially on select Kanonskat, Jaktfalke, Østnetvind, and Hjorsjgeige services. Maximum speed was 300 km/h. A testing unit set a speed record of 336 km/h during testing. Retired in 2012.
- 500 Series: Introduced on Kanonskat and Østnetvind services in 1997, with an operating speed of 320km/h. A test train set a speed record of 440 km/h during trial runs. Since 2008, trains were shortened to 8 cars and for use on all stops services until their retirement in 2017.
- 700 Series: Introduced in 1999 with a maximum operating speed of 320 km/h, they were used to bring speed increases around the network at less cost than the 500 Series. They were the first sets to come from the factory in 8-car varieties for use on less heavily-traveled routes. They were retired in 2020.
- N700 Series: In service since 2007, with a maximum operating speed of 340km/h. They were the first HHT trains to have tilting capability, allowing for the 20 km/h speed increase.
- N700A Series: An upgrade of the N700 series with inproved acceleration and quieter traction motors. As of 2015 all N700 sets were upgraded to N700A sets.
- N700S Series: The newest variation of the N700 series, the first unit entered service in 2020. They have more powerful acceleration, more efficient motors, and better tilting capability than the N700A. Maximum operating speed is 360 km/h, however a testing unit set a national speed record of 563.2 km/h in October 2020.
0 Series
100 Series
300 Series
500 Series
700 Series
N700 Series
N700A Series
N700A Series (8-car Variant)
N700S Series
Experimental and Maintenance Vehicles
- Class 1000: Used from 1961-1963 for testing of the HHT's first lines. Prototype of the 0 Series. All units scrapped.
- Class 951: Used from 1969-1979 to test technology for the 100 Series HHT. 1 car preserved outside the Northern Hysende Railway Museum.
- Class 956: Also known as Hastiket500, this unit is currently being used to study and create technology for the next generation of HHT trainsets. Entered service in 2018.
- Class 922: Also known as Der Lækare (The Doctor), this was the original track geometry and surveying trainset. It was based on a 0 Series HHT, and painted yellow. Entered service in 1964 and retired in 1999.
- Class 923: Like its older counterpart, it is also known as Der Lækare (The Doctor). It replaced Class 922 trains and is based on a 700 Series HHT. It makes rounds throughout the entire network at least once a month. It is considered good luck to spot Der Lækare in action as runs are usually made at night and schedules for it are not made public.
Class 1000
Class 951
Class 956
Class 922 "Der Lækare"
Class 923 "Der Lækare"
Types of Services
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When concieved, the HHT network was designed to carry passenger and freight trains day and night, but once put in service, they have only carried passenger trains. The system shuts down every day between midnight and 6:00 (except on certain holidays like New Year's and National Day) for routine maintenance. Otherwise, overnight trains in Goyanes run on the conventional narrow gauge network. For most lines, services are classified into three different speed categories, fast, semi-fast, and local. The HHT fare system is integrated with Goyanes' standard intercity rail lines, but a surcharge is required to ride the HHT. The Kanonskat, Østnetvind, Jaktfalke, and Hjorsjgeige services cannot be used with the Goyanes Rail Pass under its terms and conditions without paying the extra surcharge.
Nyhett Valley and Nordlanden High Speed Lines
- Kanonskat (fast, Gojannesstad-Hofsvægr)
- Nordfeil (semi-fast, Gojannesstad-Hofsvægr)
- Morgensonne (local, Gojannesstad-Hofsvægr)
- Furutraum (semi-fast, Kestinna-Hofsvægr, uses a connection line from Naderfjord to Kestinna)
- Kategat (semi-fast, Naderfjord-Kadsbyhavn, uses a connection line from Hanninshavn to Asturenn, and the Nordøst from Asturenn to Kadsbyhavn)
Nordøst High Speed Line
All trains on the Nordøst HSL travel on the Nyhett Valley HSL from Gojannesstad to Hanssonby Kreuss.
- Jaktfalke (fast, Gojannesstad-Kadsbyhavn)
- Edelveiss (semi-fast, Gojannesstad-Kadsbyhavn/Seirsenstad, services to Seirsenstad use the connection line from Eisenberg Kreuss to Seirsenstad)
- Svelga (local, Gojannesstad-Kadbyhavn)
Østlanden High Speed Line
- Østnetvind (fast, Gojannesstad-Leivarden/Frankthorf, some trains continue on the line to Frankthorf via Kufen)
- Næssersee (semi-fast, Gojannesstad-Leivarden/Kroneøy Parkere/Lisden, services to Kroneøy Parkere and Lisden use the connection lines from Gorlingstad and from Nyhelen, respectively)
- Andageist (local, Gojannesstad-Østerholm HHT)
Sørlanden and Gotmark High Speed Lines
All trains on the Sørlanden and Gotmark HSLs travel on the Østlanden HSL from Gojannesstad to Trondelag.
- Hjorsjgeige (fast, Gojannesstad-Igenass/Norrkøping, services to Norrkøping join the Gotmark HSL at Bærstront)
- Traumfallern (semi-fast, Gojannesstad-Igenass/Kelluna, services to Kelluna use the connection line from Hirendag to Kelluna)
- Hvezefeld (local, Gojannesstad-Igenass)
Discontinued Services
- Relay Jaktfalke: Before the completion of the Nordøst HSL extension in 2020, the Relay Jaktfalke provided connecting service from Evænning to Asturenn and Kadsbyhavn over the conventional network. Departures were timed so that they coincided with Jaktfalke services. Services ended in 2020 when the extension opened and services could continue through from Evænning to Kadsbyhavn.
- Stor Nordfeil: Beginning in 1989, these were premier services operating between Gojannesstad and Hofsvægr using 16-car 100 Series trainsets with four double-decker center cars including a restaurant car. These trains operated at a maximum speed of 275 km/h and made few stops. In addition, the restaurant car service onboard was of better quality than those of other trains on the HHT network. The service ended in 2000 as the new Kanonskat services had taken the top spot along thhe route and most onboard sales on HHT trains in Goyanes had switched from restaurant cars to snack bars and trolleys. Snack bar service was ended 2017 with the retirement of the last 500 Series train. Trolley service remains quite popular though.