för en liten undertext Statement Edition 09/12/2012 Chapter 3 Infrastructure Yta för bild Broschyrnamns exempel Denna yta för rubrik vid behov

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1 Yta Network för en liten undertext Statement 2014 Edition 09/12/2012 Chapter 3 Infrastructure Yta för bild Broschyrnamns exempel Denna yta för rubrik vid behov

2 Updates This edition contains reviews as described below, and replaces earlier editions. Update Implemented Original edition 09/12/2012 Table of Contents Network Statement 2014 Chapter 3 3 Infrastructure Introduction Extent of network National limits Connected railway networks Further information Network description Geographic identification Capabilities Traffic control and communication systems Traffic restrictions Specialised infrastructure Environmental restrictions Dangerous goods Tunnel restrictions Bridge restrictions Availability of the infrastructure Operational sites for passenger exchange Freight terminals Service facilities Train formation yards Storage sidings Maintenance and service facilities Refuelling facilities Technical facilities Other facilities Infrastructure development... 15

3 3 Infrastructure 3.1 Introduction This chapter describes the Swedish Transport Administration's available infrastructure for Timetable The information may change during the year, with amendments posted on the Swedish Transport Administration's website. An outline of technical information is available in the form of maps in the network statement's map service on the Swedish Transport Administration's website. In the event of contradictory information in the map service and network statement, the information in the network statement takes precedence. Certain lines are given with the operational site name in brackets. In these cases, the relevant information applies only as far as the boundary of the operational site. 3.2 Extent of network National limits The Swedish Transport Administration's railway network with bordering countries is shown in the map service. The Swedish Transport Administration's railway network is delimited by the following locations: - Riksgränsen, km 1, : Norway - Haparanda, km 1, : Finland - Storlien, border, km : Norway - Charlottenberg, border, km : Norway - Kornsjö, border, km : Norway - Lernacken, km : Öresundsförbindelsen/Denmark With the exception of the border between Haparanda and Torneå in Finland, the other border passages entail no change in track gauge Connected railway networks Major connected infrastructure: - Inlandsbanan (administered by Inlandsbanan AB) - Öresundsförbindelsen (administered by Öresundsbro Konsortiet) - Arlandabanan (administered by A-train AB) There are a large number of connecting railway tracks that are not described in the Swedish Transport Administration's network statement, including municipal tracks, industrial tracks, heritage railway, harbour tracks, goods terminals and other 1

4 private railways within Sweden. Refer to the Swedish Transport Agency for information about these infrastructure managers Further information Detailed information about the infrastructure's route descriptions is available in the form of guidance data for the route book (in Swedish) on the Swedish Transport Administration's website Major changes to the infrastructure Major changes to the infrastructure during the network statement's period of validity. Route Line/station Measure Planned traffic recommencement Blekingekustbanan Fjälkinge New operational site During 2014 with possibility of passenger exchange Freight Line Västra Ingelstad New station During 2014 (Godsstråket) through Skåne Haparandabanan Buddbyn Traffic system E Bredviken Haparanda Malmbanan Lakaträsk Railway yard Late 2014 extension Malmbanan Rensjön Railway yard Late 2014 extension Malmbanan Ripats Railway yard Late 2014 extension Markarydsbanan Bjärnum New station During 2014 Markarydsbanan Markaryd New operational site During 2014 with possibility of passenger exchange Markarydsbanan Vittsjö New station During 2014 Ostkustbanan Connection Connection to new May 2014 Roserbergs Freight Yard combi terminal Skånebanan Önnestad New operational site During 2014 with possibility of passenger exchange Södra stambanan Vislanda New operational site During 2014 with possibility of passenger exchange Södra stambanan Vätteryd New station with During 2014 passing track Västkustbanan Åsa New operational site 13/12/2013 with possibility of passenger exchange Västra stambanan Laxå Alingsås Measures to increase capacity During

5 Part of the railway network encompassed by TEN (Trans-European Network) The railway network is roughly divided into three main groups: The TEN High- Speed Rail, TEN Conventional Rail and the National Rail (non-ten). An overview of the parts of the Swedish Transport Administration's railway network included in the TEN is provided in the map service. The TEN High-Speed Rail(TEN-HS) The High-Speed Rail encompasses normal main lines for international traffic for high-speed trains in the Nordic Triangle with the railway lines: - Malmö Katrineholm Södertälje syd övre Stockholm Sundsvall (except the Arlandabanan) - Malmö Göteborg via Västkustbanan - Göteborg Trollhättan via Nordlänken - Göteborg Katrineholm and Karlstad Laxå. All normal main tracks within Stockholm central are also included. The division of TEN-HS does not include the normal main lines on multiple track stretches of line that under normal circumstances are used solely for local traffic. These tracks, as well as divergent main lines and sidings, are normally classed as non-ten. The TEN Conventional Rail (TEN-CR) The Conventional Rail (TEN-CR, Conventional Rail) encompasses normal main lines on - Malmbanan - Haparandabanan - Stambanan genom Övre Norrland - Botniabanan - Ådalsbanan, Sundsvalls central Västeraspby - Norra stambanan - Mittbanan - Godsstråket genom Bergslagen - Värmlandsbanan, Karlstads central Charlottenberg (Oslo) - Trollhättan Kornsjö (Oslo) - Södra stambanan, Åby Nyköping Järna - Godsstråket genom Skåne, including the line (Malmö godsbangård) Lockarp - Ystadbanan, Lockarp Ystad - Öresundsförbindelsen, including Lernacken (Malmö central). The division of TEN-HS does not include the normal main tracks on multiple tracks on railway lines that under normal circumstances are used solely for local traffic. These tracks, as well as divergent main tracks and sidings, are normally classed as non-ten. 3

6 The National Rail (Non-TEN) The National Rail encompasses the remaining parts of the railway lines that do not belong to the TEN network as described above. 3.3 Network description Geographic identification The Swedish Transport Administration's railway network encompasses approximately 1,350 junctions and a total of 13,642 km of railway lines, of which 11,152 km are electrified. The description of the Swedish railway network is presented on a general level, with the aid of the map service. Basic data for the map service is presented in Appendix 3.4. Sections of railway routes and lines For more information about the division of lines and routes, refer to BVS Routes, sections of lines and TEN classification. Types of tracks Types of tracks such as single-track, double-track, multiple track or tracks under construction are presented on a general level in the map service. Track gauge The track gauge follows the European standard of 1,435 mm. A number of tracks in Haparanda have the Finnish gauge, 1,524 mm. Operational sites and nodes Detailed information about major operational sites can be found in the Trafikplatsinstruktioner, which is part of the basic data for the route book. It also contains descriptions of local traffic conditions for the operational sites and simple track sketches. On certain lines, the operational site name is in brackets, which means that the relevant information applies only as far as the boundary of the operational site. The operational sites are searchable in the map service, which also can be used to measure the distances between sites. For more detailed information about facilities at operational areas, refer to jarnvagsdata@trafikverket.se Capabilities Loading gauge The loading gauge defines the maximum height and width for railway vehicles and their loads. Traffic that exceeds any of the technical standards shall be operated as an exceptional load (see section 5.4.5). 4

7 The entire railway network can be operated by vehicles that fulfil the requirements for loading gauge A (maximum width 3,400 mm and maximum height 4,650 mm), with the exception of the Kiruna Riksgränsen, which may be operated by vehicles that fulfil the requirements for loading gauge B (maximum width 3,400 mm and maximum height 4,300 mm). The loading gauge measurements apply on certain specific conditions, and are linked to calculation rules for the determination of the maximum permitted load and vehicle size. These rules differ from the standard for international traffic, UIC 505-1, which is used to a large extent throughout the rest of Europe. Loads and vehicles that have dimensions in accordance with UIC can usually be operated on the railway network. Loading gauge C (maximum width 3,600 mm and maximum height 4,830 mm) is a new larger loading gauge that is being introduced on all new railway lines. The European loading gauges GA and GB fit into loading gauge A. The European loading gauge GC fits into loading gauge C. None of the European loading gauges fit in loading gauge B. Technical data relating to the Swedish loading gauges is specified in diagram 3.3. Loading Gauge A Loading Gauge B Loading Gauge C A B C Rök Diagram 3.3 The Swedish loading gauges Weights limits The carrying capacity of a railway line is specified with two values: maximum permitted axle load (STAX, unit: tonne) and maximum vehicle weight per metre (STVM, unit: tonne/metre). The map service contains information about permitted loads for different railway lines, for axle load and weight per metre, which are stated as the line categories. The map service presents the specifications for line categories for 2, 3 and 4 axle carriages as well as the line categories and hps for 5 and 6 axle carriages for the main track along the stretch. The line category/vertical load-bearing capacity of a station on a siding may differ from that of the main track. The line category designations follow the international standard in accordance with SS-EN 15528:

8 Each line has a STAX value that specifies how much load each wheel axle may exert on the track. In Sweden, the standard STAX value is 22.5 tonnes for the majority of lines, but the Swedish Transport Administration is gradually developing the network for a STAX of 25 tonnes. A STAX value of 30 tonnes is currently only permitted with 4 axle bogie wagons on specially upgraded lines. Each line has a STVM value that specifies the maximum permitted vehicle weight per metre. In Sweden, a STVM of 6.4 tonnes/metre is most common. In general, an upgrade to a STVM of 8 tonnes/metre is combined with an upgrade to a STAX of 25 tonnes. On the Malmbanan and the line from Boden central Luleå, the permitted vehicle weight is 12.0 tonnes/metre on the normal main tracks. Line gradients Appendix 3.6 provides information about the steepest gradients for each line. Line speeds Appendix 3.5 contains information about maximum permitted speed per line as well as the average calculated speed with and without percentage excess. The highest permitted speed per line describes the speed that applies for a certain section of the line, but this does not necessarily mean that the stated speed applies for the entire line. For detailed current information about speeds, refer to the line description available in the Route Book on the Swedish Transport Administration's website. Maximum train lengths In accordance with the Swedish Rail Agency's traffic regulations JvSFS 2008:7, permitted train lengths are determined with consideration for the breaking system: - Brake group P/R: 730 m - Brake group G: 880 m The aforementioned provisions do not mean that the infrastructure generally permits these train lengths. The train lengths that are permitted are determined in the process for allocation of capacity. Power supply A large part of the railway network is electrified. The trains receive their power supply through a contact wire that produces a voltage of 15,000 V, 16 2/3 Hz. The map service indicates which tracks are electrified. For information about the requirements for pantographs, refer to BVS Vehicles with the EU pantograph (width 1,600 mm) may only be operated on the Nässjö Alvesta line. 6

9 3.3.3 Traffic control and communication systems The purpose of the traffic control and communication systems is to guarantee a safe operation and provide information about the current traffic situation. The map service shows where the various traffic control systems are used. Signalling systems See the sections on the traffic control and communications systems below. Traffic control systems The traffic control system is designed to monitor the trains' movements on the railway network in real time and to take the necessary measures in the event of disruptions. Main tracks The traffic is monitored and controlled operatively by the train dispatcher, through the manoeuvring of track switches and signals at the operational sites. The different types of traffic control systems provide different grades of technical support to the train dispatcher, and certain systems also contain technical protection for the traffic. There are traffic safety instructions for the different systems. These specify how traffic is to be operated in normal situations and in the event of disruptions. The traffic control systems are described in the Swedish Rail Agency's traffic regulations (JTF) JvSFS 2008:7. Other tracks Some operational sites have sidings, with or without signal control, where vehicle movements such as shunting are performed. Communication systems The Swedish Transport Administration has introduced the railway radio system GSM-R, in accordance with European standards. The system has been specially adapted for the railway. The network does not, however, cover the following lines: - Skövde Tibro - Mellerud Billingsfors - Bollnäs Furudal - Snyten Kärrgruvan - Jörn Arvidsjaur. The map service shows which lines have access to GSM-R. ATC system The ATC system (Automatic Train Control) is used on nearly all railways operating passenger traffic. The system monitors that the trains maintain the correct speeds and prevents trains from driving past stop signals if the train driver does not react accordingly. There are operational sites that do not use ATC which are nevertheless a part of longer lines that do use ATC. These are Borås central, Gävle godsbangård, 7

10 Götebrog central, Kil, Kisa, Landskrona godsbangård, Luleå, Mora, Sävenäs rangerbangård, Trelleborg, Vetlanda, Vimmerby and Värnamo. The map service shows which lines have access to ATC. ETCS ETCS (European Train Control System) is a European standard for ATP (Automatic Train Protection). The European Rail Traffic Management System (ERTMS) is comprised of ETCS together with GSM-R, Eurobalises and Radio Block Centers. ETCS together with STM (Specific Transmission Module) replaces ATC equipment in the vehicles, and allows the vehicles to be operated throughout Swedish railway network, regardless of whether the infrastructure is constructed for ERTMS or the older ATC system. The map service shows lines with ERTMS, traffic systems E2 and E Traffic restrictions Temporary traffic restrictions may arise as a result of damage to the infrastructure (due to railway accidents, floods or similar incidents). Furthermore, restrictions on the weight of vehicles may be stipulated as the result of external conditions, such as skidding. Traffic restrictions may also apply due to the nature of the infrastructure and the traffic Specialised infrastructure The following stretches on the Västkustbanan (route 3) are reserved for passenger traffic, in accordance with Chapter 6, Section 3 of the Swedish Railway Act: - (Helsingborgs godsbangård) Landskrona östra - Helsingborg central (Helsingborgs godsbangård) - Maria (Helsingborgs godsbangård) - Kävlinge Lunds central - Malmö central Hyllie Lernacken/Svågertorp. The following conditions apply for traffic on these lines: - Excess loads are prohibited. - The train combinations shall be composed in such a way that they can operate on these routes without problems caused by the gradient conditions. - All railway vehicles shall fulfil the technical requirements that apply for loading gauges, traction power and braking capacity. Written approval is required from the Swedish Transport Administration prior to diverted transport being planned. 8

11 For traffic on the above lines, there are alternative infrastructures available that are customised for freight traffic: - Freight traffic between Helsingborgs godsbangård and Landskrona östra is operated via the Rååbanan Godsstråket genom Skåne and Västkustbanan, Kävlinge Landskrona östra. - Freight traffic Helsingborgs central (train station) and Helsingborgs godsbangård: the restriction applies to Helsingborgs central (train station) which is located in a tunnel. See also the lines described below for continous traffic. - Freight traffic between Maria and Helsingborgs godsbangård is operated via Skånebanan. Long distance traffic is operated via Godsstråket genom Skåne and Skånebanan. - Freight traffic between Kävlinge and Lund is operated via Godsstråket genom Skåne and Södra stambanan, or in exceptional cases via the Rååbanan Skånebanan and Södra stambanan. - Freight traffic from Malmö godsbangård is operated westward via Fosieby and Lernacken, and on to Öresundsförbindelsen or in the direction of Ystad/Trelleborg. Railway lines where special conditions apply There are some stretches of line where little or no traffic is currently operated. If applications for capacity are received for these stretches of line, the Swedish Transport Administration performs an inspection of the line in order to assess its standard, and then informs the applicant of the traffic conditions and any restrictions that will apply. These lines are: - (Vetlanda) Åseda Maintenance has ceased. - (Östervärn) Brågarp A maximum permitted speed of 20 km/hr applies to this line, as well as the requirement of advance notice to the train dispatcher for transports on the line, and manual level-crossing gate operation at three level crossings. - (Kvillsfors) Järnforsen - (Karpalund) Hanaskog Maintenance has ceased - (Skövde) Tibro Maintenance has ceased. - (Mellerud) Billingsfors - Bofors (Strömtorp) - (Daglösen) Filipstad - (Munkedal) Lysekil There is a process to cease the maintenance. - Gamla Tortuna (Tillberga) - (Bollnäs) Furudal - (Snyten) Kärrgruvan 9

12 - (Söderhamn West) Marmaverken The stretch of line has been taken out of operation for renewal. From 2017 onwards, the entire stretch of line Söderhamn West Kilafors is planned to be operational. - (Malung) Malungsfors - (Lomsmyren) Vika - (Jörn) (Arvidsjaur) The line is not operational and maintenance has ceased. Railway lines where traffic restrictions apply during certain times of the year Some stretches are either closed to traffic or extremely limited with regard to axle load and speed. This applies at certain times of the year. These stretches of line are: - (Mellerud) Bengtsfors Substandard track foundations can lead to movement of the tracks, resulting in changing track gauges. There are also a number of movable bridges that are in poor condition. - Bofors (Strömtorp) Poor track foundations, which lead to the risk of heat distortion during hot summers. - (Forsmo) Hoting Track foundations, track superstructure and drainage are poor, which can lead to problems with freezing, breaking up the frost in the ground, poor track stability and earth erosion. This can lead to limitations in the line's capacity, such as speed reductions general or partial. In extreme cases, the line system may be closed to traffic after an inspection Environmental restrictions New diesel-operated traffic types are prohibited on the following line (see the Government decision with journal number M95/4651/8): - Östervärn Fosieby Lockarp Lernacken. Diesel traffic may be permitted in certain cases, but an application for exemption from the Government decision is required on every single occasion. The Swedish Transport Administration examines whether the traffic in question can be permitted with consideration for the Government decision. Additional traffic restrictions for passenger traffic may be notified later Dangerous goods For transportation of dangerous goods, provisions apply in accordance with section The tunnel in Helsingborg central (train station) may not be used for transports with dangerous goods. - The tunnel in Glumslöv may not be used for transports with dangerous goods. For the above locations, there are alternative infrastructures for freight traffic with dangerous goods. See section

13 3.4.4 Tunnel restrictions Passenger and freight trains should not be travelling through the tunnel in Glumslöv at the same time. Besides this restriction and those mentioned in sections and 3.4.3, there are no special restrictions Bridge restrictions Train traffic generally has priority over shipment with regard to movable bridges. The Swedish Transport Administration intends to coordinate its timetables with those of marine vessels as far as possible, in accordance with applicable agreements. 3.5 Availability of the infrastructure For more information about the major track works planned (PSB) for 2014, see Appendix 3.2. In order for track work to be regarded as a PSB, one of the criteria 1-3 must be fulfilled. Different criteria apply in the cases A D. A Heavy operated line Lines with single-track that traffic 51 trains per day or more and lines with doubletracks that traffic 76 trains per day or more. A1: The work entails total closure of the line for more than three days (72 hours). A2: The work entails closure of the line during part of a day for more than 5 days in a row and at least 30 trains per day are affected. A3: The work necessitates single-track operation for more than 10 days, which leads to at least 30 trains per day being affected by delays exceeding 5 minutes per train. Only the direct effect of the work on the delay is considered here. At the final destination of the train, the delay may have increased due to the shortage of available capacity. B Moderately operated line Lines with single-track that traffic trains per day and lines with doubletracks that traffic trains per day. B1: The work entails total closure of the line for more than 5 days (120 hours). B2: The work entails closure of the line during part of a day for more than 7 days in a row and at least 10 trains per day are affected. B3: The work necessitates single-track operation for more than 14 days, which leads to at least 30 trains per day being affected by delays exceeding 5 minutes per train. Only the direct effect of the work on the delay is considered here. At the final destination of the train, the delay may have increased due to a shortage of available capacity. 11

14 C Light operated line Lines with a single-track used by 0-15 trains per day. C1: The work entails total closure of the line for more than 7 days (168 hours). C2: The work entails closure of the line during part of a day for more than 14 days in a row and at least 5 trains per day are affected. D Railway yards D1: The work entails a shortage of capacity for more than 5 days in a row, which leads to at least 5 trains per day being cancelled or at least 20 trains per day being delayed by a minimum of 20 minutes each. In addition to the aforementioned criteria, several minor track works performed at the same time can collectively be classed as a PSB. This applies if the total effect of the works leads to faults in particularly sensitive traffic circulations or if the works otherwise have a considerable impact on traffic. Experience from previous train plans is used during assessment. During the timetable period, a number of major projects are underway that can be classified as PSBs, or that fulfil the criteria for being PSBs, for which it is deemed impossible to adapt the train path application to. These projects may reduce the available capacity of the infrastructure. Examples of this include reduced track availability and choice of platform. Speed reductions, both temporary and permanent, may also occur. Major traffic disruptions of this type can be expected primarily in Stockholm and Göteborg, as well as on Södra stambanan and Västra stambanan. The projects with the most effect on traffic are the following: - Rotebro, road bridge work - Rosersberg, connection Stockholm North - Ostkustbanan, STAX 25 measures - Mittbanan, sleeper replacement - Norra stambanan, Moradal, switch replacement - Norra stambanan, Storvik Årshammar, excavation and renovation - Västra stambanan, track and contact wire replacement west of Hallsberg - Göteborg area, platform extensions - Hallsberg, track and sleeper replacement - Norrköping, sleeper and switch replacement - Hässleholm Höör, contact wire repair and new station at Vätteryd - Hässleholm Åstorp, contact wire repair - Älmhult Vislanda, track replacement - Karlskrona, road underpass 12

15 - Measures Package Stockholm/Mälardalen, new tracks through Stockholm (City Line) - Mälarbanan, four-track extension Barkarby Kallhäll - Mjölby Nässjö, contact wire replacement - Göteborg, signal box replacement 3.6 Operational sites for passenger exchange Operating sites with the possibility of passenger exchange are shown in the map service and in Appendix 3.4. See Annex 3.1 tag kommande Infrastrukturförändringar på trafikplatser (future Infrastructure changes at operational sites). 3.7 Freight terminals The map service shows the harbour and freight terminals where the Swedish Transport Administration has railway connections. The loading sites for which capacity can be applied for are presented in Appendix 3.1. See about the service Capacity for loading section Service facilities Train formation yards There are two types of railway yards: marshalling yards and other railway yards. Below is a short description of the conditions that apply for these two types: Marshalling yards are defined according to the following features: - turn-out track - automated switching - hump with approach and/or exit group - lining of the track. Marshalling yards are divided into category 1 and 2 according to the following: - Marshalling yard category 1 with track braking system: Borlänge rangerbangård, Gävles godsbangård, Hallsbergs rangerbangård, Helsingborgs godsbangård, Malmö godsbangård, Sundsvalls rangerbangård, Sävenäs rangerbangård, och Ånge godsbangård; see map service. - Marshalling yard category 2 without track braking system: Jönköpings godsbangård, Nässjö rangerbangård, Tomteboda, Trelleborg och Västerås västra; see map service. 13

16 Other railway yards Other railway yards are located at operational sites, and are defined on the basis of the two following points being fulfilled. - 1 switch or more - 1 track or more Marshalling yards Marshalling yard Station - signature Tracks included in the marshalling yard Borlänge rangerbangård Blg Gävle godsbangård Gäb Hallsbergs rangerbangård Hrbg Helsingborgs godsbangård Hbgb 11g 35g, 73g 82g Jönköpings godsbangård Jögb 1 12, Malmö godsbangård Mgb , 21 28, 31 38, 41 48, , Nässjö rangerbangård N Sundsvalls rangerbangård Suc 5 7, Sävenäs rangerbangård Sär , 1 33, Tomteboda Tm 10 30, 32r, 33r, 40 42, Trelleborg Trg 9 18, 91 Västerås västra Våv 5 14, Ånge godsbangård Åggb 11 31, Storage sidings 5 7, 9, 10r 31, 33 36, 53 57, 62 64, extended, humptrack Appendix 3.1 presents available tracks for holding as well as access to electricity/power outlet (heating point). See services Holding section Maintenance and service facilities The Swedish Transport Administration does not own any maintenance and service facilities Refuelling facilities The Swedish Transport Administration does not have any fuel depots Technical facilities There is a facility for testing braking systems adjacent to tracks in Göteborg's Skandiahamnen, see section

17 3.8.6 Other facilities Detectors The Swedish Transport Administration has different types of stationary detectors for technical control of railway vehicles. Their primary purpose is to maintain safety, but also to protect the track against damage. In the event of an alarm, the Swedish Transport Administration has the right to take necessary measures. The existence of detectors does not exempt railway undertakings from liability for damages. The detectors are mainly intended for the monitoring of overheating and unintentional brake application, but there are also wheel damage detectors with weighing functions, as well as facilities for the monitoring of carbon contact strips and upward pressure on pantographs. The map service indicates where the detectors are located and the functions that they have. See also sections and Tracks for measurement of noise The Swedish Transport Administration's tracks for measurement of vehicle noise, see section 5.5.4, is located between Landskrona and Kävlinge, on line section 938, km to , down track. The line has been equipped with rail dampers in order to fulfil the requirements for attenuation (refer to charge, section 6.3.5). 3.9 Infrastructure development During the period , the following major investment projects will be proceeding: Route Line/station Measure Bergslagsbanan Storvik Borlänge Track replacement Bergslagsbanan Falun New travel centre Bergslagsbanan Ställdalen Hällefors Measures to increase capacity Blekinge kustbana Fjälkinge New operational site with possibility of passenger exchange Dalabanan Avesta Krylbo Track replacement Hedemora Dalabanan Borlänge, Rågåker New industrial line Godsstråket genom Skåne Billesholm, Svalöv, New passengerstations Kågeröd Godsstråket genom Skåne Åstorp Teckomatorp Traffic system H Godsstråket genom Skåne Västra Ingelstad, Östra New passengerstations Grevie Godsstråket genom Skåne Trelleborg Renovated station with possibility of passenger exchange Göteborg Marieholmsbron Double track expansion 15

18 Göteborgs hamnbana Göteborg Kville Göteborg Skandiahamnen Kilafors Söderhamns västra Measures to increase capacity Kilafors Söderhamns västra Measures to increase capacity Kust till kust-banan Örsjö New station with passing track Railway yard extensions Malmbanan Lakaträsk, Rensjön, Ripats Markarydsbanan Bjärnum, Vittsjö New passengerstations Markarydsbanan Markaryd New operational site with possibility of passenger exchange Mälarbanan Barkarby Kallhäll Track extension Nynäsbanan Vega New station with possibility of passenger exchange Nynäsbanan Tungelsta Hemfosa Double-track extension Ostkustbanan Roserberg Freight terminal Connection to new combi terminal Ostkustbanan Löten Samnan ( Gamla Double-track extension Uppsala ) Ostkustbanan Skutskär Furuvik Double-track extension Ostkustbanan Sundsvall Hudiksvall New station with passing track Rååbanan Teckomatorp Eslöv Renovation and new passengerstation Skånebanan Önnestad New passengerstation Stockholm Citybanan New train tunnel under Stockholm Stockholm Stockholms central (Hagalund/Sörentorp) Measures to increase capacity Svealandsbanan Strängnäs Härad Double-track extension Södertälje hamn Södertälje centrum Södertälje hamn Södertälje centrum Renovation and. double-tracks Södra stambanan Tjörnarp, Vislanda New stations with possibility of passenger exchange Södra stambanan Vätteryd New station with passing track Västra stambanan Alingsås Rebuilding & platform extension Värmlandsbanan Laxå Kil Measures to increase capacity Västkustbanan Förslöv New passengerstation Västkustbanan Hallandsås New train tunnel Västkustbanan Åsa New passengerstation Västra stambanan Laxå Falköping Measures to increase capacity Västra stambanan Falköping Alingsås Measures to increase capacity; selective actions 16

19 The following major investment projects are planned for the period : Route Line/station Measure Bergslagsbanan Kil Ställdalen New passing stations and remote blocking Bergslagsbanan Bana Gods i mitt Measures to increase capacity Bergslagsbanan Sandviken - Kungsgården New passing station 3 tracks Godsstråket genom Storvik Frövi Measures to increase capacity Bergslagen Godsstråket genom Hallsberg Degerön Double-track extension Bergslagen Godsstråket genom Skåne Åstorp Teckomatorp Measures to increase capacity (passing tracks, remote blocking, hps 160) Göteborg Västlänken (West Link) Train tunnel under Göteborg C Göteborgs Göteborg Kville Göteborg Double-track extension hamnbana Skandiahamnen Kust till kust-banan Växjö Railway yard rebuilding Malmbanan Kiruna central Relocation of Kiruna Central Malmbanan Kiruna Riksgränsen Railway yard extension, passing track yards Mälarbanan Tomteboda Barkarby Track extension Mälarbanan Strängnäs Härad Double-track extension Ostkustbanan Gävle Harbour Extension Norra stambanan Kilafors Holmsveden Capacity measures Skånebanan Helsingborg Hässleholm Renovation Södra stambanan Norrköping Connection towards Händelö Värmlandsbanan Laxå Kil Measures to increase capacity Västkustbanan Varberg Hamra Double-track extension Västkustbanan Varberg Tunnel including travel centre Västkustbanan Förslöv/Lingvallen Double-track extension Ängelholm Västra stambanan Göteborg Skövde Measures to increase capacity 17