Network Statement 2012 Part 1, Chapter 3 Infrastructure Edition

Transcription

1 Network Statement 2012 Part 1, Chapter 3 Infrastructure

2 Updates This edition contains revisions and updates as described below and replaces previous editions. Update Introduced Original edition Table of contents. 3 Infrastructure Introduction Extent of the rail network Boundaries Connecting rail networks Additional information about the rail network Description of the infrastructure Geographical overview Characteristics Traffic control and communication systems Traffic restrictions Special infrastructure Environmental restrictions Dangerous goods Tunnels Bridges Availbility of the infrastructure Traffic facts for the rail network Operating stations for the exchange of passengers Freight terminals Facilities Train formation locations Holding tracks Maintenance and service facilities Fuel depots Technical facilities Other facilities Planned development of the infrastructure... 17

3 3 Infrastructure 3.1 Introduction According to the Railway Act, the infrastructure manager s network statement for the rail network must contain details of the available infrastructure. Detailed technical information in the form of maps can be downloaded from the map service ( karttjänsten ) on Trafikverket s website. A user guide can also be found there. Map service In the event of there being any contradictions between the map service and texts in the network statement, the text in the network statement takes precedence. Some routes are specified with the station name in parentheses. The actual information then applies to the station border. 3.2 Extent of the rail network Boundaries The map service shows the rail network with neighbouring countries under the heading Angränsande större infrastrukturförvaltare (Major neighbouring infrastructure managers) Connecting rail networks Parts of the Swedish rail network are managed by Inlandsbanan AB, Öresundsbro Konsortiet and A-train AB (Arlandabanan [Arlanda Express]). For minor infrastructure managers such as local authorities, ports and industrial firms, see the Swedish Transport Agency's website ( Additional information about the rail network Major changes to the infrastructure Major changes to the infrastructure during the period of validity of the network statement: - Haparandabanan, new railway (Bredviken) Haparanda Coming into service no later than and preliminary traffic start with traffic system E Kiruna, new railway Preliminary traffic start September

4 - Göteborg Trollhättan, double track Completed/traffic start December Uppsala marshalling yard and travel centre (bus/rail centre) Completed year end Motala Mjölby, double track Completed hösten Hargshamnsbanan, Örbyhus Hargshamn, ERTMS-R Completed in 2012, in traffic Skelleftebanan, Bastuträsk Skelleftehamn ERTMS-R Completed in 2012, in traffic Kristinehamn Nykroppa, electrification - Abisko extension of marshalling yards. Time for traffic start means the time when the ground equipment for ERTMS has been approved, is functional and is in Trafikverket s management. Morjärv Upphört underhåll när ny sträckning tas i bruk Karungi Niemisel Buddbyn Boden c Bredviken Karlsborgsbruk Ny järnväg Haparanda Figure 3.1 Haparandabanan Haparandabanan, the part of (Morjärv)-Karungi-(Haparanda), close to traffic in

5 Peuravaara Kiruna Malmbangård Kiruna central Ny järnväg Befintlig järnväg Kirunavaara Råtsi Figure 3.2 Kiruna, new railway line Existing Line Råtsi-Kiruna central is taken out of service at the time the new line starts Part of the rail network covered by TEN (Trans European Network) The rail network is broadly divided into three main groups: TEN high-speed network, TEN conventional network and the national network (sub-ten). TEN high-speed network (TEN-HS) The TEN high-speed network comprises normal main lines for long-distance services on the Nordic Triangle, as follows: - Malmö Katrineholm Södertälje Syd (South) Övre (Upper) Stockholm Sundsvall (except the Arlandabanan) - Malmö Göteborg via Västkustbanan - Göteborg Trollhättan via Nordlänken (the Northern Link) - Göteborg Katrineholm, including Karlstad Laxå. In addition, all normal train lines at Stockholm central are also included. In the map service, the routes of line which are included in TEN-HS are shown. On multiple track lines, normal main lines which are normally only used by commuter trains or regional trains, are not included. These tracks are classified as the national network (sub-ten). 4

6 TEN the conventional network (TEN-CR) The conventional network includes normal main lines on - Malmbanan - Haparandabanan - Stambanan genom övre Norrland - Botniabanan - Ådalsbanan, Sundsvall central Västeraspby - Norra stambanan - Mittbanan - Godsstråket genom Bergslagen - Värmlandsbanan, Karlstad central Charlottenberg (Oslo) - Trollhättan Kornsjö (Oslo) - Södra stambanan, Åby Nyköping Järna - Godsstråket genom Skåne - Ystadsbanan, Lockarp Ystad - Öresundsförbindelsen (The Öresund Link). In the map service, the routes of line which are included in TEN-CR are shown. The National Network (sub-ten) The national network includes the remaining parts of the rail network: normal main lines, main lines, siding tracks, sidings and tracks that do not belong to the TEN network in accordance with the above description. In the event of new construction and major upgrading work on the national network, the design of the infrastructure must comply with TSD requirements for the TEN conventional network as much as reasonably possible. 3.3 Description of the infrastructure Geographical overview A broad description of the Swedish rail network is presented in the map service. In some instances, the information is divided up for individual lines. Trafikverket s rail network, with its division into lines, is illustrated in the map service. The basic data for the map service are presented in annex 3.4. More information relating to the division into lines is available in BVS Individual lines and rail lines Types of track The map service shows where Trafikverket has double-track sections and multipletrack sections and tracks under construction Track gauge The track gauge is 1,435 mm. Some of the tracks on Haparanda marshalling yard are built with the Finnish track gauge 1,524 mm, see Appendix

7 Stations and nodes The distance between operating stations can be measured by using the map service Detectors Trafikverket has different types of stationary detectors along the track which conduct technical checks of the railway vehicles. They are aimed primarily to maintaining safety, but it is also to protect the track from damage. In the event of an alarm, Trafikverket is entitled to take the necessary action. The fact that there are detectors does not relieve the railway undertakings from responsibility for damage. Most of the detectors are hot box and dragging break detectors, but there are also wheel damage detectors and installations for checking the carbon slippers of pantographs and the upward pressure on pantographs. The map service shows where the detectors are located and what function they have. See also section Characteristics Loading gauge The loading gauge is the lateral and vertical space within which the rolling stock and load must be accommodated. All traffic that exceeds the technical norms should be driven as special transport. This does not just apply to the load gauge, but also track axle load and maximum weight per meter (see Section ). Vehicles that meet the requirements for loading gauge SE-A (maximum width 3,400 mm, maximum height 4,650 mm) can operate over the entire network except for the Kiruna Riksgränsen line, where only vehicles that meet the requirements for loading gauge SE-B (maximum width 3,400 mm, maximum height 4,300 mm) can operate. These loading gauges apply under certain defined conditions and are linked to formulas for determining the maximum permitted load size and vehicle size. These rules differ from the norm for international traffic, UIC 505-1, which is widely used in the rest of Europe. Most loads and vehicles dimensioned according to UIC can often be used on the Swedish rail network. Loading gauge SE-C (maximum width 3,600 mm, maximum height 4,830 mm) is a new, larger loading gauge which is being introduced on all new lines. Traffic wishing to use loading gauge SE-C will be classed as special loads. The European loading gauges GA and GB are included in the loading gauge SE-A. The European loading gauge GC is included in the Swedish loading gauge SE-C and is therefore handled as a special load. None of the European loading gauges are included in the loading gauge SE-B. Transports in accordance with the UIC 596-6, "Transfer of road vehicles to railway carriages," handled until further notice as special loads. 6

8 Technical data about these loading gauges can be found in figure 3.3. Loading gauge SE-A Loading gauge SE-B Loading gauge SE-C A B C Rök Figure 3.3 The swedish loading guages Load capacity of the track Load capacity of the track Two parameters define the load capacity of a track: maximum permitted axle load (STAX, unit: tonnes) and maximum permitted vehicle weight per metre (STVM, unit: tonnes/m). The map service shows details of permitted load for different routes of line, with regard to axle load and weight per metre, which is specified as the track's line class. The map service reports the line classes for 2, 3 and 4 axle rolling stock and the line classes and sth for 6 axle rolling stock. The line classifications follow the international line classifications in accordance with SS- EN 15528:2008. Transports in excess of the current line class are classified as special loads, see Section 2.5. Axle load Every track has a STAX value which indicates the amount of load that each axle is allowed to exert on the track. In Sweden, STAX 22.5 tonnes is standard for most tracks, but Trafikverket is gradually upgrading the network for STAX 25. Currently, STAX 30 tonnes is only allowed with four-axle bogie wagons on specially upgraded routes of track. Every track has an STVM rating which indicates the highest permitted vehicle weight per metre. In Sweden, the most common figure is STVM 6.4 tonnes/metre. Generally, track is being upgraded to STVM 8.0 tonnes/metre at the same time as upgrading to STAX 25 tonnes. On the Malmbanan and on the Boden central Luleå section the permitted vehicle weight is 12.0 tonnes/metre. 7

9 Gradients Annex 3.6 provides information about the steepest gradients for each line Highest permitted speed Annex 3.5 provides information about the highest permitted speed for each line. The information for each line states the speed that applies for a certain section of the line, but this does not necessarily mean that the stated speed applies to the line as a whole. Permitted speeds along the individual lines are shown in detail by line descriptions in each route book ( Maximum train lengths According to the Swedish Rail Agency s traffic regulations (JvSFS 2008:7) the permitted train lengths are stated with reference to the brake group: - brake group P/R: 730 metres - brake group G: 880 m. The above regulations do not mean that the infrastructure generally allows these train lengths. The allowed train lengths will be determined as part of the capacity allocation process Power supply A large part of the rail network are electrified. Trains obtain their power supply from an overhead contact wire which delivers a nominal voltage of volts at 16 2/3 Hz. The map service shows which lines that are electrified. For information about the requirements to be met by pantographs, see BVS Vehicles with the so-called EU pantograph (1 600 mm wide) may only be used on the Nässjö Alvesta stretch of line. During new construction and major upgrading, Trafikverket aims to upgrade the contact wire system for both the EU pantograph and the standardized Nordic pantograph Traffic control and communication systems Signalling systems See Sections and Traffic control Main Tracks Traffic is monitored and controlled operationally by train dispatchers (signalers) who operate points and signals at the stations. The various types of traffic control systems provide different levels of technical support for the dispatcher and for certain systems, even technical protection for the traffic. The map service shows where these traffic controls are used. There is a traffic safety instruction for the various traffic control systems. It states how traffic is to be conducted in normal and abnormal situations. 8

10 The traffic systems are described in the Swedish Rail Agency's traffic regulations (JTF) JvSFS 2008:7. Other tracks At some stations there are sidings, with or without signal control, where vehicle movement is operated as shunting Communication systems Trafikverket has introduced a new European standard railway radio communication system. The system is specially adapted for the railways. The network doesn t cover lines specified in , with the exception of Kilafors Marmaverken and Härnösand Långsele coverage for GSM-R. The introduction of GSM-R facilitates communication between drivers and train dispatchers. The map service shows the routes with access to GSM-R ATC The ATC (automatic train control) system has been installed on almost every railway that carries passenger services; see the map service. The system monitors whether trains are travelling at the right speed and prevents a train passing a signal at danger if the driver fails to react. There are stations that do not have ATC, but which are nevertheless included in longer routes of line equipped with ATC. These are Borås central, Gävle marshalling yards, Göteborg central, Kil, Kisa, Landskrona freight yards, Luleå, Mora,, Sävenäs marshalling yards, Trelleborg, Vetlanda, Vimmerby, Värnamo and Ånge freight yards. The map service shows the routes that have ATC ETCS ETCS (European Train Control System) is a European standard for ATP (Automatic Train Protection). ETCS together with GSM-R, eurobaliser and radio blocking centres make up ERTMS (European Rail Traffic Management System). ETCS together with STM (Specific Transmission Module) replaces ATC equipment in vehicles and allows the vehicles to operate everywhere in the Swedish railway network, irrespective of whether the infrastructure is designed for ERTMS or the older ATC system. 3.4 Traffic restrictions Temporary traffic restrictions may occur as a result of damage to the infrastructure (caused by a railway accident, flooding or similar incident). In addition, leaf slip may lead to vehicle weight restrictions. Traffic restrictions also apply because of the nature of the infrastructure and the type of traffic Special infrastructure The following routes of line are reserved for passenger services in accordance with Chapter 6, 3 of the Railway Act: 9

11 - (Helsingborg s freight yard) Landskrona Östra (East) - Helsingborg central (resecentrum) (Helsingborg s freight yard) - Maria Helsingborg s freight yard - Kävlinge Lund - Malmö City Tunnel (not adapted for diesel traffic). Operation on these routes is subject to the following conditions: - There must be no overhanging load. - The train sets must be composed in such a way that the trains can operate on these routes without problems, with regard to the gradient conditions. - All rail vehicles must comply with the technical requirements that apply for loading gauge, tractive power and braking capacity. Written permission must be obtained from Trafikverket before diverted traffic is planned. There is alternative infrastructure which is adapted to freight traffic for traffic on the above routes of line. - Freight traffic between Helsingborg s freight yard and Landskrona östra (East) is carried out via Rååbanan Godsstråket genom Skåne and Västkustbanan, Kävlinge Landskrona östra. - Freight traffic between Helsingborg central (resecentrum) and (Helsingborg s freight yard): the restriction applies to Helsingborg central (resecentrum) which is situated in a tunnel and explains why no alternative route is relevant. See also below route of line for through traffic. - Freight traffic between Maria and Helsingborg s freight yard is carried out via Skånebanan. Long-distance traffic is carried out via Godsstråket genom Skåne and Skånebanan. - Freight traffic between Kävling and Lund is carried out via Skånebanan and Södra stambanan, or in exceptional cases via Skånebanan-Rååbanan and Södra stambanan. - Freight traffic from Malmö freight yard is driven westward through Fosieby and Lernacken and on to the Öresundsbron or in the direction of Ystad/Trelleborg Routes where special conditions apply Certain routes currently carry little or no traffic. If applications for capacity are received to operate on these routes, Trafikverket must first carry out an inspection to determine the standard of the track, and then inform the applicant of the conditions for the operation of traffic and of any restrictions that will apply. 10

12 The routes in question are: - Gamla Tortuna Tillberga - Bollnäs Furudal - Snyten Kärrgruvan - Torved Gullspång - Vetlanda Åseda - Skövde Karlsborg - Kilafors Marmaverken (The route is closed for renovation, but will be opened in 2014.) - Morjärv-Karungi-Haparanda (The route is closed and maintenance ends when the new railway Bredviken-Haparanda is taken into operation.) - Östervärn Brågarp (The highest permitted speed on this stretch of line is 20 km/h. Operations on the line must be reported in advance to the signaller. Barriers must be lowered manually at three level crossings.) - Kvillsfors Järnforsen - Karpalund Hanaskog - Jörn Arvidsjaur - Mellerud Bengtsfors - Bofors Strömtorp - Daglösen Filipstad Routes with traffic restrictions during certain times of the year Some routes are either closed to traffic or heavily restricted in terms of axle load and speed. This applies during some parts of the year. The lines in question are: - Kil Torsby (rundown construction) - Mellerud Bengtsfors (rundown construction) - Bofors Strömtorp (rundown construction) - Västeraspby Långsele (rundown construction) Environmental restrictions New diesel-operated services are not allowed on the following routes of line (see government decision, journal number M95/4651/8): - Östervärn Lernacken - Östervärn Fosieby. Diesel traffic may be permitted in certain cases, but an application for exemption from the government decision is required in each instance. Trafikverket decides whether the traffic in question can be allowed, with regard to the government decision. Further traffic restrictions for passenger services may be announced later. 11

13 3.4.3 Dangerous goods The stipulations of Section 2.6 apply to the carriage of dangerous goods. - Dangerous goods must not be transported through Helsingborg central (Travel Centre). - Dangerous goods must not be transported through the Glumslöv tunnel. For those routes there is alternative infrastructure for the carriage of dangerous goods. See section Tunnels Passenger trains and freight trains should not occupy the Glumslöv tunnel at the same time. Apart from that, there are no special restrictions other than those mentioned in Sections and Bridges Train services usually have right of way on openable bridges before shipping. Trafikverket intends, as far as is possible, to coordinate their schedules with shipping times according to existing arrangements. Test operations with fixed opening times that are synchronized with shipping are underway, and during these times, shipping has right of way. Test operations are being carried out on Göta älv (Göteborg Marieholmsbron, Vänersborg s railway bridge and Trollhättan s railway bridge). Synchronised opening times are already in use at the Port of Södertälje. 3.5 Availbility of the infrastructure For more information regarding the planned major engineering works (PSB) for 2012, see annex 3.2. For track works to be regarded as planned major engineering works, one of criteria 1 3 must be met. Different criteria apply in cases A D. A Line with heavy traffic: A single-track line that carries 51 or more trains per day and a double-track line that carries 76 or more trains per day. A1: The work involves completely closing the line for more than 3 days (72 hours). A2: The work involves closing the line for part of the day for more than 5 consecutive days and at least 30 trains per day are affected. A3: The work involves single-track working for more than 10 days, affecting at least 30 trains per day with a delay of more than five minutes per train. This refers only to the direct effect of the work on the delay. At the destination of the train, the delay may have increased owing to a shortage of capacity. 12

14 B Line with moderate traffic: A single track line that carries trains per day and a double-track line that carries trains per day. B1: The work involves completely closing the line for more than 5 days (120 hours). B2: The work involves closing the line for part of the day for more than 7 consecutive days and at least 10 trains per day are affected. B3: The work involves single-track working for more than 14 days, affecting at least 30 trains per day with a delay of more than five minutes per train. This refers only to the direct effect of the work on the delay. At the destination of the train, the delay may have increased owing to a shortage of capacity. C Line with light traffic: Single-track line carrying 0 15 trains per day. C1: The work involves completely closing the line for more than seven days (168 hours). C2: The work involves closing the line for part of the day for more than 14 consecutive days and at least 5 trains per day are affected. D Station yards: D1: The work results in a shortage of capacity for more than five consecutive days, with the consequence that at least five trains per day are cancelled or that at least 20 trains per day are each delayed by at least 20 minutes. In addition to the above criteria, several minor engineering works can be classed together as one major engineering works. This applies if the total effect of the works is the failure of particularly sensitive turnarounds or if the effect of the works on the traffic becomes significant for some other reason. Experience from previous annual timetables is used when assessing this. During the annual timetable period, a number of major projects which cannot be defined as major engineering works will be happening. These projects may restrict the available capacity of the infrastructure. Examples of this are track availability and choice of platform. Speed reductions, both temporary and permanent, may also occur. Disruptions to traffic can be expected in among other areas: Stockholm, Mälardalen and on Södra stambanan. 13

15 The projects with the greatest destructive effects include: - action package Stockholm/Mälardalen, new tracks through Stockholm (the Citybanan rail link) - Mälarbanan, Barkarby Kallhäll - double track expansion Södertälje - station yard reconstruction (Travel Centre) Alvesta - new causeway Lund - measures to improve the carrying capacity are being carried out on the Frykdal Line ( ) Traffic facts for the rail network The table shows a summary of transport facts, punctuality, comfort factor and infrastructure-related train disruptions. The information has been gathered from Trafikverket s annual financial reports. The rail network s availability will most probably not be 100 percent throughout Passenger-km (billions) Tonne-km freight Passenger train punctuality, total 93 % 92 % 92 % 91 % Freight train punctuality, total 78 % 77 % 77 % 78 % Comfort factor, mean Train delays caused by the infrastructure hours/ million train km ,6 Passenger-km (millions) The comfort factor is obtained from measurements with a measuring car; it is a measure of deviations from theoretical track position and may vary depending on the traffic duty and performance of the track. Generally, the comfort factor should be greater than 80 to conform to permitted tolerances. The above change in the comfort factor has not been statistically determined. 2 The term train delay means delay beyond the planned arrival time + 5 minutes. 3.6 Operating stations for the exchange of passengers Stations with the possibility to passenger exchange are shown in the map service. 14

16 3.7 Freight terminals The map service shows information about combined terminals and ports with a rail connection. On Trafikverket s website there is a searchable system Trafikverkets lastplatser (Trafikverket s loading areas) for goods on the railways. 3.8 Facilities Train formation locations Trafikverket offers capacity for holding and train formation for the railway undertakings and traffic organisers, see section 5.3. For the train formation service, see Section Train formation location is the general term for locations (stations) where trains are formed and unformed. This can refer either to freight or passenger trains. There are two types of train formation locations: marshalling yards and other station yards. The preconditions that apply to these two types are described briefly below: 1. Marshalling yards have the following four features: - lead track - automated switching - hump with entry and/or exit group - direction tracks. Marshalling yards are divided into categories 1 and 2 as follows: - Marshalling yard category 1 with target braking installation: Malmö, Helsingborg, Sävenäs, Hallsberg, Sundsvall, Ånge, Gävle and Borlänge; see the map service. - Marshalling yard category 2 without target braking installation: Trelleborg, Nässjö, Västerås, Jönköpings freight yard, and Tomteboda; see the map service. 2. Other station yards Other station yards are available at stations, and are defined based on compliance with the following two points: - one or more sets of points - one or more tracks. 15

17 Marshalling yards The table shows the tracks where the service capacity at the marshalling yard is provided, see section Marshalling yard Stationsignature Track included in marshalling yard Jönköping freight yard Jögb 1 12, Helsingborg Hb 11g 35g, 73g 82g Borlänge Blg Västerås West Våv 5 14, Hallsberg 11 18, 21 28, 31 38, 41 48, marshalling yard Hrbg , , Trelleborg Trg 9 18, 91 Tomteboda Tm 10 33, 40 45, Sävenäs marshalling yard Sär , 1 33, Malmö freight yard Mgb 3a, 5a, Ånge marshalling yard Åg 6 32, Gävle freight yard Gäb Sundsvall marshalling yard Suc 5 7, Nässjö marshalling yard N 5 7, 9, 10r 31, 33 36, 53 57, 62 64, shunting, hump track Holding tracks Holding tracks See annex 3.1 Available capacity on parking tracks, sidings and heating posts Maintenance and service facilities See Section for information Fuel depots See Section for information Technical facilities In Göteborg (Gothenburg) Skandiahamnen, at tracks 31-35, Trafikverket provides a facility for brake testing. It can be used to recharge air to the main pipe in the brake system, for leakage tests and brake tests as well as maintenance recharges of sets of rail carriages that are connected together. Trafikverket provides the facility, but not staff. You must have completed the requisite training in order to use the facility. For more information on training, contact: Kundservice järnväg (Customer Services Rail) at Trafikverket, see Annex

18 3.8.6 Other facilities See Section for information. 3.9 Planned development of the infrastructure The projects described below are based on the following documents: - The National plan Swedish ERTMS implementation plan, dated The Future plan Only projects valued at more than SEK 100 million are listed below. For more detailed information see the source documents. The ability to carry out these projects depends on the funding allocated to Trafikverket by parliament in annual budget decisions. The following major capital projects will take place during : - Bergslagsbanan, Ställdalen Hällefors, increased capacity - Bana väg i väst (Making more space/laying track in the west), double-track line and capacity measures Göteborg Trollhättan - Citytunneln in Malmö and marshalling yard adaptation of Malmö Central (Upgrade to ERTMS included in the project) - Godsstråket genom Bergslagen, Motala Mjölby, double track - Göteborg central, change of interlocking systems - Hallandsås - Haparandabanan, Boden Morjärv Kalix, electrification and upgrading and Kalix Haparanda, new railway line - Hargshamnsbanan, renovation and expansion of ETRMS-R (NS 2013) - Järnväg sydost, Emmaboda Karlskrona, increased capacity - Kristinehamn Nykroppa, electrification - Malmbanan, Abisko extension of marshalling yard - Malmbanan, Kirunaprojektet, new railway - Nynäsbanan, extension of double track and multiple track Nynäsgård - Ostkustbanan, Gävle Sundsvall, stations and increased capacity - Skelleftebanan, expansion ERTMS-R (NS 2013) - Stambanan genom Övre Norrland, freight terminal Bastuträsk - Stockholm, Citybanan - Söderhamn Kilafors, increased capacity, stax 25 loading gauge SE-C, double track and functional adaptation of the marshalling yard - Södertälje centrum Södertälje harbour 17

19 - Umeå central and new freight yard - Uppsala, marshalling yard and Travel Centre - Ådalsbanan - New passing stations Skåre Kil - Electrification Kristinehamn Nykroppa. The following major capital projects will take place during : - Bergslagsbanan, Falun, Travel Centre - Dalabanan, Uppsala Borlänge, increased capacity measures - Göteborg, Hamnbanan, increased capacity, Marieholmsbron and double track over Göta älv - Järnväg sydost, increased capacity measures - Malmbanan, Luleå Riksgränsen, expansion of ERTMS - Mälarbanan, Tomteboda Kallhäll, track extension - Nynäsbanan, Västerhaninge Nynäshamn, increased capacity measures - Platforms extensions Göteborg Alingsås and Göteborg Kungsbacka - Svealandsbanan, Södertälje Eskilstuna, passing track and double track on the route Strängnäs Härad - Södra stambanan, Flackarp Arlöv, track extension. The following major capital projects will take place during : - ERTMS-Region implementation on a couple of low traffic routes - Godsstråket genom Bergslagen, Hallsberg Degerön, double track - Godsstråket genom Skåne, Malmö Trelleborg, adaption to passenger traffic - Godsstråket genom Skåne, Åstorp Teckomatorp, increased capacity, Coast to coast Line, Alvesta Växjö Kalmar, increased capacity measures - Ostkustbanan, connection to combi terminal Rosersberg - Västra stambanan, Göteborg Skövde, selective measures designed to make rail traffic more efficient - Västra stambanan, Sävenäs marshalling yard, new entrance and design - Laxå Kil, trackrenewal. 18