The Swedish Transport Administration Annual Report 2012

1 Contents

2 Contents

Director-General’s report 4 Brief facts about the Swedish Transport Administration6 Transport developments 8 Goods transport 9 Passenger transport 10 Results 12 Transport policy goals and delivery qualities 14 Summary of the year’s developments 15 Punctuality 16 Capacity 19 Robustness 20 Usability 21 Safety 23 Environment and health 24 The Swedish Transport Administration’s activities 30 Planning in the transport system 34 More efficient use of the transport system 41 Maintenance 48 Traffic management, traffic information and other operations56 Rebuilding and new constructions 58 Payment of grants, support and co-financing 74 Contracted work 77 Cross-business area work 79 Internal governance and supervision 82 Productivity and efficiency development 84 The Swedish Transport Administration’s role as client 86 Measures to increase productivity 86 Measurement of productivity 86 Productivity development within operations and maintenance 87 Internal efficiency 88 Employees 90 Personnel structure 91 Competence supply, measures taken 91 Organisational change 92 Work environment 92 Analysis of the supply of expertise in relation to operational93 goals Financial report 94 Income and expenditure account 96 Balance sheet 97 Appropriation account including presentation of authorisation 98 Financial terms 99 Analysis of financing 100 Summary of key figures 101 Notes 102 Signing of the annual report 108 Auditor’s report 109 Board of Directors 110 Management group 111

Regarding the annual report: Certain figures are followed by additional figures in parentheses. Unless otherwise stated, the figures stated refer to the previous year.

3 Director-General’s report

Director-General’s report

It is my belief that, up until now, there private users and the business commu- has been overconfidence in the idea that nity alike. the transport system’s capacity defi- Traffic safety developments have, ciencies can be solved by simply building over the course of 2012, been positive in more capacity. Instead, there are many relation to road traffic. In terms of rail smaller measures we can take which traffic, no rail passengers lost their lives make it possible to use or even increase over the course of the year; however, the our existing capacity in an effective and number of deaths occurring on or adja- sustainable manner. This applies, not cent to the track is still too high. least, to the customer-oriented control Developments within road traffic sa- instruments that we can employ. In the fety are very positive and there is much commission’s assessment, we have stated to suggest that the number of road traffic clearly that a robust and sustainable fatalities will be amongst the lowest transport system is built on good main- recorded in recent years. The decreasing tenance. Consequently, maintenance number of fatalities can be partially measures are highlighted as being of the explained by the fact that the increase Over the course of 2012, the ca- highest priority for the Swedish Trans- in traffic has slowed somewhat, and pacity of Sweden’s infrastructure port Administration. partially as a result of ongoing measures It gives me great pleasure to report to improve traffic safety, such as the -ex was discussed intensively by poli- that today there is, for the most part, tension of 2+1 roads and automatic speed ticians and in the media. Much of a consensus of opinion amongst those controls with cameras (ARSC). In 2012 involved in the debate, and others, that we also began to overhaul the staged the focus on this issue is as a re- the Capacity Commission’s description traffic safety goals for 2020. sult of the commission, the Swe- of the current state of the infrastructure, Since the formation of the Swedish dish Transport Administration its analysis of the problems, and also, Transport Administration, we have had to a large extent, the measures that the the opportunity to combine the best received from the government, to Commission proposes. from two different areas. Together with analyse the capacity of Sweden’s other stakeholders, we have begun to Results 2012 apply the same methodology that we transport system and its future The Capacity Commission’s forecast use in our road traffic safety work, to needs. suggest that demand for transport will the rail sector. The goal of this traffic continue to increase over the next five safety work is to halve the number of rail years. The major cities continue to grow, fatalities. The Capacity Commission and as they do, the requirement for both Despite increasing rail passenger In the commission’s assessment, we note passenger and goods transport increase, traffic, punctuality has developed posi- that, in order to solve current and future in a system that is already under im- tively throughout 2012. For passenger capacity deficiencies, more is needed mense strain. Private car and heavy trains, punctuality (arrival within 15 than just new infrastructure. The road, good vehicle traffic on the national minutes of timetable schedule) reached rail, sea and air transport of today must road network diminished somewhat 97 per cent, and for goods traffic, the fi- all function at an optimal level, if we are in 2012, compared to 2011. The volume gure was just over 83 per cent. This is an to cope with future increases in traffic. of passenger rail traffic, measured in improvement, both in terms of passenger A robust and effective transport system train kilometres, increased by just over and goods traffic punctuality. This is a lays the long-lasting foundations which 2 per cent over in 2012, compared with pleasing development that shows that we are required in order justify investment 2011. However, goods traffic by rail has are on the right track. But there is still in new capacity. The capacity investiga- diminished substantially, primarily as a great deal of work to be done. Many tion has adopted the, so called, four step a result of the current recession. The travellers and still unhappy with the principle which implies that an attempt number of air travellers has increased information provided when traffic is dis- should first be made to affect the need noticeably during 2012, for both do- rupted - this was evident, not least, when for transport; following this, the second mestic and international flights. Traffic the snow came in December. Punctuality step is to optimise the current system; developments and the strains on the is critical to the rail system’s delivery ca- the third is reconstruction of the exis- transport system mean that the Swedish pacity and an extremely important issue ting infrastructure; only at the fourth Transport Administration has, in the for travellers and transport purchasers. and final step does new construction short term, found it difficult to maintain The Swedish Transport Administra- enter the equation. the levels of accessibility demanded by tion has been working strenuously to

4 Director-General’s report

improve punctuality following the hard cate that emissions of greenhouse gases the infrastructure has the capacity and winters of two and three years ago. We will not continue to decrease unless new robustness that was intended when it have achieved our goals through more measures and means of control are intro- was built. efficient and extensive maintenance. Our duced. At the same time, emission levels In the autumn, the Government pre- new traffic management organisation is need to be greatly reduced. The Swedish sented a new infrastructure bill which also a major and important change. We Transport Administration’s own efforts included proposals regarding the direc- now take a collective approach to traffic, have led to a reduction in emissions that tion and frameworks for infrastructure together with the industry itself, in or- amounts to just over 170,000 tonnes. The policy for 2014-2015. The introduction der to prevent disruptions and to handle majority of this reduction is the result of of a new infrastructure bill is an im- them more efficiently. This, in turn, investments in the railway, in addition portant event for the Swedish Transport leads to improved punctuality. to step 1 and step 2 measures within the Administration. It states the direction transport system. Over the course of the that the Riksdag and the Government Efficiency work year, the Swedish Transport Adminis- want us to adopt in the development of The Riksdag and the Swedish Govern- tration has also started to make common the transport system, and, accordingly, it ment have allocated extra funding and environmental demands of contractors affects our work for a long time to come. raised the cash limits that can be gran- in its procurement work. On the whole, It is evident that the Capacity Commis- ted to the Swedish Transport Adminis- environmental developments are slowly sion has left a clear impression on the tration. In addition to this, we are relea- moving in the right direction, but new Infrastructure Bill, and on the ensuing sing significant sums of our own money technical and administrative solutions, political debate. This is further recogni- within our ongoing efficiency work; this such as high capacity transport, the bus tion that the Commission’s assessment is used for an increased level of invest- rapid transit system (BRT) and the use of constitutes an important common ment in operations and maintenance. information systems, will be required if evidence base. The economic framework The importance of our own ef- we are to reach our goals. established by the Riksdag for the plan- ficiency work cannot, therefore, be ning period, SEK 522 billion, provides stressed enough. In 2011 we took the Additional capacity increased development opportunities for first, simple steps in our work to improve I have, over the course of the year, been the transport system. efficiency - the challenges that remain involved with and initiated a number Following the directional decision, are considerably more demanding. As of projects that will bring about major the Swedish Transport Administration of the end of 2012, the total annual improvements for both travellers and has received the Government’s directive value of the efficiency initiatives that transport purchasers. These projects are for planning the measures that are to be we have implemented stands at SEK 1.7 important and include: a new railway taken. The Swedish Transport Admi- billion, calculated from 2010, when the through Kiruna, which is prerequisite nistration now faces major challenges efficiency work started. Over the course for the town’s upcoming relocation and in the production of a new national of 2012, initiatives to the value of SEK for the expansion of mining operations; plan, a plan that is to reflect the lofty 750 million have been implemented. the Ådalen Line, which will enable the political ambitions that exist in respect The Swedish Transport Administration Bothnia Line to be used to its full capa- of the transport system. Expectations has taken important steps towards a city; and the ’BanaVäg i Väst’ project, are high, but I also feel that there is a focused client role, where the goal is to a double-track for rail and a four-lane great deal of confidence in our ability to increase productivity in the construc- motorway between Gothenburg and develop Sweden, in collaboration with tion industry. Our efficiency work is Trollhättan which facilitates a conside- other key players. The new plan will also continuing with unabated intensity and rably higher goods transport capacity, incorporate measures designed to meet our goals are well established. We have, in addition to improving commuter and the needs, of private individuals and in the Capacity Commission, under- regional traffic. industry alike, for a transport system taken to contribute to the financing of that has a high level of functionality, the infrastructure measures with our Investments in infrastructure accessibility, capacity, safety and sound own work to improve efficiency. For The Government was quick to allocate environmental qualities. This will be a this reason, the results of this work are an extra SEK 5 billion to the Swedish central task for the Swedish Transport important. Transport Administration for 2012 and Administration throughout 2013. 2013, funds which are primarily to be Environment used for operations and maintenance Over the course of the year, emissions of – entirely in line with the Capacity Borlänge, February 2013 greenhouse gases decreased by around 3 Commission’s proposal that invest- per cent; this is a continuation of a trend ment be made into the functionality of that started in 2007. A reduction in the existing infrastructure. Over the course amount of fuel consumed by new cars of the year we have used the funds to GUNNAR MALM and an increased usage of diesel contain- make a difference, but it will take many Director-General ing biocomponents are thought to lie be- years of investment before we can take hind this trend. However, forecasts indi- care of all the requirements, so that

5 The Swedish Transport Administration in brief

The Swedish Transport Administration in brief The Swedish Transport Administration in brief

The Swedish Transport Administra- public finances, is internationally compe- we have formulated a vision that is an tion is responsible for the long-term titive and is sustainable in the long-term, expression of the direction the Swedish as well as working to ensure that trans- Transport Administration wishes to planning of infrastructure for road, port policy objectives are fulfilled. move in the long-term: ”Everyone ar- rail, sea and air transport and for the In 2010, the Government set out a rives smoothly, safely and green.” construction and operation of state- national plan for the transport system The Swedish Transport Administra- for 2010–2021. The plan covers all four tion is divided up into the business areas owned roads and railways. modes of transport. It includes measu- Market and Planning, Traffic Mana- res for developing and managing the gement, Maintenance, Investments state-owned transport infrastructure, and Major Projects, as well as central This is based on a perspective and also financial frameworks. The Go- functions and profit centres. of intermodal transport. vernment also set out the framework for During 2012, a decision was made to the county plans for regional transport reorganise the procurement function. The Swedish Transport Administration infrastructure for the corresponding The new central function ’Procurement adopts a societal development perspective. period. The content of the county plans and Logistics’ provides the Swedish By using the concept of ’societal deve- was decided at a later date by the regional Transport Administration with impro- lopment’, we want to make it clear that planning management organisations. ved opportunities to increase producti- the Swedish Transport Administration’s The Swedish Transport Administra- vity within the construction industry. all-embracing and societally developmental tion is responsible for carrying out mea- The new organisation will be introduced assignment is to create an accessible and sures effectively and in accordance with in 2013. The chart describes the Swedish vibrant Sweden. This means that we are the plans, based on the annual grants it is Transport Administration’s organisation to create the conditions which facilitate allocated. at the start of 2013. transport system that makes efficient use of Using our mandate as a foundation,

Board of Directors

Internal Audit

Director-General

Central Functions Finance and Control Procurement and Logistics

Strategic Development Legal Matters and Plan Review

Human Resources IT

Communication and Information Management Business Areas

Market and Trac Maintenance Investments Major Projects Profit Planning Management Centres

Business Area Market and Planning Business Area Investments Administration’s museums, as well as the companies Market and Planning is responsible for planning the trans- Investments is responsible for procuring and ex- SweRoad AB, Tunnelpersonalen i Malmö AB (dor- port system with the aim of achieving transport policy ecuting investment projects by planning assignme- mant) and Botniabanan AB (in liquidation). It has objectives. Market and Planning is also responsible for the nts and construction contracts. The Investments been decided that ICT will be incorporated into the Swedish Transport Administration’s dialogue with citizens, operation is carried out in project form and covers central function IT from May 2013. The liquidation of businesses and collaborative partners. Much of the work is the entire execution process from pilot study to the Botniabanan AB will be completed during 2013. takes place in the six regions across the country. drawing up of the construction documents and the Within the Swedish Transport Administration there actual construction. is also the Delegation for Maritime Transport Aid, an Business Area Traffic Management independent decision-making body, whose members Traffic Management is responsible for ensuring the road Business Area Major Projects are appointed by the Government. The Delegation and railway networks are used in a safe and efficient Major Projects is responsible for the procurement makes decisions regarding maritime transport aid for manner. Traffic Management monitors and manages and execution of very large or particularly complex Swedish-registered vessels which transport goods or road and rail traffic, provides intermodal traffic informa- investment projects. passengers in foreign waters, where this transport is tion together with various collaborative partners and important for Swedish foreign trade or the export of manages and specifies any emergency measures which Profit Centres services. During 2012, 112 vessels received maritime must be carried out on the infrastructure. The profit centres are responsible for run- transport aid with a total value of SEK 1.672 billion. ning specific parts of the Swedish Transport Business Area Maintenance Administration’s operations on profit-making Central Functions Maintenance is responsible for managing and deve- terms. The operations are wholly or partly financed The central functions provide support to the loping the road and railway network to the agreed through fees and income. The interaction between Director-General in his management and direction quality. The business area delivers safe and accessible the profit centres and other parts of the Swedish and to all the units within the Swedish Transport infrastructure, in conjunction with Business Area Traffic Transport Administration must take place on Administration. Management. Maintenance is responsible for ensuring terms that do not affect competition. The profit that this occurs in a cost-efficient manner and that the centres are Ferry Operations, Driving Tests, ICT, agreed quality is maintained. Railway Training Centre, the Swedish Transport 7 Transport Developments

Transport Developments Transport Developments Goods transport

This chapter describes the actual development of the transport and traffic volumes for both passenger and goods traffic. It also contains an assessment of the underlying factors within the transport sector, industry and society as a whole which may have had an impact on development.

Goods transport decreased in 2012 as a result of the global economic downturn. Passenger transport remained relatively unchanged, due, amongst other things, to an increase in the average household disposable income, at the same time as the price of fuel increased in real terms. This development meant that the burden on the road and rail networks lessened ces are also reflected in the downturn in can be related to a reduction in demand somewhat. transport volumes. In 2009, transport caused by the financial problems in parts volumes decreased by 14.1 billion tonne of Europe. However, exports to Africa Goods transport kilometres, whilst the corresponding and Asia have compensated for this, to a reduction in 2012 was 5.0 billion tonne certain extent. The decline is also partly TRANSPORT VOLUME kilometres. However, the transportation due to the timber industry rationalising Long-distance transport volume, i.e. of forest raw materials increased in 2012, the flow of materials by utilising return all railway and shipping transport and due to the majority of clearance work transportation more efficiently. Despite commercial vehicle transport exceeding following the storm ’Dagmar’ being car- the reduction in the transportation of 100 km, amounted, preliminarily, to ried out in 2012. wood products, the transportation of 84.8 billion tonne kilometres for 2012, The long-distance commercial forest raw materials increased. This which is a reduction of 4.5 billion tonne vehicle transport volume amounted is due, amongst other things, to the kilometres, compared with 2011. Short- preliminarily to 30.7 (33.3) billion tonne domestic production of wood products distance transport volume, i.e. com- kilometres for 2012. The reduction being displaced, to a certain extent, by mercial vehicle transport up to 100 km, applies primarily to the iron/steel and imports. The transportation of minerals amounted, preliminarily, to 6.9 billion wood products sectors. These sectors decreased, largely as a result of the de- tonne kilometres. This is a reduction of showed a decline of over half a billion cline in certain parts of the construction 0.5 billion tonne kilometres, compared tonne kilometres. The export of steel has sector. However, for the workshop and with 2011. been affected by China, to a large extent, trade sectors, which primarily trans- Unlike in 2009, within the latest moving from being an importer to an ex- port highly processed goods, transport downturn it was primarily the crisis in porter of steel. China is responsible for volume increased. This is due, amongst Europe that had a negative impact on half of the world’s steel consumption. other things, to an increase in the av- developments in Sweden. The differen- The reduction in timber products erage household disposable income.

DIAGRAM 1 DIAGRAM 2 Long distance goods transport volume, Foreign transported goods amounts, excl. ore and oil, billion tonne kilometres million tonnes Foreign shipping Domestic shipping Railway Commercial vehicle Shipping Railway Commercial vehicle

100 120 90 100 80 70 80 60 50 60 40 40 30 20 20 10 0 0 2008 2009 2010 2011 2012 2008 2009 2010 2011 2012 9 Transport Developments Goods transport

tation to and from the continent is still conducted by ferry, despite traffic over the Öresund Bridge having increased. Approximately a quarter of shipping is transoceanic. However, there is also competition with road and rail on some stretches of transoceanic transport, as they can be replaced by feeder transport to and from the Port of Gothenburg or to and from central European ports. The amount of goods transported by combined traffic has increased in recent years. This development is due to the increasingly extensive shuttle service to and from the Port of Gothenburg. However, in 2011, combined traffic suf- fered a set-back when Cargonet decided to wind up it intermodal operations in Sweden. This had a dramatic effect on Rail transport volumes amounted, pre- metres. For domestic shipping, it was developments in 2012; certain parts of liminarily, to 21.0 (21.9) billion tonne ki- primarily the transportation of scrap the operation were taken over by other lometres for 2012. The decline is due, as metal and oil that decreased. On the rail companies and other parts were is the case for commercial vehicle traffic, other hand, the transportation of sand, transferred to the road. for declines in the iron/steel sector. One gravel and minerals increased, probably factor which added to the decline of as a result of land transportation being TRAFFIC VOLUME the railways, in addition to the wea- transferred to shipping. The decline in Traffic volume for commercial vehicles kened economy, was the gradual price foreign shipping primarily applies to the on the public road network decreased increases that have been implemented pulp/paper sector; this is due, to some preliminarily by 0.4 per cent in 2012 in recent years for the majority of the extent, to the fact that certain paper compared with 2011. The decline was traffic flow. The decline of the railways products have become more difficult to less on the European highways than on can also be related to problems with sell on the global market. the smaller roads. However, the traffic the combined transports and certain Commercial road vehicles were re- volume did not decrease to the same other traffic flows which have resulted, sponsible for 38 per cent of foreign goods extent as the transport volume. This, amongst other things, in goods being transportation in 2012 (excluding ore like the increase in recent years, is due, transferred to commercial road vehicles. and oil), rail for 7 per cent and shipping amongst other things, to an increase in Shipping traffic volume amounted for 55 per cent. Compared with 2011, lighter, highly processed goods, at the preliminarily to 33.1 (34.1) billion tonne commercial road vehicles have increased same time as the value of both highly kilometres for 2012. The reduction can, their share by one percentage point, at and less processed goods has increased. above all, be related to the weakened the expense of shipping. Despite the per- For each krona produced, there are economy. Foreign shipping decreased centage of rail transportation remaining fewer kilograms to transport, and this between 2011 and 2012, preliminarily by relatively unchanged, it should be noted favours commercial road vehicles. 0.6 billion tonne kilometres to 26.1 bil- that the amount of goods transported to The traffic volume for railway goods lion tonne kilometres. During the same or from abroad is the lowest since 1983. A transport flows on state-owned tracks period, domestic shipping decreased relatively large part of the rail transpor- amounted preliminarily to 39.2 (42.9) preliminarily by 0.4 billion tonne kilo- tation and, above all, the road transpor- million train kilometres in 2012.

DIAGRAM 3 DIAGRAM 4 Long-distance passenger transport volume, Short-distance passenger transport volume, billion passenger kilometres billion passenger kilometres Passenger car Other Railway Aviation Passenger car, Motorcycle Railway Other

45 100 40 90 35 80 70 30 60 25 50 20 40 15 30 10 20 5 10 0 0 2008 2009 2010 2011 2012 2008 2009 2010 2011 2012 10 Transport Developments Passenger transport

Passenger transport TRANSPORT VOLUME Long-distance (inter-regional) transport volume amounted, preliminarily, to 40.3 billion passenger kilometres for 2012, unchanged from 2011. Long-distance passenger car trans- port volume amounted, preliminarily, to 28.0 (28.2) billion passenger kilometres for 2012. The decrease would probably have become an increase, had the price of petrol not risen by 5.4 per cent in real terms. However, this increase was partly compensated by the average household having a negative effect on business amounted to 5.4 (5.2) billion passenger disposable income increasing, prelimi- travel, the aviation industry still mana- kilometres for 2012. As has been the case narily, by around 2 per cent. ged to increase the already high level of for bus traffic, the increase in recent Long-distance railway transport private travellers. This can be explained, years is due to a very favourable deve- volume amounted, preliminarily, to 6.3 to some extent, by the relatively large lopment of the Öresund region. This (6.5) billion passenger kilometres for number of flights taken with low-price include the City Tunnel, which was ope- 2012. The increase can be related to a operators. ned to regional traffic in December 2010. recovery with improved quality and a Travel increased a great deal in The 2012 increase can also be attributed better product range following the dif- certain areas, primarily to and from to increased traffic on the Bothnia Line. ficulties of recent years. For example, Norrland. This differs from 2011, when it Metro and tram transport volumes travel between Stockholm and Malmö/ was primarily journeys to and from the increased in 2012 compared with 2011. Gothenburg increased. Private rail- major cities that increased. This can be primarily explained by the way companies were responsible for a Aviation benefited from the increase low level in 2011, which was caused by slightly larger share of long-distance rail in the average household disposable the closure of one of the Metro lines for transport volume in 2012 than in 2011, income. It also benefited from the rise 6 months. which can primarily be explained by in the cost of petrol. This also benefited SJ AB ending their commercial traffic train and bus traffic. TRAFFIC VOLUME on the West Coast Line. SJ AB’s share Short-distance (regional and local) Traffic volumes for private cars (vehicle would have been even lower if it had not passenger transport volume amounted kilometres) on public roads decreased taken over the track access agreement preliminarily to 99.1 (99.1) billion pas- during 2012 by 0.6 per cent, compared for rail traffic in western Sweden from senger kilometres in 2012. with 2011. The decline was slightly less DSB Väst. Short-distance bus transport volume on the European highways than on the Part of the upswing can be explained has gradually increased. The increase smaller roads. by the relatively low level in 2011 which is due, primarily, to an increase in local Traffic volumes for passengers on the was caused by the cancellation of trains public transport in many towns, and in public railways amounted to 99.4 (97.0) during the winter months. many cases the product has been impro- million train kilometres in 2012. The Aviation transport volumes amoun- ved. The upswing can also be attributed changes can largely be explained by the ted, preliminarily, to 3.4 (3.4) billion to the gradual expansion of regional bus fact that fewer trains were cancelled passenger kilometres in 2012. This traffic, even of this traffic has decreased during the winter months than in the unchanged level is attributable to the in certain respects. winter of 2011; expansion of the product fact that, despite the weak economy Short-distance rail transport volume range may also be a contributory factor.

DIAGRAM 5 DIAGRAM 6 Rail trac volume, Road trac volume, million train kilometres vehicle kilometres (index) Passenger trac Goods trac Passenger trac Goods trac

140 110 100 120 14,8 14,2 14,8 15,2 15,1 90 100 80 70 80 60 50 60 85,2 86,0 85,4 86,6 86,1 40 40 30 20 20 10 0 0 2008 2009 2010 2011 2012 2008 2009 2010 2011 2012 11 Results

Results Results Results Transport policy goals and delivery qualities

In this section, we present the also been sub-divided into a functional Administration’s contributions to these results of the Swedish Trans- objective for accessibility and objectives objectives, the Government has, this that take health, safety and the environ- year, entrusted us with the task of deve- port Administration’s operations ment into consideration. loping a new framework for governance. during 2012 with regard to its abi- The functional goal for accessibility An important part of this framework lity to deliver an accessible and means that the design, function and use are the, so called, delivery qualities. of the transport system must contri- Together with a number of indicators, safe transport system that takes bute to providing everyone with basic these qualities describe the Swedish environmental and health issues access to a transport system which is Transport Administration’s ability to usable and of good quality, and which deliver a safe and accessible transport into consideration. The results are can be a positive force for development system that takes health and the envi- presented, primarily, as delivery throughout the country. The transport ronment into consideration. The delivery system must to be gender equal, i.e. it is qualities will describe the status of the qualities to satisfy the transport requirements of transport infrastructure and its develop- Transport policy goals and both men and women. ment over time; as such, the qualities can delivery qualities The objective which takes health, be seen as a realisation of the Swedish safety and the environment into consi- Transport Administration’s contribution Together with other stakeholders, it is deration means that the design, function to the transport policy objectives. the task of the Swedish Transport Admi- and use of the transport system must be Together with the Ministry of Enter- nistration to ensure that transport policy adapted so that there are no fatalities or prise, Energy and Communications, we goals are achieved. serious injuries. It should also contribute have established six delivery qualities The overall objective of transport to achieving the overall generational that apply throughout our organisa- policy is to safeguard a transport system objective for the environment and envi- tion: punctuality, capacity, robustness, that makes efficient use of public finance ronmental quality objectives, as well as usability, safety, and environment and and is sustainable in the long-term, for contributing to improved health. health. To a certain extent, these concur private users and businesses throughout In order to improve the governance with the qualities established within the the country. The overall objective has and follow-up of the Swedish Transport National Transport Plan 2012 - 2021.

DELIVERY QUALITIES LINKED TO FUNCTIONAL ACCESSIBILITY

Punctuality Capacity Robustness Usability The transport system’s The transport system’s The transport system’s The transport system’s ability to satisfy or deliver ability to handle the requi- ability to prevent or ability to deal with the planned travel or transpor- red volumes of travel and manage disruptions transport requirements of tation times and its ability transportation various customer groups to quickly provide accurate information in the event of disruptions

DELIVERY QUALITIES LINKED TO HEALTH, SAFETY AND ENVIRONMENTAL CONSIDERATIONS

Safety Environment and The transport system’s health ability to minimise the The transport system’s ability number of traffic-related to minimise its negative impact fatalities and serious on the climate, countryside injuries and health, and its ability to promote positive development in these areas.

The new regulatory framework will be ning and ongoing monitoring that has ble, the results from related measure- introduced in 2013, but parallel to this, taken place over the course of the year ments are shown instead. In this way, several elements require continued has been conducted in line with previous we can provided a more comprehensive development. structures. Results are presented for the picture of the delivery qualities and how The 2012 Annual Report has, as indicators that we can currently mea- well the transport policy objectives are much as possible, been adapted to this sure. In those cases where indicators are being fulfilled. framework for governance, but the plan- yet to be developed or are not measura- The delivery quality ’Health and

14 Results Summary of the year’s developments

environment’ does not cover the 16 envi- Table 1 Summary of results for the delivery qualities ronmental quality objectives that are de- Other important Little or no Järnväg Railway Major routes Less traffic fined within the consideration objective. routes traffic The delivery quality is directed at the Punctuality → environmental and health areas where → → → → Capacity → → → → → development towards our goals has been → → Robustness slow or negative, and where the Swedish → → → Usability → Transport Administration’s initiatives → Safety are expected to play a major role in achievement of the objectives. Develop- Environment and health → ments within other environmental areas are reported separately in the results Designated as Road Major city Main roads Commuting important for Lightly trafficked section, but measures that have affected industri development towards our objectives are Punctuality → → described in the section that describes Capacity → the Swedish Transport Administration’s Robustness → activities. Usability → Safety → Summary of the year’s Environment and health → developments

The account of the results is based on information is a high priority. Over the Within the road network, robustness established indicators per delivery course of the year we saw a slightly is expressed as the number of vehicle quality and per road/track type and is positive trend as far as our information hours resulting from traffic stop- compared with the objective levels that forward planning and the accuracy of ping completely. The number of hours will be found within the established our forecasts were concerned. decreased substantially during 2012, transport plan. Where a value for an ob- Punctuality within the road net- especially in the major cities. jective is yet to be decided, we make only work is more difficult to assess since The usability of the railway system a verbal assessment of the development there is rarely a timetable involved. One is currently assessed in terms of the within that particular delivery quality. important aspect is to ensure road users number of stations that are adapted to Each row of the table is accounted for are provided with up-to-date and relia- the needs of people with disabilities. separately under the respective delivery ble information regarding disruptions. Many stations within the priority net- quality, together with its associated indi- We feel there is potential for improve- work have still not been adapted, and the cators. The arrows show the outcomes in ment here. rate at which adaptations are being made 2012, compared with 2011. The colours The capacity of the railway system has tailed off in recent years. The same is illustrate the degree to which the objec- is described as the percentage of the true within the road network. tive has been fulfilled. Green indicates time when there is traffic on the track. Industry is dependent on there being that the objective for delivery quality Capacity utilisation in 2012 was, overall, few restrictions to heavy traffic on the has been achieved during 2012. Yellow roughly the same as in 2011, when roads, such as those resulting from a indicates that the level for the year is viewed over the whole day, although it reduced bearing capacity or closures due relatively good, taking circumstances decreased somewhat during the peak to spring thaw damage. The percentage into consideration. hours. The capacity is highly utilised of the state-owned road network subject Red indicates that the level for the on many stretches of track in the major to a reduced bearing capacity has in- year is a long way from the objective. cities, and this makes them extremely creased somewhat during 2012. For several indicators there are still no sensitive to disruptions. Safety levels within the railway objective levels. The assessments here Within the road network, capacity system have remained unchanged in are, therefore, based on requirements shortcomings occur mainly in the major recent years, in terms of the number of that could reasonably be made within cities, where they lead to congestion pro- fatalities and serious casualties. The the respective delivery quality. blems. Measurements of journey times statistics for 2012 were slightly worse Punctuality within the railway when the traffic is heavy show that con- than for 2011. system improved this year, for both pas- gestion is still at a high level, but there The numbers killed in road traffic senger and goods traffic, and this lay at are signs that this improved in 2012. incidents decreased sharply compared roughly the same levels as during 2008 Robustness in the railway system, with 2011 and is now comfortably below and 2009. The aim is to further improve expressed as the number of train delay the level required to meet the interim punctuality for all train destinations and hours due to faults in the infrastructure, target for 2020. The development has all types of track. has improved on most types of racks also been positive in respect of serious Where disruptions affect punctua- during 2012. However, it is still lower injuries, in relation to the 2020 interim lity, the provision of improved traffic than the 2008-2009 level. target.

15 Results Punctuality

Within Environment and health, the measures taken by the Swedish Trans- port Administration throughout the year led to reduced carbon dioxide emis- sions and fewer people being exposed to excessive noise. However, improvements in air quality in urban areas are not as significant as those experienced pre- viously. We feel that it is will be difficult to achieve the environmental quality goal Fresh Air. The infrastructure is being adapted to the landscape, but the rate at which the measures are intro- duced needs to be increased if we are to achieve the relevant environmental quality objectives. Punctuality Punctuality on the railways is descri- bed using four indicators, two that are concerned with arrival punctuality and two that are related to the provision of information, in the event of disruptions. Punctuality on the roads is primarily concerned with predictability, that road users are able to estimate travel times and plan their journeys accordingly. Investigations are in progress that are concerned with measuring and estimating variations in journey times within major cities, as a measurement of predictability. The measurements that are presented refer to traffic information Table 2 and they describe how quickly the Swe- Results for the delivery quality Punctuality dish Transport Administration manages Major Other im- Little or no Railway Major city Less traffic to communicate information about ac- routes portant routes traffic cidents that have occurred. Punctuality → → → → → PUNCTUALITY ON THE RAILWAYS Percentage of arrivals at termi- nal station within 15 mins. 98,7% 96,9% 96,3% 97,5% 88,8% The punctuality of the arrival of pas- Passenger traffic senger trains is measured as the percen- Percentage of arrivals at tage of trains that arrive at their termi- terminal station within 15 mins 81,4% 81,9% 80,1% 86,9% 82,0% Goods traffic nal station within five or fifteen minutes Percentage of information/ of the timetable schedule. Punctuality forecasts provided in good 60% within 15 minutes for passenger traffic time*) prior to departure was 96.9 per cent in 2012, compared Percentage of information/fore- casts exceeding a 20 % margin 21% with 96.2 per cent in 2011 and 95.1 per of error cent in 2010. This an improvement of 0.7 *) ”in good time” is considered to be a time period equating to 1.5 times the length of the actual delay, in relation to the per cent compared with 2012 and 1.8 per scheduled departure time cent compared with 2010. Punctuality within 5 minutes for passenger traffic Designated as Lightly traf- was 90.1 per cent in 2012, compared with Road Major city Main roads Commuting important for ficked industry 88.5 per cent in 2011 and 86.9 per cent in 2010. This is an improvement of 2.5 per Punctuality → cent, compared with 2011. The percentage of registered The major reasons for this positive accidents which, within 5 minutes, have been processed 67% development is that the quality of the into information which is then train plan has been improved, that communicated to travellers. 16 Results Punctuality

DIAGRAM 7 preventative maintenance has been Punctuality of passenger trains, percentage that arrived no later than 15 minutes after their scheduled arrival time, per cent increased in locations where traffic is heavy, that train congestion has been 100 97,7 97,6 95,1 96,2 96,9 reduced, and that the winter was milder 80 than in previous years. The cooperation

60 between all rail operators has become stronger during the year and this has 40 led to corrective measures and impro- 20 vements being carried out with shorter lead-times. 0 2008 2009 2010 2011 2012 Arrival punctuality at terminal sta- tions is also reported sub-divided by the DIAGRAM 8 train type: long-distance trains, high- Punctuality of long-distance trains, percentage that arrived no later than 15 minutes after their scheduled arrival time, per cent speed trains, regional trains, airport trains The diagram shows the arrival 100 93,5 92,3 92,3 87,6 punctuality of the five types of trains 90 85,7 between 2008-2012. 80 For all types of trains, the 2012 ar- 70 rival punctuality was better than for the 60 twoprevious years, and for most of the

50 train types, the 2012 arrival punctuality was on a par with levels in 2008-2009. 40 2008 2009 2010 2011 2012 Comm muter trains in major cities have seen the most positive developments. DIAGRAM 9 Punctuality for goods traffic is Punctuality of high-speed trains, percentage that arrived no later than 15 minutes after their scheduled arrival time, per cent measured based on the time the train arrives at the depot. This indicator says 100

88,0 nothing with regards to how punctually 90 85,0 84,6 81,0 the goods operators deliver goods to the 80 73,3 customer. 70 In this respect, punctuality can be 60 satisfied even if the train has not arrived

50 punctually at the depot. Arrival punc- tuality for goods traffic is reported as the 40 2008 2009 2010 2011 2012 percentage of trains that arrived at their destination depot within 15 minutes of DIAGRAM 10 Punctuality of regional trains, percentage that arrived no later their scheduled arrival time. than 15 minutes after their scheduled arrival time, per cent For goods traffic, punctuality was 83.3

100 per cent in 2012, compared with 76.5 per 91,3 91,6 88,1 89,9 cent in 2011 and 73.6 per cent in 2010. 90 86,4 This an improvement of 6.8 per cent 80 compared with 2011 and 9.7 per cent 70 compared with 2010. 60 The improvements in goods traffic

50 punctuality are partly due to the reduc-

40 2008 2009 2010 2011 2012

DIAGRAM 11 DIAGRAM 12 Punctuality of commuter trains in major cities, percentage Punctuality of commuter trains in major cities, percentage that arrived no later than 2 minutes after their scheduled that arrived no later than 2 minutes after their scheduled arrival time, per cent arrival time, per cent

100 100 92,2 92,1 90,4 90,9 90,7 89,8 87,0 89,1 90 90 84,2 85,1

80 80

70 70

60 60

50 50

40 40 2008 2009 2010 2011 2012 2008 2009 2010 2011 2012 17 Results Punctuality

tion in train congestion. Fewer goods DIAGRAM 13 Punctuality of goods trains, percentage that arrived no later trains were in operation in 2012 than than 15 minutes after their scheduled arrival time, per cent

the previous year, which has led to the 100

percentage of goods trains that departed 82,4 83,1 83,3 76,5 punctually from the depots increasing. 80 73,6

On-time departure is an important 60 factor in the improvement of arrival 40 punctuality, and this is something that the rail operators have been actively 20 working on. Another significant factor is 0 that it was a mild winter, compared with 2008 2009 2010 2011 2012 previous years. Punctuality for train traffic was of a delay should be provided 30 mins before For both key indicators, the trend for the high level, viewed on a national scale. the scheduled arrival time) in at least 60 year has been slightly positive. Over the The disruptions that had a negative ef- per cent of all delayed train departures. course of the year we have made major fect on punctuality were, for example, The 60 per cent target was met, and the investments in order to improve forecast the major track work carried out on monthly monitoring indicates a slightly accuracy, including training our contrac- the southern and western main lines, positive trend. This key indicator is used tors in how the locations of faults are to contact wire faults and thefts of copper, in the follow-up of operations, where be reported (”the four phone calls”) and which affected the signal systems. the reasons for delayed forecasts are through developing working procedures The provision of rail traffic information analysed and where corrective measures in our traffic centres and making them is important and work associated with are defined and followed-up. We will be uniform. forecasts in the event of disruptions is of pursuing this key indicator throughout a high priority. 2013 and the target is now set at 70 per PUNCTUALITY ON THE ROADS We monitor this work continually, for cent. Punctuality on the road network is dif- example with the help of key indicators. Another key indicator applies to the ficult to measure since there is rarely a Monitoring with indicators commen- objective of reducing the number of train fixed timetable involved. Here it is the ced in 2012 and applies to the precision departures where the inaccuracy of the predictability of the journey that is key, and forward planning adopted in the first delay forecast exceeds 20 per cent. that the traveller can, themselves, assess first delay forecasts. The target here During 2012, the error margins were too and plan their journey and the time that was set so that the first forecast should great in 21 per cent of the delayed de- it will take, and conduct their journey be provided well before the scheduled partures. The key indicator has not been accordingly. It is primarily accidents departure time (1.5 times the length of measured previously and the results and unexpected traffic delays that affect the delay, i.e. if the delay is forecast to be cannot, therefore, be compared with punctuality. 20 mins, then information regarding this previous years. One way to improve predictability is to inform motorists about disruptions so that they can plan their journey and, if possible, choose another route. One indicator for traffic information in the event of disruptions refers to the per- centage of registered accidents which, within 5 minutes, have been processed into information which is communicated to motorists. This indicator started to be measured in 2012. Results indicate that we met this time limit in 67 per cent of all registered ac- cidents. On the major roads and in urban areas, the percentage is even higher. In rural areas and on sections of the road network where there is less traffic, it can sometimes be difficult to identify the location of the incident. We are in the process of developing further indicators which will reflect punctuality on the roads.

18 Results Capacity

Capacity Table 3 Results for the delivery quality Capacity Capacity within the rail network is de- Major Other im- Little or no Railway Major city Less traffic scribed using one indicator for capacity routes portant routes traffic utilisation and another for the traffic volume of goods and passenger traf- Capacity (whole day) → → → → → fic. Capacity shortcomings in the road Capacity utilisation, number of line network are reflected through a, so sections: called, congestion index which describes Capacity 81 -100% 9 4 4 0 0 the congestion situation in major cities Capacity 61 -80% 3 18 11 5 0 during rush hours. Work is in progress Capacity <60% 20 55 56 41 17 to enable the monitoring of capacity Traffic volume (millions train km) 2,7 18,8 15,1 2,0 0,6 shortcomings in other critical locations goods traffic on the road network. Traffic volume (millions train km) 25,2 43,8 20,9 9,2 0,3 passenger traffic

RAIL CAPACITY Designated as Main Lightly Capacity utilisation for the rail network Road Major city Commuting important for roads trafficked is calculated both for the whole day and industry for the two hours of the day when the Capacity → tracks are used most (”2 max. hrs” in the table). Capacity utilisation reflects Congestion index the percentage of the time during which Stockholm 105 there are trains operating on the tracks. Göteborg 98 The percentage depends on the number Malmö 101 of trains, the type of trains, the perfor- mance of the trains and the design of the Table 4 traffic management system, as well as Utilised rail capacity 2011 and 2012, whole day and 2 max. hrs whether the tracks are single or double. 2011 2012 2011 2012 When capacity utilisation exceeds 80 Day Day 2 max. hrs 2 max. hrs per cent, the sensitivity to disruptions number of line sections with capacity 81–100 % 19 17 95 87 is high, the average speed is lower and number of line sections with capacity 61-80 % 35 37 56 63 it is very difficult to find time for track number of line sections with capacity < 60 % 192 189 95 93 maintenance. If capacity is utilised bet- number of line sections with major track work 3 3 3 3 ween 61-80 per cent, a balance must be Total number of line sections 249 246 249 246 found between the number of trains on the track and the quality demands of the traffic. Traffic is sensitive to disruption and it is difficult to find time for track are now available along this section of ROAD CAPACITY maintenance. When capacity utilisation track. The track has been equipped with Viewed over the whole year and th- is less than 60 per cent, there is room for the European Rail Traffic Management roughout the whole system, capacity more traffic or time for track mainte- System (ERTMS), level 2. A number of within the road network is practically nance. projects to expand single-track sections unlimited. However, capacity problems The capacity utilisation per whole to double-track were completed over the can occur at certain times and on certain day in 2012 was, on the whole, at the course of the year, including projects routes, especially in the major cities and same level as in 2011. Capacity utilisation between Gothenburg and Trollhät- in connection with commuting. during the two peak hours decreased tan, Motala and Mjölby, and between The congestion index measures somewhat. the Port of Södertälje and the centre of journey time in heavy traffic on the Passenger traffic has increased by just Södertälje . The expansion to continuous state-owned road network in Stockholm, over 2 per cent and goods traffic has re- double-track means that the number of Gothenburg and Malmö. The conges- duced by just about 9 per cent, measured line sections has decreased. tion index fell in 2012, compared with in train kilometres. New passenger traf- Other capacity-increasing measures 2011. In Stockholm, it is thought that fic has commenced between Sundsvall have been undertaken for a large num- this was due to the completion of the and Umeå. ber of tracks, including new overtaking repair work on the Söderled tunnel that One major infrastructure project points on single-tracks and the expan- was in progress throughout 2011. In that was completed in 2012 was a new sion of stations that allow bypasses for Gothenburg, the Partihall Intersection single-track section of the Iron Ore Line double-tracks, inter-station signals and was opened which links the E20 and the between Råtsi and Peuravaara, west the extension of platforms and goods E45. Furthermore, additional lanes were of Kiruna. The Ådalen Line has been depots. completed between Åbro and Kållered renovated and new overtaking points on the E6 and along the E6.20 at Söder-

19 Results Robustness

leden. Work is in progress to review how Table 5 Congestion index roads 2006–2012 congestion is measured in the major Congestion index 2006 2007 2008 2009 2010 2011 2012 cities. Stockholm 100 112 100 105 121 118 105 Robustness Göteborg 100 102 98 95 103 106 98 Robustness refers to the transport Malmö 100 99 101 104 101 system’s ability to prevent or deal with disruptions. The system should be able to safeguard traffic in the event of

disruptions caused by landslides or rock Table 6 falls, severe winter conditions, storms, Results for the delivery quality Robustness

flooding, accidents and other unexpec- Other important Little or no Railway Major city Major routes Less traffic ted incidents. routes traffic Indicators that can provide a clear Robustness → → picture of robustness are not currently → → → available. For the rail network, robust- Train delay hours due to faults in the 5 100 9 300 5 600 1 200 500 ness is measured by the number of train infrastructure delay hours that are due to faults in the

infrastructure. For the road network, it Designated as Lightly Road Major city Main roads Commuting important for is the number of vehicle hours resulting trafficked industry from stoppages. Robustness → → RAIL ROBUSTNESS Vehicle hours, as a result A well-maintained rail infrastructure of stoppages in the public 83 000 1 223 000 is essential for the prevention and avoi- road network dance of disruptions. When disruptions occur, it is often difficult to divert traffic whilst waiting for the infrastructure

to be restored to its normal status. It is Table 7 important that faults that arise are dealt Train delay hours caused by faults in the railway infrastructure, 2010–2012, divided by track type with effectively, so that restoration work 2010 2011 2012 can be conducted quickly. Major city Total 6 041 5 374 5 088 Compared with 2011, train delay per million train km 202 169 159

hours fell by approximately 10 per cent Major routes Total 14 292 11 167 9 291

in 2012. Only on tracks with less traffic per million train km 239 177 148

did the delay hours increase. The high Other important routes Total 6 458 6 275 5 626 figures of 2012 and 2011 are largely due per million train km 179 166 160 to the fact that badly maintained track Less traffic Total 823 775 1 175 sections could not cope with the severe winter conditions. Even though delay per million train km 102 89 113 hours fell in 2012, the level is still consi- Little or no traffic Total 195 169 475 derably higher than in 2008 and 2009. per million train km 288 250 820 The parts of the rail system that All track types Total 27 809 23 760 21 655 caused the most train delay hours in 2012 were contact wires, track switches,

DIAGRAM 14 DIAGRAM 15 Train delay hours caused by faults in the infrastructure, Total stoppages on the public road network, 2008−2012, number of hours vehicle hours 2008 2009 2010 2011 2012 Duration 5 minutes to 2 hours Duration over 2 hours

16 000 3 000 000

14 000 2 500 000 12 000 2 000 000 10 000

8 000 1 500 000

6 000 1 000 000 4 000 500 000 2 000

0 0 Major city Major routes Other important Less trac Little or 2008 2009 2010 2011 2012 routes no trac 20 Results Usability

signal controls, track and positioning systems. Together, these were respon- sible for approximately 60 per cent of the delay hours. The largest reduction in delay hours, compared with 2011, were in respect of faults associated with sig- nal controls (-31 per cent), tracks (-30 per cent) and contact wires (-20 per cent).

ROAD ROBUSTNESS Road robustness refers to a road’s ability to prevent or cope with disruptions. Me- asures of road diversions is, therefore, essential for ensuring rapid restoration. Stoppages and disruptions reduce road navigability. The Swedish Trans- port Administration measures total stoppages by the number of vehicle hours (the number of vehicles affected, Winter road maintenance is given a with other results that describe usability multiplied by the stop-time, in hours), high priority in relation to other measu- and accessibility. i.e. the number of hours when there is a res and this affects not only robustness, stoppage in both directions of a two-lane but also punctuality, safety and usability. USABLE INTERCHANGE POINTS road or in at least on direction of a multi- The number of interchange points and lane road. Usability their design is important if the transport The number of vehicle hours resul- The transport system’s usability refers system is to be usable for all travellers. ting from total stoppages fell during to its ability to satisfy the transport Smooth changes between modes of 2012 from 2,137,000 to 1,306,000, or requirements of various different groups transport and usable interchange points by 39 per cent, compared with 2011. of people. This is a wide area that has not for everyone are important precondi- Disruptions in the urban road networks been developed, in terms of indicators. tions for this. reduced by 60 per cent, compared with Indicators that provide a broader picture More travellers are able to access the 2011. and cover more groups are in the process transport system when more stations Contributory factors to this positive of being developed. The current indica- and interchange points are made more development were the measures that tors apply to interchange points that are efficient, given a greater capacity and we took prior to 2012 in preparation adapted for people with 1 the Swedish when they become more usable for pe- for winter conditions and the fact that Transport Administration’s part of the ople with disabilities. the winter weather was milder than prioritised national network disabilities The usability of the transport system expected. Of the total road stoppages, 42 (bus/tram stops, stations etc.) and to the increases, the more interchange points per cent occur during the period from load-bearing capacity for heavy traffic there are within the system. Another March to October and 58 per cent during on roads subject to spring thaw damage. example of measures for increased the other months. The indicators are supplemented here usability is the extension of platforms to allow access for longer passenger trains.

Table 8 All of these measures are always adapted Results for the delivery quality Usability for people with disabilities. Measures Other Major Major Little or no which increase usability are also carried Railway important Less traffic city routes traffic routes out at all other rebuilds of stations and interchange points. Usability → A prioritised public transport net- Percentage of interchange points1 that are work for people with disabilities has 37% adapted to people with disabilities been drawn up and its development is ongoing. By 2010, 38 of the 150 train Designated as Major Main Lightly stations in the prioritised network had Road Commuting important for city roads trafficked industry been adapted. Efforts dropped off during 2011 and 2012 when fewer interchange Usability → points were adapted. During 2012, 6 (15) Percentage of interchange pointsr1 that are The total requirement is in the process of being established - 20 inter- stations were adapted. With the project adapted to people with disabilities change points have been implemented during 2012 ”Stations for all”, we are continuing to Temporarily reduced load-bearing capacity 0 5 459 implement measures at our stations in for heavy road traffic (km) line with national and international 1 the Swedish Transport Administration’s part of the prioritised national network

21 Results Usability

demand for usability for people with 2012. The reason for this is thought to be efforts, 13 municipalities would have had disabilities. the year’s unusually high precipitation an unacceptable level of accessibility, The rate at which adaptations are im- levels. Wet weather prevailed for long within all criteria. Through the Swedish plemented has also dropped off as far as periods and this led to bearing capacity Transport Administration’s initiatives, the road network is concerned. Within being reduced, primarily on the smaller the number of municipalities with unac- the prioritised network for state-owned roads and in the Götaland region where ceptable accessibility has been reduced national and regional roads, 20 (20) bus restrictions to heavy traffic are not nor- to 4. The Swedish Transport Adminis- stops were adapted in 2012. Ongoing mally applied. tration is active in these 4 municipali- work also involves making inventories ties as well, but its efforts have, so far, and developing collaborations with the ACCESSSIBILITY WITHIN AND not been able to reduce travel times to regional public transport agencies so BETWEEN REGIONS such an extent that good or acceptable that the measures required can be better One of the Swedish Transport accessibility has been achieved. The described. Within shipping and avia- Administration’s tasks is to ensure that equivalent figures for 2011 were that tion, the transport network is already there is basic accessibility to inter-re- accessibility was maintained at a higher largely considered to be adapted. gional public transport through imple- level in 104 municipalities and that 18 menting traffic contracts, etc. We assess municipalities would have had unaccep- THE BEARING CAPACITY OF ROADS the basic accessibility based on seven table accessibility without the Swedish As far as the roads are concerned, it is accessibility criteria that are to be met in Transport Administration’s efforts. This important that there are not too many order for a municipality to be classified last figure was reduced to 4, following restrictions for heavier traffic. as having a good level of accessibility. the Swedish Transport Administration’s The number of kilometres of road The criteria include accessibility to and initiatives. However, the results are not with reduced bearing capacity for heavy from Stockholm, international travel, entirely comparable, since another cri- traffic decreased drastically in 2007, culture, services and shopping, regional terion has subsequently been introduced due to the adoption of a new directive and university hospitals, universities and other target destinations have been allowing the bearing capacity to be and colleges, and alternative target added to two of the existing criteria. temporarily set aside. This implies that destinations in nearby counties. Accessibility for vehicle traffic the restrictions are applied with greater In 2012, the Swedish Transport within and between regions is as- restraint, especially with regards to the Administration’s efforts have led to 104 sessed based on the number of people forestry industry. of the country’s municipalities being whose journey times to main towns, The percentage of the public road maintained at a higher level than if no regional centres or major cities has been network subject to a reduced bearing measures had been taken. Without the affected. capacity increased somewhat during Swedish Transport Administration’s According to the assessments, nobody living in rural areas benefited from shorter journey times to their nearest main town in 2012, whilst journey time Table 9 increased for about 200 people. This Temporarily reduced bearing capacity for heavy road traffic (km) means that 0.2 per cent of those living in 2008 2009 2010 2011 2012 rural areas now have poorer accessibility 3 237 4 373 5 267 5 265 5 459 to their nearest main town.

22 Results Safety

Calculations refer to the number of Table 10 Results for the delivery quality Safety people who have a journey time of more Major Major Other important Little or no Railway Less traffic than 30 minutes into their main town city routes routes traffic → and whose journey time was changed by Safety more than 30 seconds during the year. Number of fatalities within the rail 97 The journey time to regional centres system decreased for just over 105,000 people, Number of serious casualties within 16 whilst it increased for just over 54,000 the rail system Reduction in fatalities as a result of people in 2012. Accessibility to the 1,5 measures taken by Trafikverket nearest regional centre is assessed in the same way as accessibility to the nearest Designated as Major Lightly traf- main town. Safety Main roads Commuting important for city ficked Accessibility to major cities is as- industry sessed based on the number of people Säkerhet → who have a journey time of more than Number of fatalities within the road 296 an hour by road into national centres system Number of serious casualties within (Stockholm, Gothenburg or Malmö) and 4 300 the road system whose journey time has been changed Reduction in fatalities as a result of 6 by more than 4 minutes during the year. measures taken by Trafikverket In 2012, about 700 people benefited from a shorter journey time into a national centre. Nobody is thought to have had RAIL SAFETY have receive hospital care for more than their journey time increased by more The Swedish Transport Administration’s 24 hours following a rail accident. than 4 minutes. goal is that the number of fatalities oc- Approximately 60 per cent of the total num- In total, just about 106,000 people curring on the railway system will be ber of fatalities are suicides. The number of benefited from a shorter journey time by halved between 2010 and 2020. This fatalities and serious injuries has remained road into their nearest main town, their means a reduction from 110 fatalities in unchanged over the last ten years. regional centre or their nearest major 2010 to 55 in 2020. The number of fata- Of the fatalities, 78 (63) were run over city during 2012, whilst just over 54,000 lities includes suicides. The information by trains, as were 9 (20) of those with had their journey time increased. The refers to all railway tracks apart from serious injuries. The majority of these total accessibility improvements are the Roslagen Line, the Saltsjö Line, the accidents were suicides. lower than in 2011, when just over 1.1 Inland Line, rail museum tracks and Level crossing accidents were respon- million people had their journey times port and industrial tracks. sible for the death of 18 (14) people and reduced and just over 50,000 people had In 2012, it is estimated that 97 (78) for 5 (1) serious injuries. their journey time increased. people were killed on state-owned The number of child fatalities on the railway tracks and 16 (26) were seriously railway system averaged 6.6 per year for Safety injured. Those who have been seriously 2004-2012. Over half of the deaths were Within the area of safety, we monitor injured on the railways are people who suicides. the number of fatalities and serious injuries on both the railway and road DIAGRAM 17 systems. We also report how many fewer Rail trac fatalities, international comparison, fatalities there have been as a result of number per million train km measures taken by the Swedish Trans- Fatalities Suicides port Administration. Norway Denmark United Kingdom Sweden Italy Luxembourg DIAGRAM 16 Spain Fatalities on the railway system, Austria France number Germany Belgium 120 Latvia Estonia 100 Finland Greece 80 Slovenia The Netherlands Portugal 60 Poland Czech Republic 40 Romania Slovakia 20 Lithuania Bulgaria Hungary 0 2003 2004 2005 2006 2007 2008 2009 2010* 2011 2012 0,00 0 ,50 1, 00 1,50 2,00 2,50 Source: ERA 23 Results Safety

We are in the process of carrying out an DIAGRAM 19 Road trac fatalities, international comparison, inventory of accident-prone locations number per 100,000 residents in 2011 and in Sweden 2012 and stretches of track where people Sweden 2012 3,1 United Kingdom 3,2 have been run over. Over the course of Sweden 3,3 The Netherlands 3,3 the year we also began implementing Norway 3,4 Denmark 4 measures in these locations. Malta 4,1 Ireland 4,2 According to theoretical effect Japan 4,3 Germany 4,9 calculations, this will result in 1.5 lives Spain 5 Finland 5,4 being saved. Australia 5,7 Slovakia 5,9 The measures we are taking include France 6,1 EU 6,1 Austria 6,2 improving protective devices at level Hungary 6,4 New Zealand 6,4 crossings, removing some level crossings Italy 6,5 Slovenia 6,9 and building new fly-over junctions. Luxembourg 7 Czech Rebublik 7,3 New barriers are being erected along Portugal 7,4 Estonia 7,5 selected stretches. Camera surveil- Belgium 7,7 Latvia 8 lance has been put into operation in the Cyprus 8,8 Bulgaria 8,8 Lithuania 9,2 Malmö area. Romania 9,4 Greece 9,7 In comparison with other European Poland 10,1 countries, Sweden’s safety level is relati- USA 10,6 0 2 4 6 8 10 12 vely good, expressed in the total number Source: IRTAD and CARE. Source for the Swedish values for 2012 is the Swedish Transport Agency of fatalities per million train kilometres.

ROAD SAFETY networks includes 68 (67) fatalities on talities. The measures primarily consist In 2009, the Riksdag decided that the municipal roads and 9 (17) on private of the continuing work with central re- goal for the number of road traffic roads. The number of fatalities when servations and the introduction of lower fatalities should be halved between 2007 divided by gender is 229 (241) men and speed limits. and 2020. This means a maximum of 220 67 (78) women. The number of children The number of fatalities in road fatalities, by 2020. Following the same aged 0-17 killed in road traffic is estima- traffic per 100,000 residents in 2012 is decision, the number of people seriously ted to be 17 (19). It is primarily the num- estimated to be 3.1 (3.3), not including injured is to be reduced by a quarter. It ber of vulnerable road-users, apart from suicides. During 2011, the average for the is estimated that 296 (319) people died as cyclists, that decreased, compared with EU Member States was 6.1. The statistics a result of road traffic accidents in 2012. 2011. The number of fatalities occurring available for 2012 indicate that the The figure is well under that required in cars is basically unchanged. number of fatalities has also decreased in order to meet the 2020 target and The reduced number of fatalities in in other Scandinavian countries. illustrates that the positive trend of 2012 can be partly explained by the fact For the interim target for serious recent years has continued during 2012. that traffic decreased somewhat and injuries to be met, the number of these Approximately 25 (23) of the road traf- that work continued with measures to must decrease by nearly 3 per cent per fic fatalities are thought to have been improve traffic safety. The number of year, from 2007 to 2020. Those who are suicides. fatalities decreased despite the fact that seriously injured in road traffic are defi- On the state-owned road network, it the slower travel speed trend dropped ned as those who have suffered at least is estimated that 219 (235) people died off in 2012. Measures implemented on 1 per cent medical invalidity as a result and 77 (84) on other road networks. state-owned roads are estimated to of the injuries they received in connec- Information regarding the other road theoretically result in 6 (3.5) fewer fa- tion with an accident. The number of serious injuries in 2007 was estimated to be 5,500. DIAGRAM 18 In 2012, the corresponding figure was Number of fatalities in road trac accidents 2006−2012 and the 4,300. The interim target implies that development required (based on the average value 2006−2008) to achieve the target of 220 fewer fatalities by 2020 the number of serious injuries may not

Actual rate of development Suicides Development required to achieve interim target 500 exceed 4,100 in 2020. Since 2007, the

500 number of serious injuries has decreased 450 by 22 per cent, which is in line with the 400 350 required development level. 300 250 Environment and health 200 150 Environment and health refer to the abi- 100 * As from 2010, conscious lity of the transport system to minimise 50 acts (suicide and murder) 0 in road trac accidents are its negative impact on the climate, health 2006 2008 2010 2012 2014 2016 2018 2020 reported separately.

24 Results Environment and health

and the landscape, as well as its ability Table 11 to promote the development of these. Results for the delivery quality Environment and health The Swedish Transport Administra- Rail and Road tion currently employs an indicator for Environment and health → Reduced carbon dioxide equivalents as a result of delivery quality that is linked to climate. 173 Indicators for health and the landscape Trafikverket’s measures (thousand tonnes) are under development.

CLIMATE AND ENERGY The measures taken by the Swedish Transport Administration during 2012 reduced carbon dioxide emissions (calculate in carbon dioxide equiva- lents) by 173,204 tonnes and the energy consumption of the transport sector by 539 GWh. The main contributory factor was investments in rail infrastructure, primarily the opening of the whole of the Bothnia Line. Other measures that contributed were electrical savings in train operations, efficient driving in dri- ving tests, reduced speeds and increased observance of speed limits, as well as better choices being made with regard to vehicles, fuels and modes of transport. Information up to and including 2010 refers to the results of the measures taken by the Swedish Road Administra- tion (now incorporated into the Swedish Transport Administration), especially the measures taken to improve obser- vance of speed limits and those rela- ting to a better choice of vehicle, fuel and mode of transport. Results have improved in line with improvements in working methods and the fact that it is now possible to calculate the effect of various measures. Since the formation of the Swedish Transport Administration, reductions in energy consumption have also been reported. Oil consumption represents 90 per cent of the transport sector’s energy consumption and during 2011, domestic transportation was responsible for 33 per cent of Sweden’s greenhouse gas emissions. If the foreign bunkering of shipping and aviation is included, then the transport sector is responsible for 41 per cent of Sweden’s greenhouse gas emissions.

In the majority of western Europe, Table 12 emissions of greenhouse gases from Results of the measures taken by the Swedish Transport Administration to reduce the transport sector’s carbon dioxide emissions and energy consumption transport either fell slightly or were 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 unchanged, if calculated per person. However, in the EU countries of eastern Carbon dioxide 25 23 22 45 40 72 123 101 115 173 (thousand Europe, there has been a slightly upward tonnes) Energy (GWh) ------239 539

25 Results Environment and health

trend for emissions. Sweden has the Table 13 Emissions of greenhouse gases per mode of transport (million tonnes) lowest emission of greenhouse gases 1990 2005 2010 2011 2012 from transport per person of any of its Scandinavian neighbours. Diagram 20 Private car 12,9 12,9 12,1 11,7 11,3 shows a comparison between several Light goods vehicle 0,8 1,4 1,6 1,5 1,5 European countries. Bus 0,8 0,9 0,8 0,7 0,7 The emission of greenhouse gases Heavy goods vehicle 3,0 4,7 4,5 4,5 4,4 from domestic transport is dominated Motorcycle/moped 0,0 0,1 0,1 0,1 0,1 by road traffic, which was responsible Total road traffic 17,6 19,9 19,1 18,6 18,0 for 94 per cent of such emissions in 2011. Railway passenger traffic 0,02 0,02 0,02

This is followed by aviation (3 per cent), Railway goods traffic 0,05 0,05 0,05

shipping (2 per cent) and, finally, by rail Total railway traffic 0,11 0,07 0,07 0,07

traffic (0.3 per cent). Emissions from the Domestic shipping 0,6 0,6 0,5 0,5

construction, operation and mainte- Domestic flights 0,7 0,7 0,5 0,5 nance of the infrastructure can also be Total for domestic transport1 19,0 21,1 20,1 19,6 added to these figures. 1) Excluding commercial machinery Emissions of greenhouse gases from 2012 information for rail, shipping and aviation is not yet available. In 1990, rail traffic was not sub-divided into passenger/ goods traffic. For other years, please see the Swedish Transport Administration’s environmental reports. road traffic were greatest in 2006-2007, when they were 12-13 per cent higher than in 1990. Since then, emissions have that increases in energy consumption activity increase as a result of conditions declined, especially with regard to pri- for passenger road transport have been improving for walking or cycling. The vate cars. Emissions in 2012 were 2 per limited to less than 1 per cent since 1990, Swedish Transport Administration cent higher than in 1990. If the produc- despite transport volume increasing by will be developing an indicator for the tion and distribution of fuels is included, 13 per cent. Carbon dioxide emissions number of years of life lost as a result then the increase between 1990 and per kilometre for new private cars de- of excessive noise and air pollution and 2012 is 9 per cent. During 2012, emis- creased from 144 g/km in 2011 to 138 g/ increased physical activity. sions decreased by 3 per cent, compared km in 2012, which Carbon dioxide (000s If people are provided with better with 2011. The percentage of renewable of tonnes is a good rate of efficiency conditions for replacing car journeys with energy increased from the 2011 level of improvement. Energy consumption has walking or cycling, the benefits to society 6.5 per cent to 7.2 per cent for 2012. The increased more for goods road traffic and its citizens are considerable.. Travel reduced levels of emissions since 2006 than for passenger road traffic. opportunities are improved for those who can be explained by a number of means do not have access to a car. For those who of control that have been introduced, HEALTH do have a car, they become less depen- either nationally or throughout the EU, Transport has both a positive and a dent on it and cycling contributes to which have led to more energy efficient negative effect on health. The transport improved health. Cycling is significantly vehicles and an increased percentage of policy goal states that the transport more energy efficient per passenger renewable energy. On the other hand, sector is to contribute to reducing ill kilometre, and increased cycling thus there has been a general lack of means of health. This means a reduced number of increases the chances of achieving the control with regards to making society, fatalities and serious traffic casualties objectives of a society which is sustai- as a whole, use transport more efficient- as well as a reduced number of illnesses nable in the long-term and of limiting ly. If traffic had not increased, emissions caused by, for example, air pollution and climatic impact. Increased cycling also would have been 15 per cent lower than excessive noise. The transport system has positive effects on congestion, noise in 1990. can also contribute to better public pollution and air quality and contributes Improved energy efficiency means health if opportunities for physical to more efficient land use. The Swedish

DIAGRAM 20 DIAGRAM 21 Emissions from domestic transport per person and tear for Population-weighted index for air quality in urban areas several countries in Europe, tonnes per person per year 2000/2001−2010/2011, per cent Norway Finland Denmark Sweden France Spain NO2 SO2 Benzene PM10 Total index Italy United Kingdom Germany EU-27 Poland 140 3,5 120 3 100 2,5 80 2 60 1,5 40 1 20 0,5 0 0 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010

2010/2011 2000/2001 2001/2002 2002/2003 2003/2004 2004/2005 2005/2006 2006/2007 2007/2008 2008/2009 2009/2010 Source: IVL, Svenska miljöinstitutet 26 Results Environment and health

Table 14 Transport Administration is developing Estimations of health effects from noise in Europe key indicators to measure how many Health effect Number of DALY per year in Europe Percentage of number of DALY in Europe years of life are gained through towns Heart attack 61 000 4 % being more attractive and accessible. Sleep disorder 903 000 56 % High noise levels have major effects General annoyance 587 000 37 % on health and well-being, including an Learning capacity and 45 000 3 % increased risk of cardiovascular disease performance and sleep disorders, and they also effect learning capacity and performance. Vibrations can also cause disturbance symptoms and ill health. The calcula- decreased somewhat over the year, and affect health. The combined effects tions are yet to be carried out separately probably as a result of reduced traffic vo- of the disturbance increase significantly for noise levels in Sweden, but work to lume. Noise protection measures in the if residential areas are subject to noise develop this is planned for 2013. It can most exposed areas, estimated together and vibrations at the same time. Accor- be assumed that the situation in Sweden with the reduced traffic work levels have ding to the World Health Organisation follows a similar pattern to that which meant that the total number of people (WHO), an increased risk of heart attack applies with other types of health ef- who have been exposed to traffic noise in can arise from road traffic volume levels fects. The table shows the health effects excess of the Riksdag’s guideline values as low as 60 dBA Lday (average daytime that have been quantified and linked to for equivalent sound levels indoors has sound level). With normal road traffic, traffic noise in the WHO’s calculations. decreased by around 4,800 during 2012. noise levels just exceed the guideline va- It is rail and road noise that affects There are however doubts concerning lue of 55 dB Leq 24h (average sound level most people in Sweden. Around two mil- both the statistical data and the estima- over a 24 hour period). In the WHO’s lion people are thought to be exposed to tion model. report ”Burden of disease from environ- traffic noise that exceeds the guideline Despite major reductions in emis- mental noise”, a calculation has been value of 55 dBA equivalent sound level sions, road traffic is still a significant made of the number of healthy years of outside of their place of residence. source of the air pollution that has life that are lost every year in Europe as Along the public roads, 200,000 pe- negative effects on health and the envi- a result of ambient noise. The calculation ople are thought to be exposed to noise, ronment. The problems are greatest in is made using the DALY measurement, indoors, that is higher than the guideline urban areas. Track bound traffic is less disability-adjusted life years. In addition values for indoor noise decided upon by of a problem, but it can be significant to the direct risks of death, this also the Riskdag. 380,000 people are thought in underground settings. Even though takes into account other health risks and to be exposed to maximal noise levels shipping is responsible for a large pro- weighs up the likelihood of, for example, from railways that are higher than the portion of emissions, it does not have a sleep disorders and general annoyance. indoor guideline value. significant effect on urban levels, apart These, in turn, can lead to stress Total noise levels in the community from in certain port towns.

27 Results Environment and health

alleviation and the banning of the use of studded tyres, have probably contribu- ted to this. Materials and chemical products used within the transport sector also affect health and the environment. The Swedish Transport Administration is working to ensure that agents and materials that are harmful to health and the environment are not used in their construction processes. In 2012, the Swedish Transport Administration introduced new requirements for hazar- dous substances and goods. We are also working systematically with the transfer of information, product choices and documentation. Improved health levels will, therefore, be achieved through re- duced use of the substances that are due to be phased out and by limiting risks. In 2012 the work to complete the phasing out of products containing such substances was intensified. The number of products containing substances that are to be phased out has decreased from 76 to 11 over the last four years, and the goal is to phase out all of these.

Landscape The Swedish Transport Administration’s work with the landscape is based on a holistic view of people, the environment and the transport system. The form and Compared with other countries, Sweden ozone will also be hard to achieve. spatial dimensions of the landscape, its has low latent air pollution levels, but Air quality in Swedish urban areas ecological capacity and cultural and his- particle levels in street environments has generally improved greatly in recent torical values are important elements of during late winter/early spring are decades, but this positive development this view. In more practical terms, this among the highest in Europe. This is is no longer as evident as it used to be. means that the infrastructure in adapted due to the majority of local emissions of Levels vary from year to year, primarily to the surrounding landscape and that breathable airborne particles (PM10) in due to meteorological factors. According roads, bridges and other infrastructure street environments occurring through to a population-weighted total index, objects that have important cultural wear and tear and through the particles the levels of constituent air pollutants in values are cared for and maintained. We being forced up from the road surface, urban areas have fallen by 19 per cent in care for and maintain avenues and other primarily by studded tyres. urban areas from the beginning of the species-rich infrastructure environ- According to estimates, 35,000 heal- 2000s up to the winter of 2010/2011. The ments such as road verges, and station, thy years of life are lost every year due to levels of nitrogen dioxides has not fallen intersection and water habitats. traffic-related air pollution ins Sweden. during the last decade and the statutory New planting is also carried out in or- Over two thousand people die prema- environmental quality standards for out- der to strengthen cultural and historical turely and others are affected by lung door air are also still exceeded in several links and ecological functions. The nega- diseases, cancer or heart and vascular urban areas adjacent to traffic. tive ecological effects of the infrastruc- problems (Health impact assessment A comprehensive analysis will not ture are lessened somewhat through and public health costs of the road trans- be completed until later this year (2013) the establishment of new, species-rich port sector, Kjellström, 2008 ) but preliminary data suggests that the habitats. Fauna passages are sometimes It will also be difficult to achieve the environmental quality standards for built in combination with fences and environmental quality goals for fresh air PM10 were achieved in 2012. If this is so, other measures designed to increase and, above all, the specifications concer- then this is the first time this has occur- diversity in the landscape and reduce ning nitrogen dioxide and particles in red since the standard came into effect accidents involving wildlife. Adaptation urban areas. The goal for ground-level in 2005. Local measures, such as dust of the infrastructure to the surrounding

28 Results Environment and health

landscape is also important in order to of road total 4,748 kilometres. Appro- results can be used in environmental protect the surface and groundwater priate protective measures are currently assessment of proposed measures as well from pollution and to remove obstacles lacking at many of these bodies of water. as in planning to facilitate measures that to migratory fish and other aquatic ani- In 2012 the Swedish Transport Admi- are adapted to the nature and sensitivity mals living in water courses. nistration investigated the requirement of the landscape, and the opportunities In recent years, we have carried out for water protection measures at nine that this presents. Usage of this method targeted measures to promote landscape ’conflict stretches’ and we undertook has proven to be successful in the opera- adaptation, including the removal of bar- protective measures at two locations and tion and maintenance of the infrastruc- riers that prevent the free movement of administrative measures at two others. ture. fish and otters. The rate at which these Indicators for landscape adapta- Structured, active work with archi- measures has been taken is about 70 tion will be produced and landscape tecture and design is also required, in per year, which is less than 1 per cent of measures already established will be order to adapt the infrastructure to its the documented requirement in both of incorporated into the landscape delivery surroundings. During 2012 the Swedish these categories. In 1996, around 6 per qualities. Important work includes the Transport Administration has been cent of road verges were species-rich. development of methodology for lands- working to identify the architectural A random inventory taken during 2012 cape classification (Landskap i långsiktig issues that it is particularly important showed that species-rich road verges planering [Landscapes in long-term are looked after and developed. This have decreased by approximately 20 per planning], the Swedish Transport Ad- work will result in the production of an cent. In 2012, measures were taken for ministration publication 2011:122). The architectural action plan. 37 avenues, which equates to around 2 per cent of the measures required. As far as the restoration of milestones is con- cerned, 3.5 per cent of the requirement was met. The percentage of the infrastructure that is adapted to landscape has, therefo- re, decreased for species-rich infrastruc- ture habitats, but it has increased by 1 per cent as far as barriers are concerned and by around 3 per cent in relation to infrastructure-linked cultural objects and avenues. By establishing special requirements for landscape-adapted care, we expect this trend to be broken. These requirements have been set in all operational areas which were procuring for roads in 2012. Work to remedy the landscape adaptation shortcomings of the road and rail networks has picked up again after several years of very low activity. However, nothing is yet being done for larger animals, and this is reflected in a long-term trend where the number of accidents involving wildlife is increa- sing. Out of these accidents, 100 involved large predatory animals, over 20 of which were eagles. The transport system has many points of contact with water and this can have an effect on water quality. Access to good quality drinking water is very im- portant for society. Preliminary results indicate that there are 1,397 stretches where there is a potential conflict bet- ween roads and bodies of ground water that are significant in terms of the provi- sion of drinking water. These stretches

29 The Swedish Transport Administration’s Activities

THE SWEDISH TRANSPORT ADMINISTRATION’S ACTIVITIES The Swedish Transport Administration’s Activities The Swedish Transport Administration’s Activities

The Swedish Transport Admi- nistration is responsible for long- term planning of the transport system for road, rail, maritime and air transport, as well as for the construction, operation and maintenance of state-owned ro- ads and railways. It is our job to ensure efficient, safe and sustai- nable travel and transportation for industry and private citizens alike.

The Swedish Transport Administration’s work also involves strategic and ope- rational customer work, research and innovation, collaborations for effective crisis management and international work.

Report on operating volume and performance The Swedish Transport Administration’s management has decided on a division of its operations that will enable us to conduct the tasks that are stipulated in our instructions and in the appro- priations letter. This division facilitates better follow-up of the results of our

Table 15 Operational volume, SEK millions

Planning in the More efficient use of the Maintenance Traffic management, traffic Rebuilding and new Payment of grants, support and Contracted work Total transport system transport system information and other operations constructions co-financing

2010 2011 2012 2010 2011 2012 2010 2011 2012 2010 2011 2012 2010 2011 2012 2010 2011 2012 2010 2011 2012 2010 2011 2012

Operational volume 472 517 709 1 051 758 820 14 462 13 642 15 196 2 013 2 405 2 552 24 749 25 274 24 509 2 210 2 938 3 850 3 296 3 452 3 252 48 254 48 987 50 887

Allocated support costs 16 16 17 36 23 19 502 419 355 70 74 60 859 776 573 0 0 0 1 485 1 308 1 023

Total 488 533 726 1 087 781 840 14 965 14 061 15 551 2 083 2 479 2 611 25 608 26 050 25 081 2 210 2 938 3 850 3 296 3 452 3 252 49 739 50 294 51 910

Financing

Appropriations 471 516 709 789 480 526 13 580 12 628 13 940 2 086 2 422 2 561 17 531 15 572 17 036 2 210 2 938 3 847 0 0 0 36 668 34 555 38 618

Loans 0 0 0 0 0 0 270 170 433 0 0 0 6 168 6 655 3 497 0 0 0 0 0 0 6 437 6 826 3 930

Grants 1 5 4 2 3 2 26 13 7 1 11 11 477 1 194 2 318 0 0 2 0 0 4 507 1 226 2 348

Incomes from fees and other incomes 16 12 12 304 305 337 1 090 995 1 171 -4 46 40 1 432 2 629 2 230 0 0 0 3 439 3 588 3 361 6 277 7 575 7 151

Use of previously accumulated surplus 255 255

Total financing 488 533 726 1 095 788 865 14 965 14 061 15 551 2 084 2 479 2 611 25 608 26 050 25 081 2 210 2 938 3 850 3 439 3 588 3 365 49 889 50 437 52 048

Results from external assignments -8 -7 -25 -142 -136 -113 -150 -143 -138 and public law fees

The operational volume incorporates appropriation-financed investments in infrastructure. Direct comparison with the income statement is not therefore possible.

32 The Swedish Transport Administration’s Activities Planning of the transport system

operations, both in terms of operational methods for the measuring of results. The corresponding increase for road volumes and costs, and also in respect of This work is ongoing and our ambition maintenance was SEK 600 million, or 8 the actual results that we have achieved is that, in the annual report for 2013, we per cent. The major investments in rail throughout the operational year. The will be able to fully adapt our analyses maintenance mean that the utilisation Swedish Transport Administration’s of the operation to quantifiable delivery of available appropriation credits for activities can be sub-divided as follows: results. rail maintenance remains at a high level. • planning in the transport system Table 15 shows operational volume This is balanced against a relatively high distributed by area of activity. The deli- level of appropriation savings within • more efficient use of the trans- port system veries, i.e. the results of activities in the road maintenance. form of products and services, are ac- The investments in the road and • maintenance counted for in their respective chapters. railway systems adhere to the Swedish • traffic management, traffic infor- The Swedish Transport Transport Administration’s long-term mation and other operations Administration’s total economic scope is plans. The proportion of the investments • rebuilding and new SEK 51.9 billion, which is SEK 1.6 billion, that is financed by appropriations has constructions or 3 per cent more than the previous grown, relative to previous years. The • payment of grants, support and year. The largest change is within main- co-financing of investments (grants) has co-financing tenance, where major investments have also increased. Much of this increase • contracted work. been made to improve operational safety involves the regional and municipal co- and robustness in the rail system. The financing of the West Swedish Agree- The results of the activities are expres- implementation of investment activities ment. The proportion of the investments sed in the form of ’deliveries’. These is entirely in line with the applicable na- that is financed by loans has decreased, are to be sustainable over time so that tional transport plan and regional plans. despite the fact that borrowing has com- monitoring and analysis is meaningful The majority of these activities, menced for congestion charge objects. and can aid appropriate external and which have been expanded in relation This decrease in loan-financed invest- internal reporting, as well as being of be- to previous years, concern maintenance ments is in line with the plan and is a nefit to the internal management of the and reinvestments in the transport result of the fact that the majority of the Swedish Transport Administration. The infrastructure. The major investments objects concerned (for example, the E45 Swedish Transport Administration’s have primarily been made in the railway and the railway between Gothenburg management has decided on deliveries system; preventative maintenance has and Trollhättan) are now entering their on two overall levels. been intensified, together with the final phases. As far as the monitoring of volumes replacement of track and contact wires. The current operational division of and costs for deliveries are concerned, The costs for rail maintenance work the Swedish Transport Administration a good deal of work is still required to increased by SEK 900 million, or 14 per was decided upon and introduced in produce relevant measurements and cent, compared to the previous year. 2012. For 2012 and, to a certain extent, 2011, it has not been possible to imple- ment this operational division of costs

Table 15 and revenues in full. This means that Operational volume, SEK millions the operation’s different volumes for Planning in the More efficient use of the Maintenance Traffic management, traffic Rebuilding and new Payment of grants, support and Contracted work Total these years are not entirely compara- transport system transport system information and other operations constructions co-financing ble. The part of the costs that it has not 2010 2011 2012 2010 2011 2012 2010 2011 2012 2010 2011 2012 2010 2011 2012 2010 2011 2012 2010 2011 2012 2010 2011 2012 been possible to sub-divide between Maintenance and Traffic management, Operational volume 472 517 709 1 051 758 820 14 462 13 642 15 196 2 013 2 405 2 552 24 749 25 274 24 509 2 210 2 938 3 850 3 296 3 452 3 252 48 254 48 987 50 887 traffic information and other operations Allocated support costs 16 16 17 36 23 19 502 419 355 70 74 60 859 776 573 0 0 0 1 485 1 308 1 023 are accounted for within Maintenance. Total 488 533 726 1 087 781 840 14 965 14 061 15 551 2 083 2 479 2 611 25 608 26 050 25 081 2 210 2 938 3 850 3 296 3 452 3 252 49 739 50 294 51 910 In the same way, those costs that it has not been possible to sub-divide bet-

Financing ween Planning of the transport system

Appropriations 471 516 709 789 480 526 13 580 12 628 13 940 2 086 2 422 2 561 17 531 15 572 17 036 2 210 2 938 3 847 0 0 0 36 668 34 555 38 618 and More efficient use of the transport

Loans 0 0 0 0 0 0 270 170 433 0 0 0 6 168 6 655 3 497 0 0 0 0 0 0 6 437 6 826 3 930 system are accounted for as costs within the latter. Grants 1 5 4 2 3 2 26 13 7 1 11 11 477 1 194 2 318 0 0 2 0 0 4 507 1 226 2 348 The majority of activities are finan- Incomes from fees and other incomes 16 12 12 304 305 337 1 090 995 1 171 -4 46 40 1 432 2 629 2 230 0 0 0 3 439 3 588 3 361 6 277 7 575 7 151 ced through appropriations. In 2012, Use of previously accumulated surplus 255 255 74.4 (68.7) per cent of oper actions were Total financing 488 533 726 1 095 788 865 14 965 14 061 15 551 2 084 2 479 2 611 25 608 26 050 25 081 2 210 2 938 3 850 3 439 3 588 3 365 49 889 50 437 52 048 financed by appropriations. Table 16 shows how the operations are financed Results from external assignments -8 -7 -25 -142 -136 -113 -150 -143 -138 with various appropriations and appro- and public law fees priation items. The operational volume incorporates appropriation-financed investments in infrastructure. Direct comparison with the income statement is not therefore possible.

33 The Swedish Transport Administration’s Activities Planning of the transport system

Planning of the transport Planning embraces everything from major governmental commissions and system the early analyses of the measures that the development that is required when will be implemented in order to satisfy a changes concerning both financial and This section describes how The Swedish need, to prioritised action plans for pro- physical planning are implemented. Transport Administration plans the jects for which planning is complete. Over the course of 2011 and 2012, the measures that will lead to a transport The planning of the transport system Swedish Transport Administration has, system that is socio-economically effi- operation has expanded in recent years. at the request of the Government, con- cient and sustainable over the long term. This is largely due to comprehensive ducted an intermodal transport capacity

Table16 Appropriation utilisation, per operational area, in SEK millions

Planning of More efficient use of the Maintenance Traffic management, Rebuilding and Payment of grants, Governance and Total appropriation the transport transport system traffic information new constructions support and support utilisation system and other operations co-financing

1:1 Road maintenance (framework funding)

12 Other initiatives to increase the efficiency of the transport system 44 224 0 0 0 19 0 288

13 Exercise of public authority 4 146 0 0 0 0 0 150 0

14.1 Grants for maintenance of private roads 0 0 0 0 0 1 044 0 1 044

14.2 Specific grants within the traffic system 0

0

16.1 Investments in the national plan 100 0 0 0 6 656 408 0 7 165

16.2 Investments in regional plan 22 0 0 0 1 644 747 0 2 415

16.3 Operation and maintenance 46 22 8 141 1 087 0 0 0 9 296

16.5 Bearing capacity, frost proofing and reconstruction 4 0 0 0 1 503 0 0 1 507

S:a 1.1 Road maintenance (framework funding) 221 394 8 141 1 087 9 803 2 219 0 21 865

1:2 Road maintenance (framework funding)

8.1 Establishment of train and railway plans 0 2 0 0 0 0 0 3

9 Grants to Inlandsbanan AB and the Öresund Bridge Consortium 0 0 0 0 0 397 0 397

10.1 Investments in the national plan 32 0 0 0 5 914 327 0 6 274

10.2 Operation, maintenance and traffic management 129 7 5 423 1 416 0 0 0 6 974

11 Other initiatives to increase the efficiency of the transport system 3 87 0 0 0 0 0 89

Total 1.2 Track maintenance (framework appropriations) 164 96 5 423 1 416 5 914 724 0 13 737

Total 1:3 Administration 306 17 0 0 0 0 994 1 317

1:6 Maintenance funding of non-governmental airports

1 Operational grants to non-state-owned airports 0 0 0 0 0 63 0 63

3 Emergency airports 0 0 0 0 0 7 0 7

4 Grants to regional infrastructure planning 0 0 0 0 0 40 0 40

Total 1:6 Operational grants to non-state-owned airports 0 0 0 0 0 110 0 110

Total 1:7 Traffic agreements 0 0 0 0 0 794 0 794

Total 1:10 Funding provided by the EU budget for support of 0 0 0 0 212 0 0 212 Trans-European Networks

1:11 Congestions charges in Stockholm

3 Congestion charge Admin. - proportion to the Swedish Transport Administration 0 0 0 0 550 0 0 550

6 Congestion charge Stockholm. - surplus con. charge proportion 2 0 31 0 0 0 0 33 to the Swedish Transport Administration

Total 1:11 Congestion charge in Stockholm 2 0 31 0 550 0 0 583

Total 693 507 13 595 2 503 16 480 3 847 994 38 618 34 The Swedish Transport Administration’s Activitiest Planning of the transport system

analysis, in addition to developing a new, of the planning operations has also led DATA COLLECTED AND ANALYSED physical planning process. Furthermore, to an increased requirement for the data The collection and analysis of data extensive preparations for the drawing used in the planning process. During regarding, for example, traffic and the up of new plans for the development of 2012, a comprehensive measurement of condition of the infrastructure, are the transport system between 2014-2025 road traffic speeds has also been carried fundamental prerequisites for planning have been conducted, including a go- out. work. vernment commission to quality assure the existing plan. The increased scope

Table16 Appropriation utilisation, per operational area, in SEK millions

Planning of More efficient use of the Maintenance Traffic management, Rebuilding and Payment of grants, Governance and Total appropriation the transport transport system traffic information new constructions support and support utilisation system and other operations co-financing

1:1 Road maintenance (framework funding)

12 Other initiatives to increase the efficiency of the transport system 44 224 0 0 0 19 0 288

13 Exercise of public authority 4 146 0 0 0 0 0 150 0

14.1 Grants for maintenance of private roads 0 0 0 0 0 1 044 0 1 044

14.2 Specific grants within the traffic system 0

0

16.1 Investments in the national plan 100 0 0 0 6 656 408 0 7 165

16.2 Investments in regional plan 22 0 0 0 1 644 747 0 2 415

16.3 Operation and maintenance 46 22 8 141 1 087 0 0 0 9 296

16.5 Bearing capacity, frost proofing and reconstruction 4 0 0 0 1 503 0 0 1 507

S:a 1.1 Road maintenance (framework funding) 221 394 8 141 1 087 9 803 2 219 0 21 865

1:2 Road maintenance (framework funding)

8.1 Establishment of train and railway plans 0 2 0 0 0 0 0 3

9 Grants to Inlandsbanan AB and the Öresund Bridge Consortium 0 0 0 0 0 397 0 397

10.1 Investments in the national plan 32 0 0 0 5 914 327 0 6 274

10.2 Operation, maintenance and traffic management 129 7 5 423 1 416 0 0 0 6 974

11 Other initiatives to increase the efficiency of the transport system 3 87 0 0 0 0 0 89

Total 1.2 Track maintenance (framework appropriations) 164 96 5 423 1 416 5 914 724 0 13 737

Total 1:3 Administration 306 17 0 0 0 0 994 1 317

1:6 Maintenance funding of non-governmental airports

1 Operational grants to non-state-owned airports 0 0 0 0 0 63 0 63

3 Emergency airports 0 0 0 0 0 7 0 7

4 Grants to regional infrastructure planning 0 0 0 0 0 40 0 40

Total 1:6 Operational grants to non-state-owned airports 0 0 0 0 0 110 0 110

Total 1:7 Traffic agreements 0 0 0 0 0 794 0 794

Total 1:10 Funding provided by the EU budget for support of 0 0 0 0 212 0 0 212 Trans-European Networks

1:11 Congestions charges in Stockholm

3 Congestion charge Admin. - proportion to the Swedish Transport Administration 0 0 0 0 550 0 0 550

6 Congestion charge Stockholm. - surplus con. charge proportion 2 0 31 0 0 0 0 33 to the Swedish Transport Administration

Total 1:11 Congestion charge in Stockholm 2 0 31 0 550 0 0 583

Total 693 507 13 595 2 503 16 480 3 847 994 38 618 35 The Swedish Transport Administration’s Activities Planning of the transport system

DEVELOPMENT AND will not be economically viable, nor will efficiently and in a more sustainable PRIORITISATION ACTION PLANS it solve our capacity problems. There is manner. Furthermore, the system needs The Capacity Investigation the potential to solve various parts of the to promote efficient transitions between In April 2012 the Swedish Transport problems through collaboration between the various modes of transport. Opera- Administration reported to the Govern- modes of transport, and by making the tions, maintenance, trimming measures ment on the findings of its investigation transport system more efficient. and instruments of control are measures into the capacity and efficiency of the The Swedish Transport which ensure that the transport system transport system. The assignment had Administration’s planning work is based is sufficiently robust, and that capacity is encompassed all modes of transport. on the ’four step principle’. This refers used to its full extent. There are capacity deficiencies to, We propose prioritised package within the transport system, but also • in the first instance, actions that solutions in order to meet the needs potential. The major deficiencies are can affect the need for transport where the deficiencies are greatest, i.e. within the rail system, but there are and choice of mode of transport in the metropolitan areas and on roads also shortcomings in the road network, • secondly, actions that more ef- and railways where traffic is heavy. For primarily in metropolitan areas. A ficiently use existing infrastruc- Stockholm, Gothenburg and Malmö, deficient bearing capacity is evident for ture and vehicles packages of measures have been develo- both roads and railways in parts of the • thirdly, limited reconstruction ped that apply to operations, maintenan- country. As far as goods traffic is concer- measures, and ce, investments, reinvestments and to ned, shipping has development poten- • fourthly, new investments and increasing the efficiency of the existing tial, whilst within passenger traffic, the larger reconstruction measures. system. Public transport, cycling and same applies to buses and cycling. Both pedestrian traffic have the potential to goods and passenger traffic are expected The largest, and quickest option for increase capacity and reduce congestion, to increase substantially up until 2050. increasing capacity is to use the exis- in addition to making a major contribu- To simply construct new infrastructure ting system more intelligently, more tion to our environmental objectives. There are also proposed package solu- tions that apply to the development of Table 17: Operational volume and deliveries for planning of the transport system, SEK millions other forms of passenger traffic.

2010 2011 2012 For goods traffic, measures are priori-

Deliveries tised within a strategic network where

Data collected and analysed 96 146 218 specific roads, railways, ports, airports and combined traffic terminals have In collaboration with the development and prioritisation of action 208 253 322 plans been designated. Climate goals for the

Planned rail traffic 129 117 142 transport sector can be achieved with

Total deliveries, Planning of the transport system 432 516 682 the help of developments in technology, instruments of control and physical

Research and innovation 40 1 27 planning for a more transport efficient society, but investment is required, espe- Total operation volume for planning of the transport system 472 517 709 cially in the rail sector.

Financing For the transport system to be able to

Appropriations develop, it must first be effective, robust

1:1 Item 11 Other initiatives to increase the efficiency of the 34 46 44 and sustainable. Measures within opera- transport system tion, maintenance, reinvestments and - 1:1 Item13 Exercise of authority, roads 4 5 4 trimming are therefore of the highest - 1:1 Item 16.1 Investments in the national plan 50 82 100 priority, together with instruments of

- 1:1 Item 16.2 Investments in the regional plan 5 24 22 control and social planning, if more ef-

- 1:1 Item 16.3 Operations and maintenance 25 41 46 ficient usage is to be achieved.

- 1:1 Item 16.5 Bearing capacity, frost proofing and reconstruction 11 4 4

- 1:2 Item 10.1 Investments in the national plan 40 35 32 Social planning and development In 2012 we have - 1:2 Item 10.2 Operations, maintenance and traffic management 157 126 129 in their early stages intensified our involvement in the early - 1:2 Item 11 Other initiatives to increase the efficiency of the 65 4 3 transport system stages of social planning and been invol-

- 1:3 Administration 65 134 306 ved in the coordination of the national

1:11 Item 3 Congestion charge admin. - part to the 2 and municipal planning processes that Swedish Transport Administration are part of the overall physical planning. Grants 1 5 4 Thorough consideration of the choice Incomes from fees and other incomes 16 12 12 of measures increases the possibility of

Total financing 472 517 709 finding cost-effective solutions and that

The operational volume for 2010 is not entirely comparable with subsequent years. See commentary alongside Table 15, the existing transport systems can be operational volume. 36 The Swedish Transport Administration’s Activities Planning of the transport system

used more efficiently. The Swedish Transport Administration’s regions have been involved in the early stages of social planning in various different contexts. The regions have held discussions at an early stage with several municipalities, prior to their work with the revision of construction plans, and they have participated in the work to add further detail to these plans. This had led to the municipalities thinking on a larger scale with regards to residential planning, communications and the environment. The Swedish Transport Administration is involved in a working group that Gälli- vare Municipality has formed in order to develop a problem analysis and a current status analysis which will provide data sustainable social planning. These are ding educators, planners, administrators for a traffic strategy that, in turn, will aimed at providing the municipalities and politicians. provide the information on which the with more tangible tools with which Amongst other things, the assign- construction plan will be based. The mu- they can address these issues. We have ment has shown how nicipality also approached the Swedish also highlighted the importance of plan- • the participation of children and Transport Administration, with regards ning for a transport-efficient adolescents in the development to acquiring information in respect of and cycle and public transport-friendly of the transport system should be promoted, so that their needs its plans, guidelines and strategies in society. become visible and can be taken conjunction with the commencement of The Swedish Transport Administra- into consideration their construction planning work. The tion is also working intensively to define • the development of the in- Swedish Transport Administration is national interest in a number of ports frastructure should be based on also actively participating in the first and airports throughout the country. the needs of children and adoles- joint construction plan being produced Examples of these are the Port of Trel- cents by Falun and Borlänge. leborg and Malmö Airport. • The Swedish Transport Admi- Another good example of the Swedish nistration should develop means Transport Administration’s involvement The influence of children and of ’citizen dialogue’ which work at early stages is its collaboration with adolescents on social planning for children and other social the municipality of Täby. Moving the The Swedish Transport Administra- groups horse racing track there has presented tion and the Swedish National Board of • The Swedish Transport new opportunities for the development Housing, Building and Planning have Administration’s operations of the area. Work is currently in progress in several municipalities been attemp- should be geared around the needs of their customers and which aims to provide land owners with ting to develop procedures and working the community in general, so a mutual goal for the area, prior to the methods that increase the amount of that we can be innovative, be commencement of the formal planning influence and participation involved in the development of process in accordance with the Planning that children can have in social plan- the community and instigate and Building Act. The area will incor- ning. The municipalities involved are changes that increase the benefit to local residents and industry porate housing, workplaces, services, Trelleborg, Gothenburg, Örebro, Häl- sports facilities and a town park. The lefors, Borlänge and Östersund. Behind • our physical planning processes can be made more efficient, so Swedish Transport Administration and this initiative is a government assign- that we can avoid costs at a later SL (responsible for public transport in ment designed to benefit the physical stage. Stockholm County) are also in discu- planning work of the municipalities ssion with regards to the provision of pu- involved. It can even be seen that we at Studies of Selected Measures blic transport in the area. The Swedish the Swedish Transport Administration Studies of Selected Measures This is a Transport Administration has stressed can benefit new stage in the planning of transport the importance of ’step 1’ and ’step 2’ from these experiences, for example, by solutions. We have produced a guide and measures. adopting different ways of working. established selected measures studies as At several locations throughout The assignment has led to at least 1,000 a method to be used in the early stages the country the Swedish Transport young people getting the opportunity to of planning. The method for selected Administration has, together with the have their say. Almost 200 adults have measures studies, according to the four- municipalities, held seminars regarding also participated in various ways, inclu- step principle implies that a dialogue

37 The Swedish Transport Administration’s Activities Planning of the transport system

the manner in which the long-term plans are implemented, and the prioritisations that are necessary will have political support. This also implies that the qua- lity requirements for the data on which the decision for years 1-3 are based will be more stringent. At the same time, the Government makes it clear that the decision for years 4-6, concerning preparations to start construction work, has been made so that the data on which these measures are to be based can be produced. Decisions regarding the possible start of construction for these measures are made by the Government in conjunction with the next decisions regarding years 1-3. Consequently, all major investments will, in the long term, be subject to three Government decisions before the Swedish Transport Administration receives the mandate to start construction work. In order to meet the demands of these new requirements the Swedish arena is created at an early stage; this a preparatory study is conducted within Transport Administration has, during factor is key to success. The initiative to the framework for long-term financial 2012, started to prepare an overhaul conduct such a study can be taken by the planning. The new, coherent process is of the current plan for 2010-2021. On 7 Swedish Transport Administration, a expected to save time and reduce costs. June 2012, the Government also gave the municipality, a region or by another in- It began to be used on 1 January 2013. Swedish Transport Administration the terested party. For this reason, the guide Together with other interested parties, task of improving the quality of its work is endorsed by the Swedish Transport we have started, over the course of 2012, through the introduction of a new action Administration, the Swedish National to develop working methods, proce- plan. A report was submitted in conjun- Board of Housing, Building and Planning dures, etc., that are suited to the new ction with this on 30 November 2012. and by the Swedish Association of Local system. Towards the end of 2012, the Swedish Authorities and Regions (SALAR). Seve- The proposition also contains a Transport Administration received a ral selected measures studies are being model for how the financial parts of the directive to produce a new national plan conducted in connection with freight planning system could be constructed for 2014–2025. Work during 2012 has and commuter routes, station areas, and how the system can be more firmly involved ensuring that updated data goods terminals, the establishment of linked to the national budget process. exists for all measure categories, and housing and mining operations Over One key element is how the long-term developing working forms associated the course of 2012, selected measures planning work is to be amended. The with the adaptation of the plan proposal studies have been conducted for the E20 long-term planning has previously been to the new requirements. in the county of Västra Götaland, for the dominated by the revision of the 10-12 Kristianstad-Älmhult route and for the year plans, roughly every four years. Rail and road charges Borlänge rail freight depot. Now, however, the Government will The Swedish Transport Administration make specific decisions regarding the levies charges for the use of the national New planning system major investments on which the Swedish rail infrastructure in accordance with A new planning system for transport Transport Administration can start con- the Railway Act (2004:519). In accor- infrastructure was decided upon by struction during the first three years of dance with the same law the Swedish the Riksdag as a result of the proposi- the plan. The Government also decides Transport Administration is to present a tion ”Planning systems for transport which major investments the Swedish description of the rail network (Network infrastructure” (prop. 2011/12:118). The Transport Administration should be Statement). This is to contain informa- system means that the physical planning prepared to start construction on in the tion regarding available infrastructure of transport infrastructure is conducted subsequent three years. and information regarding the condi- as part of one coherent planning process, Decisions will be renewed each year, tions applying to use of such infrastruc- rather than being several steps, as is cur- for both of the three-year periods. In ture. It will also describe the proce- rently the case. this way, the Government will have dures and criteria for division of the The planning system also means that improved insight into and influence over infrastructure’s capacity. The principles

38 The Swedish Transport Administration’s Activitiest Planning of the transport system

regarding charges will also be accoun- Sundsvall. The assignment was decided removal of allocated capacity occurs ted for in the Network Statement, in upon on 1 November 2012 and is to be continuously. However, only capacity accordance with the Railway Ordinance reported on no later than 31 January that is available according to the an- (2004:526). 2013. Discussions with the municipality nual train plan may be allocated. In 2012, the Swedish Transport Ad- of Sundsvall started in 2012. Allocation is made following an ministration produced the Network Sta- Congestion charges were introduced application for capacity which is made tement for Train Plan 2014. The charges in Gothenburg on 1 January 2013. The eight months before the train plan for use of the rail infrastructure that are Swedish Transport Administration has comes into operation, i.e. in April. established for Train Plan 2014 adhere to been working with the Swedish Trans- Prior to train plan 2013, just over the Swedish Transport Administration’s port Agency on the implementation of a 7,500 applications for train capacity stated aim to gradually raise track char- system for the collection of charges. We were received from 44 operators. The ges throughout the period 2010-2021. have also submitted a proposal to the applications represent approximately The Swedish Transport Adminis- Government regarding a change to the 1.5 million trains per year, which is tration has been commissioned by the Congestion Tax Act (2004:629), as a re- roughly the same number as last year. Government to report on how track sult of the opening to traffic of the Norra The Swedish Transport Administra- charges can be formulated as instru- länken (Northern Link) in Stockholm tion also applies for the capacity for ments of financial control (ref. TRV during 2015. work to be carried out on the tracks. 2011/5297). The report is to be delivered For 2013, a total of 2,600 items of in the spring of 2014, but an interim Planned rail traffic track work were carried out. Com- report was submitted in April 2012. The Since 2011, Sweden has had the most pared with the previous year, this is report included our considerations of deregulated rail market in Europe. The approximately 1,000 more. certain types of charges, a preliminary Swedish Transport Administration has The capacity is heavily utilised in development plan and an indication of traffic agreement with over 80 opera- many areas, especially around the how the charging structure should ap- tors, 45 of whom are rail operators, the major cities. For this reason, specific pear by 2025. The ongoing work with the rest are transport purchasers and traffic analyses have been conducted for train development of track charges has, sub- organisers. traffic there, on the Southern and Wes- sequently, been affected by the results of The conditions for allocation of ca- tern Main Lines and on the West Coast the capacity investigation. This means pacity, for example, the infrastructure Line. Special focus has been directed that there has been increased concentra- that exists, restrictions and charges, at the centre of Gothenburg, where tion on charges connected to mainte- are described in the Network State- traffic increased by approximately 30 nance and capacity utilisation. ment. per cent when the new Västtrafik sys- Charges are to be levied for the All trains must have a timetable and tem to Ale came into operation. bridges that are to be erected along must have been allocated rail track Declaring a route ’overloaded’ is a National Road 50 in Motala, along the capacity. The process that applies for mechanism employed when many ope- E4 in Sundsvall and on route 222 in this is regulated by the Railway Act. rators want to use the same capacity. Nacka, according to the stipulations of Capacity is allocated in a, so called, The Swedish Transport Administra- the National Plan for 2010-2021. In 2012 train plan. This applies from midnight tion then applies, so called, prioriti- the Swedish Transport Administration on the second Saturday in December sation criteria, in order to evaluate made preparations for the implementa- for the coming 12 months. Allocation which traffic solutions offer the public tion of a charging system in Motala, of further capacity and changes to or finances the best value for money. This prior to the opening of the bridge in the latter half of 2013. The Riksdag and the Government are deciding on the intro- duction of charges. In 2011, the Govern- ment appointed a special investigator to propose certain provisions regarding the taxes and charges to be applied for the use of certain roads (Ref. 2011:47). The investigation submitted its interim report in September 2012 with proposals for laws and ordinances to apply to road infrastructure charges. In the autumn of 2012, we submitted our comments on the proposals made by the investigation. During the autumn we have been working on a government commis- sion regarding the renegotiation of an agreement for the bridge over the Bay of

39 The Swedish Transport Administration’s Activities Planning of the transport system

ment, and a bottleneck plan for Malmö was produced. As a result, we are now working to produce bottleneck plans for all the major cities. The overloading that, prior to Train Plan 2013, was in evidence in the centre of Gothenburg and on the Västerås–Stockholm, Uppsala–Sala and Borlänge–Falun routes was eliminated following consultation with industry representatives. Further examples of how we have solved problems and created bet- ter robustness are: surcharges in the timetables for trains that pass through rail sections where major track work is in progress, less major planned track work, closer collaboration within the industry and restrictions in the pos- sibility to distribute remaining capacity at certain times and for certain routes on the southern main line. In October, a workshop was held with the aim of ma- king the whole industry more efficient, and at improving the allocation process in the long term. Other objectives were to make the industry’s work more transparent, to utilise mutual resources, to increase flexibility in the train plan- ning process and to achieve robust and workable plans.

Canalisation of cables in the road network According to the Swedish Transport Administration’s letter of appropriation the Swedish Transport Administration procedure is used for the Falun-Bor- graphs and contact wire. The focus shall, in its annual report, account for länge route, for example. group is part of the National Opera- the measures it has taken with regards A model with, so called, quality tions Forum, which is an industrial to the canalisation of the road network, charges was launched on 1 April 2012. collaboration working for increased i.e. making space available for cables The Swedish Transport Administra- punctuality. In 2012, another focus within the road network. tion allocates codes to train delays, group was formed with the objective of In June, the Ministry of Enterprise, stating the reason for the delay, and reducing traffic disruptions resulting Energy and Communications, together this, in turn, decides who will pay from damage caused by wheels. In ad- with the Swedish Broadband Forum, the charge. The Swedish Transport dition to this, another group has been held a meeting regarding the canalisa- Administration has developed a way established that examines the quality of tion of cables in the road network. The of working so that the coding of delay traffic information. Swedish Post and Telecom Authority’s causes shall be error-free. This way of Work with the train plan for 2013 report ”Business opportunities with bro- working will continue to improve as has focused on improving robustness, adband canalisation” was out for consul- the organisation gets more used to it. i.e. the ability to deal with disruptions. tation at the time. In conclusion, the Post Through compiling and analysing the We have, for example, simulated and and Telecom Authority proposes that an coding, we can identify where we have identified the minimum time interval independent party should be responsible deficiencies and take actions that will between trains on the Southern and for administering the financing and reduce the number of delays. Western Main Lines and on the West leasing of canalisation. We have, for a while, had a focus Coast Line. Before the proposal for the The Swedish Transport Administra- group which, together with rail opera- train plan was sent out for consultation, tion supports this proposal. tors, has successfully worked to reduce it was tested through conflict manage- The Swedish Transport Administra- traffic disruptions caused by panto- ment and examined by traffic manage- tion feels that existing IT infrastructure

40 The Swedish Transport Administration’s Activities More efficient use of the transport system

and canalisations for other cables must be utilised jointly to a larger extent, in order to reduce the amount of cable-lay- ing within the road area. In this way, the risk of disruptions to traffic is reduced, as is the risk of road damage caused by repeated digging. The Swedish Transport Administra- tion plans to produce its own guidelines for how and when canalisations of its own cables should be constructed. Any extra space within these future cana- lisation will be made available as space allows. The Swedish Transport Adminis- tration is planning to hold a workshop together with the Broadband Forum during the spring of 2013.

More efficient use of the transport system Table 18

In this section, the deliveries resul- Operational volume and deliveries for more efficient use of the transport system, SEK millions ting from The Swedish Transport 2010 2011 2012

Administration’s activities are reported. Deliveries However, the deliveries ”Expert support Measures implemented to affect usage of the transport system 64 59 39 to affect usage within efficient passenger Expert support to affect usage within efficient passenger and goods 374 190 174 and goods transport and sustainable transport and sustainable social development social development” and ”Tools and Official decisions for efficient use of the transport system 155 137 140 methods for efficient passenger and Driving tests conducted 275 290 311 goods transport and sustainable social Museum operations 39 36 47 development” are not reported separate- Total deliveries within More efficient use of the transport system. 907 713 713 ly. Such operations are seldom conduc- ted separately, and both of the deliveries Research and innovation 143 45 108 often lead jointly to an efficient usage of the transport system. Instead, these deli- Total operational volume within More efficient use of the transport 1051 758 820 veries are reported together, but divided system. up between the sections: More efficient passenger and goods transport, Traffic Financing safety and Environment and Health. Appropriations During 2012, The Swedish Transport - 1:3 Administration 9 13 17 Administration has increased its focus - 1:2 Item.8.1 Establishment of train and railway plans 2 2 2 on working with social planning in the - 1:2 Item 11 Other initiatives to increase the 105 85 87 early stages, in line with the four-step efficiency of the transport system principle. Continued development will - 1:2 Item 10.2 Operations, maintenance and traffic management 22 3 7 be required for some time to come. This - 1:1 Item 16.5 Bearing capacity, frost proofing and reconstruction 0 0 0 transition, together with the lowering of - 1:1 Item 16.3 Operation and maintenance 43 28 22 frameworks conducted after 2010, and - 1:1 Item 13 Exercise of authority, roads 144 140 138 decisions regarding changes of direction in that which was previously known as - 1:1 Item 16.2 Investments in the regional plan 1 sector responsibility, has meant that The - 1:1 Item 11 Other initiatives to increase the efficiency 429 186 232 of the transport system Swedish Transport Administration has seriously reduced its collaboration with Grants 2 3 2 private businesses and municipalities in Incomes from fees and other incomes 304 305 337 their work with sustainable travel and transportation. During 2012, major parts Total financing 1059 765 846 of the operation known as ”Collabora- Results of public law operations, Drivers -8 -7 -25 tion with industry” have been comple- The Operational volume for 2010 is not entirely comparable with subsequent years. See commentary alongside Table 15, Operational Volume. tely phased out. 41 The Swedish Transport Administration’s Activities More efficient use of the transport system

More efficient passenger and similar manner as that within the mana- port will be halved by 2020, compared goods transport gement of road traffic safety objectives. with 2005 levels. Passenger transport For interim goal 3, which deals with Their vision is that goods trans- The Swedish Transport Administra- the feeling of being able to sue the trans- portation on Swedish roads should be tion has been involved in collaborations port system, collaboration is in progress climateneutral. KNEG’s work involves with business partners that are aimed with other traffic agencies, Handisam - its members undertaking measures at doubling the market share of public the Swedish Agency for Disability Policy within the climate field - measures that transport. Co-ordination, the Post and Telecom are followed up every year. KNEG is This has included projects concer- Authority and the Swedish Institute of also working through collaborative and ning future payment solutions for public Assistive Technology (SIAT). development projects to develop new transport and principles for access In collaboration with Jernhusen, technology and new ways of working in and pricing at railway stations and bus the Swedish Transport Administra- order to progress climate work. terminals. tion has organised assistance at 124 The Swedish Transport Adminis- The Swedish Transport Administra- stations. Samtrafiken is developing a tration supports industry and member tion collaborates with six other parties new intermodal system for the booking organisations with the provision of on the work that schools conduct on the of assistance, and the Swedish Trans- knowledge and exchanges of experience subject of traffic. One of the results of port Administration and Jernhusen are through long-term collaboration. An this is the information pack ”Supporting involved in this work, together with the example of this is the Swedish Transport the work of schools with traffic”. industry. Administration’s convening and main- Collaboration in respect of cycling In 2009, the ”Attractive Stations” tenance of dialogue with the industrial takes place within the National Planning project was started. A structured wor- organisations involved with the Trade Council for Cycle Issues and this has king process to support local collabora- and Industry Council. The Swedish dealt with issues such as an action plan tion was developed, and 2012 has seen Transport Administration has provided for a cycling strategy. the introduction of a follow-up to this. information on current issues within ”The Council for accessibility and Measures to increase accessibility the transport sector that are connected usability for persons with disabilities” is have been introduced at bus/tram stops, to industrial transportation. Themed a national collaboration and dialogue fo- service areas and stations outside of the meetings have been arranged where the rum with which the Swedish Transport prioritised network. The task here is to focus has been on the challenges that Administration is involved. The Council eliminate obstacles that can be simply exist and the long-term needs of the has held four meetings over the course removed. shipping and aviation industries. of the year. The Swedish Transport Administra- The Swedish Transport Administra- The Swedish Transport tion is involved in the updating of the tion participates in and has established a Administration’s regions have been EU regulation TSI PRM, which affects secretariat for the continuation of work involved in dialogues and activities with measures at stations for people with re- with the Stockholm-Palermo goods cor- the regional public transport authorities duced mobility. The Swedish Transport ridor. The goods corridors will provide regarding the design of the first-genera- Administration is also involved in other specially reserved train routes, a mutual tion traffic provision programme. national and international standardisa- contact point for information and app- There is also collaboration with the tion work. lications for train routes, common prio- Swedish Civil Contingencies Agency ritisation rules and punctuality goals regarding traffic safety for the elderly. Goods transport with continuous monitoring. Each goods The Swedish Transport Administration The Swedish Transport Administration corridor will also produce a joint plan for is also involved in several networks for participates in the country’s six regional implementation which will incorporate the elderly. goods transport councils. The councils investments, amongst other things. The Swedish Transport Administra- are politically independent and work tion has collaborated with the Swedish to develop and strengthen intermodal TRAFFIC SAFETY Transport Agency and the Swedish collaboration. There are currently six Railway Maritime Administration regarding goods transport councils throughout The number of rail fatalities shows no the government commission for the the country: Skåne/Blekinge, Småland, reduction, viewed over a ten-year period. implementation of its disability policies Östra Mellansverige, Norrbotten and During 2012 the Swedish Transport and the three interim goals which the Västerbotten, Mittsverige and Östergöt- Administration started work with the agencies share. land. The Swedish Transport Adminis- production of new indicators intended to Interim goal 1 deals with interchange tration participates in KNEG - Climate describe the condition of the infrastruc- points within the nationally prioritised Neutral Freight Transportation. This is ture. The indicators refer to factors such public transport network, and that they a collaboration between players in the as safety at level crossings, maintenance should, to a larger extent, be capable of transport sector and other industries, work on tracks that are in use and the being used by people with disabilities. the community and research and inno- number of people run over by trains. In order to achieve interim goal 2, vation. KNEG’s goal is that emissions The running over of people who are not collaboration has been initiated in a from typical Swedish goods road trans- authorised to enter track areas account

42 The Swedish Transport Administration’s Activities More efficient use of the transport system

for the majority of fatal rail traffic ac- cidents. The majority of these accidents are suicides. A review of accidents in recent years indicates that the majority of accidents in which people have been run over by trains occur in a relatively limited proportion of the infrastructure. An inventory has been taken of over sixty of these sections and stations, and there are concrete proposals for measures to improve safety, including, for example, the erection of fences. In the county of Skåne the Swedish Transport Administration is collabora- ting with the police, the emergency ser- vices, SOS Alarm and rail operators, so at 2020. Within this work, the measure The Swedish Transport Administra- that if there are people in the vicinity of areas that are considered to have the tion has also produced an agreement the track, this is immediately reported to greatest influence on goal levels, so on a common direction for the financial the Swedish Transport Administration’s called, indicators, have been pointed year 2012, on behalf of the Group for traffic management who then stop the out. Current interim goals require the National Collaboration - Roads (GNC appropriate trains or order them to number of fatalities to be halved and Road). The overhaul of the traffic safety run at a reduced speed. The project has a reduction in the number of serious goals, which was conducted during 2012 resulted in the arrest of several people. casualties by 25 per cent between 2007 in collaboration with the members of The Swedish Transport Administra- and 2020. The EU has also adopted GNC Road, clearly indicates that the tion in also involved in the European a goal of halving the total number of focus of traffic safety work must be research project RESTRAIL, which road traffic fatalities and reducing the altered in order to improve the safety of aims to find efficient way of preventing number of very serious injuries by 40 vulnerable road users. Work, therefore, unauthorised access to and suicide on per cent between 2010 and 2020. In commenced, in 2012, in order to produce railway tracks. 2012, the Swedish Transport Adminis- a mutual planning structure for safer Safety information that is specifically tration assembled national operators cycling. The work was initially aimed at directed at children and adolescents into an analysis group with the task of gathering information so that the neces- can be found on the Swedish Transport reviewing both the interim goals and sary strategies and measures could be Administration’s website. The Swedish indicators for their traffic safety work. highlighted. Transport Administration has continued The analysis indicates that the goals can Speed its involvement with the production of be made more stringent, in accordance Conducting nationally representative the new, harmonised EU regulations for with the new EU goal. At the request of measurements of vehicle speeds requires rail traffic safety. the Ministry of Enterprise, Energy and a great deal of resources. The most Communications, the Swedish Trans- recent measurements were conducted Road traffic port Administration has subsequently in 2004. In 2012, the Swedish Transport The basis for collaboration for increased produced an assessment of the impact of Administration conducted one of the road traffic safety is primarily the work the measures that must be taken in order three measurement procedures planned with management objectives targeted for the goal to be achieved. for the period up until 2020. The measu-

DIAGRAM 22 DIAGRAM 23 Percentage of trac driving within speed limits on the Percentage of trac driving within speed limits on the state-owned road network 1996−2004 and 2012, and the state-owned road network 1996−2004 and 2012, and the development required up to 2020, per cent development required up to 2020, per cent Percentage of new private cars sold with the highest safety rating according to Euro NCAP Percentage within the speed limit Necessary development Necessary development

100 100 90 90 80 80 70 70 60 60 50 50 40 40 30 30 20 20 10 10 0 0 1996 2000 2004 2008 2012 2016 2020 2003 2005 2007 2009 2011 2013 2015 2017 2019 43 The Swedish Transport Administration’s Activities More efficient use of the transport system

rements conducted in 2012 indicate the curement process started during the year. are aimed at ”Safe vehicles in collabo- percentage of traffic driving within the In 2012 the Swedish Transport Admi- ration with the automotive industry”. applicable speed limits on national roads nistration has also collaborated on speed The work has primarily been involved was 46 per cent. This is an improvement limit compliance for heavy traffic, where with the effects associated with vehicles of 3 per cent since 2004. The goal is for operators such as the Swedish Associa- whose fronts are pedestrian-friendly, 80 per cent of traffic to drive within the tion of Road Transport Companies, the and with winter tyres. applicable speed limits by 2020. The National Police Board and the Swedish The Swedish Transport Adminis- percentage that adhere to the applica- Transport Workers Union are involved. tration, in collaboration with other ble speed limits is not in line with the We have also continued to support Folk- stakeholders, has further developed its desired progression. One explanation for sam, the Swedish Abstaining Motorists’ common motorcycle and moped strategy this is the comprehensive reductions in Association (MHF) and Salus Ansvar in from 2010. The strategy has now been speed limits that the Swedish Trans- their project on intelligent speed adapta- developed and adapted based on new port Administration conducted over the tion systems (ISA). EU objectives, new knowledge and the course of this period. The Swedish Transport Administra- measures implemented by the parties The Swedish Transport Administra- tion is also planning the national and concerned. An increased number of tion also conducts simpler measure- international traffic safety week for bet- motorcycles with anti-lock brakes, and ments that only show changes in speeds. ter speed adaptation, together with the increased usage of helmets amongst mo- Since 2005, the measurements have Police and other interested parties. ped riders are important measures that shown that the trend is toward lower Safe vehicles have been highlighted. speeds, but during 2012, this reduction The first cars to receive the highest safe- Seat belts has levelled out somewhat. ty rating, five stars, in Euro NCAP, were The use of seat belts in private cars has The review of speeds on the state- tested and were released onto the mar- increased, compared with 2011. Out of owned road network has continued, ket in 2001. For 2020, the goal is that 100 all drivers, 98 (97) per cent use their even if this has scope of this is somewhat per cent will achieve this rating. In 2012, seat belt. The figure for front-seat pas- less than in previous years. Work to 82 per cent of new cars received the hig- sengers in 98 (96) per cent. This level is introduce the new speed limits in the hest safety rating. The progression curve somewhat above the required develop- municipalities has also continued th- is above that which is required if the 100 ment level. roughout 2012. The Swedish Transport per cent goal is to be achieved by 2020. The Swedish Transport Administra- Administration feels that the munici- See section 23 on page 43. tion collaborates with other interested palities have introduced the new speed In 2012 the Swedish Transport Admi- parties to hasten developments in vehic- limits to a significantly lesser degree nistration participated in Euro NCAP’s le safety. In 2012, the percentage of cars within urban areas in 2012, compared work to produce test protocols for speed with ’seat belt reminders’ increased to with 2011. adaptation support systems (ISA). This 60 (48) per cent. In 2020 it is estimated The National Police Board and the has led to Euro NCAP assessing and ma- that nearly 100 per cent of all cars will be Swedish Transport Administration king a judgement on the ISA system in equipped with seat belt reminders. jointly own and operate a system for 2013. The Swedish Transport Adminis- Together with the Police and other automatic traffic safety control (ARSC). tration has been working in order to get stakeholders, the Swedish Transport The system comprises approximately Euro NCAP to begin assessing automatic Administration is planning the national 1,100 fixed and 15 mobile stations for braking systems, which will be introdu- and international traffic safety week for automatic speed measurement (came- ced during 2014. Over the course of the increased seat belt usage. ras). At the end of 2011, the agreement year, the Swedish Transport Adminis- Alcohol with the current suppliers of the ARSC tration has also been conducting its own The percentage of sober drivers has stations ceased. Consequently, a new pro- research and innovation activities which increased from 99.71 per cent in 2007

DIAGRAM 24 DIAGRAM 25 Seat belt usage in the front seats of private cars Sober drivers, based on data from police checks 1996−2012, and the development required up to 2020, 2007−2012, and the development required up to 2020, per cent per cent

Seat belt usage in the front seats of private cars Development required Sober tra c Development required

100 100,0

90 99,8

80 99,6

70 99,4

60 99,2

50 99,0 1996 2000 2004 2008 2012 2016 2020 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 44 The Swedish Transport Administration’s Activities More efficient use of the transport system

DIAGRAM 26 four areas, in order to reduce the trans- Cyclists observed wearing cycle helmets 1996−2012, and the development required up to 2020, per cent port sector’s climatic impact:

Cycle helmet usage Deveopment required if new laws • attractive and accessible town Development required with same laws for reduced car-dependency 80 • energy efficient goods transport 70 chains 60 50 • energy efficient infrastructure 40 maintenance 30 • technology developments for more 20 energy efficient vehicles, shipping 10 and aircraft with durable energy 0 provision. 1996 2000 2004 2008 2012 2016 2020

Parallel measures lead to a reduction of to 99.78 (99.75) per cent in 2012. This Environment and health the transport sector’s total energy con- downward trend in drink-driving is in Climate and energy sumption, which means that renewable line with the development that is neces- One of the major challenges facing energy lasts longer. sary if the goal is to be achieved. society is its ability to adapt to a future Investments in the rail system made The Swedish Transport Administra- where energy resources will be limi- the greatest contribution to the Swedish tion is working together with industry ted and insecure and where there will Transport Administration’s goal for to develop new smart technology that be high demands for reduced levels of energy efficiency and reduced carbon will prevent drink-driving. SMADIT greenhouse gas emissions. One of the dioxide emissions in 2012, and these (Cooperation against alcohol and drugs Swedish Transport Administration’s investments were dominated by the ope- in traffic) is operated by the Police, Swe- major challenges is the creation of an ning of the Bothnia Line in its entirety. dish Customs, the Swedish Coast Guard, energy efficient transport system which In total, investments in the railway sys- the social services and those involved in contributes towards achievement of the tem have contributed to a reduction in the care of addicts. transport policy goals and the environ- energy consumption of 270.9 GWh, and Don’t drink & drive is a source of mental quality goal ”Restricting climate transfers from road to rail traffic have information directed at adolescents. impact”. brought about a reduction in carbon The Swedish Transport Administra- The Swedish Transport Administra- dioxide emission of 82,317 tonnes. Out of tion supplies materials and methods tion is working on a parallel basis within these totals, the Bothnia Line accounts that other groups (primarily secondary schools and traffic schools) can use in their dialogue with young people. Together with the Police and other stakeholders, the Swedish Transport Administration is planning the national and international traffic safety weeks for sober drivers. Over the course of 2012, the Police conducted 2.3 (2.5) million preliminary breathalyser tests. Cycle helmets In 2012, the observed rate of cycle hel- met usage was 33 (32) per cent. The diagram also shows how cycle helmet usage needs to change between 2007 and 2020 in order for the target level of 70 per cent (with new helmet laws that would apply to everyone) or 35 per cent (with the current helmet laws - which only apply to children) to be achieved. This means that an annual in- crease of 7.6 or 2.0 per cent, respectively, is required. Cycle helmet usage has been judged not to have increased sufficiently in recent years to suggest that the target figure of 70 per cent will be achievable by 2020.

45 The Swedish Transport Administration’s Activities More efficient use of the transport system

for 248 GWh and 75,000 tonnes of car- Road investments often lead to increased tion has, in collaboration with the Swe- bon dioxide. traffic volumes and speeds, and in 2012 dish Transport Agency, and in consulta- The Swedish Transport Administr- this increased energy consumption by 17 tion with the Swedish Association of ation’s measures within operation and GWh and carbon dioxide emissions by Local Authorities and Regions and other maintenance have contributed to a 5,100 tonnes. The methods that describe agencies and organisations which are reduction in energy consumption of 46 the increase in traffic as a result of road concerned, drawn up a strategy and ac- GWH and a reduction in carbon dioxide investments do not take long-term ef- tion plan to both increase the number of emissions of 3,100 tonnes. Examples of fects into consideration, such as changes journeys made by bicycle and make cyc- this are the more efficient handling of in the localisation of businesses and ling safer. The potential to swap the car mass resulting from the manufacture housing. The traffic increase and, there- for a bike on short journeys is huge, since and distribution of paving masses, and fore, the increase in emissions, cannot every other car journey made within the more efficient use of electricity. be underestimated. To moderate some medium-sized Swedish municipalities is Furthermore, the measures taken by the of these effects, the Swedish Transport less than five kilometres. It takes about Swedish Transport Administration in Administration is working with mobility 15 minutes to cycle five kilometres, and the construction phase have resulted in management, in order to minimise car if more people are persuaded to cycle to reductions of carbon dioxide emissions usage. work, this means 30 minutes of cycling totalling 39,000 tonnes during 2012. each day. Medical studies show that The Swedish Transport Administration Better health as a result thirty minutes of moderate exercise a collaborates with industry and public of physical activity couple of times a week halves the risk organisations to promote better choice The city should be an attractive place that a middle-aged person will suffer of vehicles, fuel and mode of transport, in which to live and work, and to visit, from cardiovascular diseases. What’s in addition to changing logistic arrange- at the same time as the cities continue more, if we can affect a switch from the ments, increasing compliance with speed to expand. The design of the cities and car to public transport, this can help limits and promoting energy efficient dri- their transport systems, combined with us reach our goal of doubling public ving. The measures have brought about housing structures and localisation transport. a reduction of 31,900 tonnes in carbon patterns are crucial for the creation of dioxide emissions and 59 GWh of energy sustainable and attractive towns. The Noise and vibrations (collaboration with industry) and a reduc- infrastructure must be accessible and Rail and road traffic is the most common tion of 27,900 tonnes of carbon dioxide robust so that people can move around source of noise pollution affecting people and 67 GWh of energy (collaboration with in an environmentally sustainable man- in Sweden. Around two million people public organisations). The introduction ner, through being able to choose public are thought to be exposed to traffic noise of energy efficient driving in driving tests transport and cycling instead of cars for that exceeds the guideline value of 55 has reduced carbon dioxide emissions by short journeys. Increased levels of phy- dBA equivalent sound level outside of over 19,000 tonnes and energy consump- sical activity lead to better health and at their place of residence. Increased vo- tion by 62 GWh. The use of studded tyres the same time reduce the impact on the lumes of traffic, an influx of people into has decreased this year, which means climate, improve air quality and reduce towns and the construction of homes a reduction of 1,400 tonnes of carbon noise in the town. nearer to the sources of the noise mean dioxide and 5 GWh. The Swedish Transport Administra- that more people are being subjected to excessive noise. Noise and vibrations from traffic are a contributory factor to ill health. The noise issue has been on the political agenda a great deal, throughout the year. For example, the issue has attracted the attention of the media and politicians, who have described it as an obstacle to increasing the density of housing. At the same time, several scientific investiga- tion suggest that freedom from noise and vibrations is important to health and well-being. To successfully negotiate the noise issue, cooperation between the autho- rities and municipalities needs to be strengthened. The Swedish Transport Administration, the Swedish Associa- tion of Local Authorities and Regions, the Swedish Environmental Protection

46 The Swedish Transport Administration’s Activities More efficient use of the transport system

Agency, the Swedish National Board of mented alongside the railway at Furet the construction industry, the Swedish Housing, Building and Planning and the in Halmstad, and the effects of these Transport Administration has a great National Board of Health and Welfare measures will be evaluated as a part of opportunity to influence and drive deve- have developed a joint manifesto with the RIVAS project. lopments, so that the construction pro- regards to noise. The project’s main ducts of the future are sustainable and action plan presents the main message Air quality part of a toxin-free and resource efficient that noise is a social problem and that The transport system, primarily road cycle. The Swedish Transport Adminis- authorities and municipalities are now traffic, has a negative effect on air qua- tration participates in BASTA’s deve- increasingly working together to tackle lity. Traffic-related air pollution causes lopment council (The building sector’s this issue. over 2,000 deaths and the loss of 35,000 phasing out of hazardous substances). The Swedish Transport Administra- healthy years of life every year. The development council creates the tion has collaborated with the Swedish In order to reduce the negative effect conditions for targeted, coordinated and Environmental Protection Agency in that transport has on health and the efficient work aimed at the phasing out order to help produce joint guidelines, environment, the Swedish Transport of hazardous substances within the con- primarily on noise and vibrations from Administration is taking part in a num- struction sector. In addition to chemical road and rail traffic, but also on defini- ber of coordinating groups and networks products, materials and other goods are tions and on noise from air traffic and concerned with air quality and environ- also covered. Nanotechnology creates industry. mental quality standards. The Swedish new opportunities and benefits for socie- Over the course of the year, the Transport Administration is aiding the ty, at the same time as knowledge regar- Swedish Transport Administration work of the Swedish Environmental Pro- ding how mankind and the environment completed its noise mapping for major tection Agency in following-up on the are affected is lacking. During the year, roads, railways and airports, in accor- environmental quality goal Fresh Air. the Swedish Transport Administration dance with the Environmental Noise The results show that the goal is difficult carried out an inventory of the use of na- Directive (2002/49/EC). The work has to achieve from a health point of view nomaterial in its operations. The Swedish been conducted in collaboration with and that the current situation is far from Transport Administration participates in the 13 most densely populated municipa- that which is desirable. the Swedish Chemicals Agency’s public lities in the country and was reported to Within the field of air quality, coope- sector collaboration on the responsible the Swedish Environmental Protection ration and the exchange of knowledge development and usage of nanomaterial Agency. is very important for the long-term and is part of a reference group that the The Swedish Transport Administra- achievement of the goal. The Swedish Government initiated in order to develop tion has been involved in the work with a Transport Administration and the a national action plan for safe usage and new piece of EU legislation for new cars, Swedish Meteorological and Hydrolo- handling of nanomaterial. lorries and buses, final negotiations for gical Institute (SMHI) have updated The Swedish Transport Adminis- which will be conducted in 2013. The the calculation system SIMAIR, which tration is involved in the production of results are of major significance both regions and municipalities can use for regulations for the environmental certi- for achieving noise objectives and for the calculation of air quality. fication of infrastructure in accordance the automotive industry. The Swedish The Swedish Transport Administra- with the international EPD system. En- Transport Administration’s estimations tion works both regionally and locally vironmental certification can be used for indicate that there are major socio-eco- with measures in line with established communicating environmental perfor- nomic benefits to be found in reducing programmes in a number of counties and mance to travellers, transport purchasers noise at the source, compared with other municipalities. This applies, for example, and decision-makers, but also in internal protective measures undertaken within to operations and maintenance, traffic efforts to improve governance measures the community. direction, infrastructure and mobility and in the reporting and follow-up of There is a major lack of knowledge, management. objectives. both in respect of the scope of distur- Regulation is a tool which can be bances caused by vibrations from traffic, used to improve air quality. The Swedish Landscape and with regards to the spreading of Transport Administration is partici- A well-preserved landscape is functio- such noise and the technical options pating in the European Commission’s nal and valuable in a number of ways that exist to take appropriate measures. effort to develop regulations for the ex- that are essential for our health and The Swedish Transport Administration haust emissions of light vehicles, heavy well-being. It is also the prerequisite for is one of 25 parties participating in the vehicles and machinery. The Govern- sustainable development in general, and EU research project RIVAS - Railway ment will help to raise the requirements encompasses, aside from its value from a Induced Vibration Abatement Solutions; and improve air quality. purely scientific point of view, social and the Swedish Transport Administration cultural sustainability as well. will contribute to and benefit from the Materials and chemical products Accidents involving wildlife cause development of knowledge in this area. The use of materials and chemical major problems on roads and on the rail- Over the course of 2012, measures to products is increasing throughout way. Several million animals are killed dampen vibrations have been imple- society. As a significant player within in traffic every year and this entails ma-

47 The Swedish Transport Administration’s Activities Maintenance

jor costs to society. Accidents involving nance of good water quality and physical channels of contact for those applying wildlife are also an ecological problem water habitats is invaluable to society; for road direction signs, to set up other for certain species. The Swedish Trans- this may take the form of clean drinking road signs, for transport exemptions and port Administration is a member of water or aquatic ecosystems that are other traffic matters. It should be easy to Nationella Viltolycksrådet (The National sustainable in the long term. Water is get in touch with the Swedish Transport Wildlife Accidents Council), which also an important technical prerequisite Administration and we should provide includes fifteen or more other agencies for the construction and operation of a good level of service and information. and organisations. Work throughout infrastructure. Our online application forms are well- 2012 has been directed at meeting new As much as is possible, the Swedish established and the percentage using legislative requirements regarding the Transport Administration plans its them is increasing. We are constantly tracking and finding of wildlife that has operations so that pollution of surface working to improve our application pro- been injured by rail traffic. The Council or groundwater is avoided. In addition cedures. Our online application forms has also started a project to prevent such to this, work is continuously in progress have been developed in English so that accidents. to ensure the quality of water, both in foreign businesses are able to apply for In 2012, the Swedish Transport bodies of water that are important for transport exemptions; an online applica- Administration has been involved in the the provision of drinking water, and in tion form has also been developed (com- implementation of the European Lands- aquatic areas of great natural value. In ments requested) for municipal users. cape Convention, under the leadership of order to increase its adaptation of the Online application forms, invoices and the Swedish National Heritage Board. landscape, and to avoid the unnecessary decision via e-mail, digital archiving and The Swedish Transport Adminis- use of barriers, self-service options have modernised tration has, during 2012, focused on The Swedish Transport Administra- our exercising of authority and made it describing the impact and effects that tion is working on measures to remove more efficient; they have also cut proces- the road and rail systems can have on obstacles that restrict the movement of sing times considerably. the landscape, and the measures that are aquatic animals. A new, results-oriented system of required to rectify or minimise nega- The infrastructure that is built and working has been introduced within the tive consequences. The coordination of managed must be robust and of such traffic environment units. In cases con- landscape issues has been improved, as dimensions that damage to the surroun- cerned with road signposting, junctions has the combined knowledge regar- ding environment does not occur as a and warning signs, the average proces- ding the landscape’s various values and result of altered water levels and flows, sing times fell by 40 per cent from seven functions. especially taking climatic changes into to four weeks, and the percentage of ca- Following the Director-General’s consideration. ses that were processed within six weeks initiative, the Swedish Transport Water management is based on the increased from 50 to 80 per cent. The Administration’s Council for Town environmental quality goals that are percentage of people who are satisfied and Landscape, Form and Design has linked to water, such as ”Flourishing with the processing of their applications been founded. The Council consists of lakes and water courses” and ”Good for signposts has increased from 60 per independent experts from various fields, quality groundwater”, as well as the cent in 2011 to 72 per cent in 2012. As including landscape architecture, town EU’s framework directive for water and far as processing times are concerned, planning and ecology. The Council’s role the action plan established for environ- customer satisfaction has increased from is to provide the Swedish Transport Ad- mental quality standards. The Swedish 41 per cent to 67 per cent. ministration with guidance and advice Transport Administration’s actions The exercising of authority has, with in complex planning and design issues. are governed by the action plans and the development of a focused client orga- In a ceremony held on 20 January 2012 we collaborate with other designated nisation, meant that requirements and the Swedish Transport Administration’s authorities within Swedish water mana- advice are to be incorporated into the prize for architecture was awarded to gement. Collaboration also occurs with procurement documents. New regula- Bollnäs travel centre. The competition’s other parties, such as universities, water tions regarding roadworks are construc- theme was ”coordination”. preservation associations and water ted completely around this functional councils. role. Water Water is a fundamental prerequisite for Official decisions for a more efficient Driving Tests all life. It provides many ecosystem ser- use of the transport system In 2011, a new computer system for the vices and the achievement and mainte- Work is in progress to simplify the booking of tests, resource planning and revenue reporting was put into opera- tion. In conjunction with this, the Swe- Table 19. dish Transport Agency also launched Driving tests and theory tests, average waiting time across the whole country a new version of its system for driving 2008 2009 2010 2011 2012 theory tests. Problems with the driving Weather average driving test waiting time, number of days 14 13 7 11 13 theory test system, Provit, and other The severe rainfall which affected 9 8 5 6 15 IT communication with the Transport average theory test waiting time, number of days 48 The Swedish Transport Administration’s Activities Maintenance

Agency have continued during 2012. From 1 September 2012, new fees apply for tests. The previous increases were made back in 2008. The average waiting time for driving tests improved somewhat during 2012. Waiting times vary across the country. As in previous years, the waiting times increased during the summer months. The average waiting time for a driving test was 12.9 days - an increase of 2.3 days compared with 2011. The average waiting time for theory tests was 5.3 days - an increase of 0.4 days compared with 2011. At the end of 2012, the average queue time for driving tests was 23.4 (16.5) days. Resources have been strengthened through the addition of newly qualified inspectors, but, at the same time, staff levels have fallen due to retirements and other departures. The customers are still satisfied with driving tests system, as a whole; the tenance must be conducted continually vel of performance and function reliably, customer satisfaction index is 68 (69). and worn or broken sections must be maintenance and reinvestments must be Demand for driving tests has in- replaced. Maintenance is required due to continuous and extensive. The technical creased by 3.5 per cent, compared with the infrastructure being affected by cli- condition of roads changes, primarily last year. For theory tests, the demand matic factors, by wear and tear and due through wear and tear caused by traffic increased by 6.7 per cent during the year. to the deformities caused by traffic. intensity and climate. Heavy vehicles The number of driving tests and theory In our analysis and management of are responsible for the majority of road tests conducted was 266,000 (258,000) maintenance, we make a distinction break-up (deformities), whilst private and 329,000 (307,000) respectively. between preventative and remedial cars are responsible for the majority of Of the total number of driving tests, maintenance. The most fundamental wear and tear to paving. Furthermore, 58 (58) per cent were taken by men and step in ensuring that traffic operates the degree of break-up of the road 42 (42) per cent by women, whilst 60 (61) with a high degree of punctuality is that construction is climate-dependent - the per cent of the theory tests were taken preventative maintenance is carried presence of water and the number of by men and 40 (39) per cent by women. out so that disruptions are avoided. periods when the road is frozen, or when The difference between men and women Remedial maintenance basically consists frost is thawing are important factors. is less if only driving test and theory of repairs or replacement of damaged or The need for maintenance varies in dif- tests for private cars (authorisation cate- worn components, and this must often ferent parts of the road network due to gory B) are included in the calculation. be conducted at short notice and adapted the variations in these factors. The percentage of theory tests passed to the traffic situation. was 48 (51) per cent for men and 56 (58) As much of the maintenance as pos- FACTORS THAT AFFECT OUR per cent for women. The percentage of sible should be preventative, and this OPERATIONS driving tests passed was 55 (55) per cent should be conducted in a well-thought- Weather for men and 55 (55) per cent for women. out manner, before the system becomes The severe rainfall which affected defective and functionality becomes mainly southern Sweden, but also Maintenance impaired. This presupposes a high Dalarna in the beginning of July, caused The rail network is currently under degree of knowledge about the condition extensive damage to our public roads, strain. The volume of traffic has in- of the infrastructure and about the time private roads and to the rail network. In creased in recent years and the trains after which the quality of the infrastruc- the worst affected areas in north-east being driven are heavier, wider and ture will no longer be acceptable. Over Småland, up to 110 mm of rain fell in a longer, and this directly effects mainte- the course of 2012, a detailed analysis very short time. Several roads and a sec- nance requirements. As a result of the of the maintenance and reinvestment tion of track were closed, but after just increased traffic volume, the tracks are requirements of the rail system has been over a week they were all open again, also less accessible for work, and this conducted, in order to provide us with a although some had only been provisio- makes maintenance more expensive. description of our future maintenance nally repaired. A great deal of restora- For the rail infrastructure to retain needs. tion work remains, as well as adjust- its performance and work reliably, main- For the road network to retain its le- ments to embankments, paving work and

49 The Swedish Transport Administration’s Activities Maintenance

the replacement of damaged ducts. We hicle traffic means faster wear and tear costs, journey time and comfort. still do not know what long-term effects and, therefore, a greater impact on the Roughness is measured both longi- the huge volume of water will have on need for measures. tudinally and laterally. Longitudinal the roads and track sections. The cost of roughness is described through an the damage caused by the flooding was Condition of the infrastructure index, the IRI (International Roughness estimated at SEK 38 million. A decisive factor with regards to the Index). A new road has an IRI value of The winter weather during the first need for maintenance and reinvest- approximately 1; a higher value indica- six months of the year was relatively ments measures is the condition of tes increased roughness. On roads with favourable, but in December there were the infrastructure. The scope and high IRI values, the driver will normally several snowstorms where SMHI issued prioritisation of the Swedish Transport need to reduce his speed, which affects class 2 warnings. Worst hit was the Administration’s maintenance of road the journey time. For roads where the east coast and, above all, the Stock- and rail infrastructure also has con- speed limit is in excess of 80 km/h, an holm region, during the first week of sequences for the development of the IRI value of under 4 is not expected to December. Up to 50 cm of snow fell in technical condition which, in turn, af- affect the journey time. Another type of one day, together with strong winds. fects our ability to achieve our goals for roughness is ’rutting’, which affects the The southern coast of Norrland was the delivery qualities. transverse condition of the road. Ruts also severely affected by the same low During the year we have continued to are caused by heavy traffic deforming pressure system. This caused a number study the condition of the road and rail the road’s surface and by studded tyres of problems on both the road and the rail infrastructure. In short, our conclusion wearing down the surface layer. networks. Following this, Skåne and Ble- is that the condition of both have wor- The depth of the ruts is less relevant kinge were affected by snow and strong sened during 2012 due to an increased on smaller, narrower roads and for this winds. The snowstorms continued up maintenance backlog. reason, developments are now only the east coast and gave rise to, so called, reported for roads with an average an- snow cannons. Approximately 50 cm Road nual daily traffic (ADT) volume of 2,000 of snow fell in some locations and this Smooth road surfaces are important vehicles or more. affected both the road and rail networks, to road users. The road surface is also, Diagrams 27 and 28 illustrate the causing delays, abandoned vehicles and normally, the part of the road where development of road conditions, both in cancelled trains. wear and tear (breakdown) is most ob- terms of IRI and rut depth over the past vious. This is due to factors such as the ten years for the various different types Traffic volume traffic loading, the impact of the climate of roads. The volume of passenger traffic on the and age. For many years, the condition The proportion of road length with rail network has increased somewhat, of road surfaces has been monitored an IRI greater than 4 mm has decreased whilst goods traffic has decreased. On through systematic annual measure- somewhat for metropolitan roads and is the road network, traffic volume re- ments. Approximately 50 per cent of unchanged for other road types. mained largely unchanged from 2011 to the paved road network is measured The proportion of road length with 2012. Increased traffic on the roads and annually. Heavily trafficked roads are rut depths greater than 15 mm and with railways means an increased mainte- measured every year and less used roads, an average annual daily traffic (ADT) nance requirement. The requirement for less frequently. During the measurement volume of over 2,000 vehicles increased measures resulting from more traffic on process, data is recorded regarding a noticeably from the middle of the 2000s the roads has changed relatively little, number of the road surface’s properties, up to 2009 for metropolitan roads, other compared to the railways. This scenario including whether there are any rough main roads and commuter routes. applies primarily to private cars. On the patches. The factors that are most nega- In 2012, the percentage has decreased other hand, increased heavy goods ve- tively affected by roughness are vehicle for metropolitan roads and other main

DIAGRAM 27 DIAGRAM 28 Proportion of road length with an International Roughness Proportion of road length with an ADT of over 2,000 Index (IRI) greater than 4 mm/m, per cent vehicles and a rut depth in excess of 15 mm, per cent 2003 2004 2005 2006 2007 2008 2009 2003 2004 2005 2006 2007 2008 2009

2010 2011 2012 2010 2011 2012

25 9 8 20 7 6 15 5 4 10 3

5 2 1 0 0 Metropolitan roads Other Commuter routes Other roads Lightly tra cked Metropolitan roads Other Commuter routes Other roads main roads important to industry main roads important to industry 50 The Swedish Transport Administration’s Activities Maintenance

roads, which is due to a conscious invest- DIAGRAM 29 Required replacements per year, points, number ment being made in these roads in the form Backlog timing Timing for replacement 5 year average Current of capacity-increasing measures. For com- 400 muter roads and other roads important to 350 industry, the percentage has increased. One 300 reason for the increase during the second 250 half of the 2000s is the expansion of separa- 200 ted roads. Rut depth increases considerably 150 quicker on these roads than on other types. 100 50 Another reason is the general increase in 0 traffic volumes. 1971 1977 1983 1995 1992 2013 2031 1974 1986 1989 1998 2016 2019 2061 1980 2001 2010 2037 2055 2025 2052 2022 2067 2058 2028 2034 2043 2007 2070 2046 2049 2064 2004 2040

Railway In the analyses of maintenance and re- DIAGRAM 30 investment requirements that have been Required replacements per year, track, km conducted for a number of major technical Backlog timing Annual requirement 5 year average Current areas within the rail sector, a division of the infrastructure by age forms the basis for an 500 estimation of the future needs for mainte- 400 nance and reinvestments. The division is 300 also a measurement of the condition of the 200 infrastructure as the reinvestment backlog can also be shown. Diagrams 29, 30 and 31 100 illustrate the future annual reinvestment 0 195 2 199 7 205 1 201 5 201 2 202 1 201 8 199 4

requirement for tracks, points and contact 203 3 205 7 207 2 207 5 202 7 203 6 206 3 203 9 204 5 205 4 202 4 204 2 206 6 206 9 203 0 200 3 204 8 206 0 200 6 200 9 200 0 wires. Both a theoretical annual require- ment and a rolling five-year average are shown. The requirement that existed before DIAGRAM 31 2012 in the diagram is the backlog that still Required replacements per year, contact wires, km exists. To reduce the backlog, the rate of re- Backlog timing Annual requirement 5 year average Current investment must be greater than the annual 1000 900 requirement for many years to come. 800 The total number of reported faults per 700 600 kilometre of track was relatively stable 500 between 2007 and 2009 for all track types, 400 300 but increased in 2010, primarily due to a 200 hard winter. In 2011 and 2012 the number of 100 faults decreased, apart from on tracks with 0 1991 2011 1993 1997 1995 2013 2031 2017 2015 2051 2021 1999 2019 2041 2001 2033 2037 2035 2023 2027 2025 2039 2029 2043 2047 2045 2003 2007 2005 2049 little traffic, where faults increased during 2009 2012.

51 The Swedish Transport Administration’s Activities Maintenance

The number of faults per track kilometre and C faults and faults that could lead to decreasing technical lifetime of the is highest within metropolitan areas. derailment. track. This applies for those parts of the For the major coherent stretches, the If remedial measures are not taken track superstructure and track founda- increasing trend has been broken and when C level faults are exceeded, in tions that can be linked to the track bed. the number of faults is lower than in time, faults that could cause derailments A poor track bed can lead to high stress previous years, apart form 2007. will occur. levels on the track’s superstructure and To measure the deterioration of a The trend shows that the number of foundations. In 2012, work has commen- track, faults that are measured with routes with new C faults has increased ced on the identification of the reason for recording coaches and which have by the substantial increase in the number exceeded the, so called, C fault limit • 21 per cent between of C faults. for the track bed are used. Track beds 2009 and 2010 are measured in terms of the number • 83 per cent between MEASURES CARRIED OUT of deviations they have from the ideal 2010 and 2011 Road and they are compared to that which • 27 per cent between Maintenance of paved roads is often the is thought to provide a good journey 2011 and 2012. regulating element used to compensate length with good passenger comfort and for high winter road maintenance costs. sufficient time margins, from a safety The major increase in the number of C Maintenance costs for 2012 lay at the point of view. Deviations are divided up faults can possibly be linked to a reduc- same level as for 2008. In the years in into various tolerance intervals: A, B, tion in preventative maintenance and a between, the costs have been lower,

DIAGRAM 32 DIAGRAM 33 Number of reported faults per kilometre of track Number of new C faults per track type and year

2007 2008 2009 2010 2011 2012 2009 2010 2011 2012

12

10

8

6

4

2

0 Major city Major routes Other important routes Less trac Little or no trac Major city Major routes Other important Less trac Little or routes no trac 52 The Swedish Transport Administration’s Activitiest Maintenance

which can be largely explained by the Table 20 Operational volume for measures carried out - road maintenance, SEK millions facts that the winters of 2010 and 2011 2010 2011 2012 were more extreme. The condition of the roads - expressed in the form of IRI Maintenance (longitudinal roughness) and rut depth Paved roads 2 731 2 548 2 940 (transverse) - is, at the same time, largely Gravel roads 338 290 322 unchanged over the last five-year period. Bridges 621 646 759 As far as the change in condition Tunnels 67 132 106 between 2011 and 2012 is concerned, a Traffic information equipment 52 144 204 minor improvement is noted in terms Other road equipment 665 707 766 of rut depth, whilst the trend regarding Other road facilities 331 409 403 the number of roads with longitudinal Winter services 2 144 1 759 1 822 roughness is unchanged. A normal out- Other maintenance 94 15 14 come for winter services has, together Total for maintenance measures 7 042 6 649 7 336 with the special measures we took ahead of 2012, meant that the number Research and innovation 79 94 54 of total stoppages on the road network decreased considerably. Basic operating measures Paved roads Roads in major cities and other main Staff costs 383 385 367 roads have been prioritised during 2012. Consultancy costs 320 455 325 A total of 27.5 million m² have been pa- Measurement services, project management 51 17 100 and consultant assignments ved during the year, which corresponds Other costs 467 132 165 to approximately 4.9 per cent of the Total for basic operating measures 1 221 989 957 total paved road network. The price of bitumen is of major significance to the cost of maintaining the road network, Total operational volume, road maintenance 8 342 7 732 8 348 and since 2009, the price of bitumen has risen by approximately 26.4 per cent. This affects a great number of mainte- Financing nance measures. Appropriation Bridges and tunnels - 1:1 Item 16.3 Operation and maintenance 8 153 7 606 8 173

Expenses incurred for road bridges do Grant income 12 2 2 not meet the need. The heavily trafficked Income from fees and compensation 178 123 173 parts of the road network have been Total financing 8 342 7 732 8 348 prioritised, which, as far as bridges are The operational volume for 2010 is not entirely comparable with subsequent years. See commentary alongside Table 15, concerned, means that remedial mea- operational volume. sures have been taken for 12 bridges, so that they satisfy bearing class 1. On the • Approximately 50 new cameras other hand, measures to ensure accessi- was carried out. This measure is linked have been set up throughout the bility and safety on the lightly trafficked to increasing the safety of the transpor- country, primarily around the sections of the road network have been tation of hazardous goods. major cities. implemented. Traffic information equipment • 15 ARSC measurement stations Many of the bridge repairs con- Several measures have been conduc- have been put into operation. cern the large number of bridges that ted with the aim of reducing energy • 24 ARSC measurement stations were built in the 1960s, and they will consumption; this includes the replace- have been installed but not put also continue to require a great deal of ment of electrical fittings, LED lighting into operation. attention in the future. During 2012, ap- and control systems. This has led to an • The replacement of the traffic proximately 450 maintenance contracts energy saving of 3.7 GWh. Lighting has information notice boards in the have been carried out on road bridges. also been replaced in the Årsta Tunnel, Malmö region has been com- A major piece of maintenance work on the Lundby Tunnel and on the Öland pleted; this has led to improved the Stallbacka Bridge in Trollhättan Bridge. traffic management and an effec- tive traffic information channel. has been in progress since 2010 and was The ATK III project (new speed completed in the spring. cameras) is ongoing and this involves the • In the metropolitan areas of In the Gnistäng Tunnel in Gothen- replacement of the existing ATK (ARSC) Gothenburg and Stockholm, the road network has been equipped burg, sprinkler systems were installed system (1,000 locations). with two new traffic information during the summer, at the same time as The following measures have been signs and input data/cameras on some reinforcements and drainage work carried out over the course of 2012: other routes.

53 The Swedish Transport Administration’s Activities Maintenance

Table 21 • A large number of new cameras Operational volume for measures carried out - rail maintenance, SEK millions have been erected, in order to

2010 2011 2012 increase capacity. For example, 37 new mobile cameras have Maintenance been set up between Hallunda Track 587 741 951 and Moraberg and on a number Points 146 212 216 of movable bridges. Bridges 7 15 8 Winter services Tunnels 0 5 30 Winter services are continually being Drainage infrastructure 30 79 67 developed and improved. A number of Contact wires 24 40 23 road stretches have been reclassified Other electrical infrastructure 96 134 125 where anti-skid measures need to be Signal controls 23 23 17 improved. Critical stretches have been Other signal and telecommunications infrastructure 102 113 135 identified and extra resources allocated. Winter services 388 314 331 Third party checks of winter road condi- Damage repairs 232 197 213 tions started this year. Procured in working order 804 906 1 225

Other maintenance 355 398 371 Railway Total for maintenance measures 2 793 3 177 3 712 Track accessibility for maintenance purposes is a general problem, especially Reinvestments within parts of the network where traf- Tracks 854 588 1 131 fic is heavy. Planned work is scheduled, Track switches 142 192 150 naturally, for nights and weekends, but Bridges 280 213 154 when unplanned remedial work is neces- Tunnels 10 14 2 sary, the problem becomes extremely Drainage infrastructure 209 151 17 clear. Contact wires 162 45 268 Such work has major consequences Other electrical infrastructure 196 139 181 for traffic since there are no margins in Signal controls 20 37 17 the distribution of capacity. The costs Other signal and telecommunications infrastructure 58 45 20 for maintenance are, thus, also affected Other reinvestments 240 181 105 by accessibility. The reinvestments that

Total for reinvestment measures 2 170 1 605 2 044 can be continually carried out on closed tracks have a lower cost per unit, but

Total for maintenance and reinvestment measures 4 963 4 782 5 756 they are, in certain cases, impossible to carry out as it is so difficult to stop the

Property and station management 189 198 226 traffic.

Research and innovation 41 96 85 There is a clear trend that the pre-

- ventative maintenance is decreasing in

Basic operating measures favour of remedial maintenance. The

Staff costs 464 404 312 consequences of this are that the lifes-

Consultancy costs 188 181 120 pan reduces, which leads to an increased

Measurement services, project management and 2 4 27 risk for a greater number of faults and consultant assignments, contracts disruptions. The long-term consequen- Other costs 272 245 322 ces will be that speeds will need to be Total for basic operating measures 926 835 781 reduced or tracks closed in order to maintain safety. Total operational volume, road maintenance 6 120 5 910 6 848 The Swedish Transport Administration’s investments in the

Financing various measures are described in the

Appropriations Results section.

- 1:2 Item 10.2 Operations, maintenance and traffic management 4 943 4 867 5 423 Tracks

Loans 270 170 433 The rate at which track is replaced

Grant income 5 4 1 has, for a long time, been slow. During

Income from fees and compensation 901 869 992 2012, 76 kilometres of track have been

Total financing 6 120 5 910 6 848 replaced and 13 kilometres of rail have

The operational volume for 2010 is not entirely comparable with subsequent years. See commentary alongside Table 15, been modified, which is more than the operational volume. previous year. Track replacements are carried out in order to maintain the functioning of the track, and so that re-

54 The Swedish Transport Administration’s Activities Maintenance

Table 22 Measures and deliveries for rail maintenance, SEK millions

Deliveries - track type

Measures Major city Major routes Other important Less traffic Little or no traffic Not divided up Total for mainte- routes by track type nance measures

Track 211 953 464 222 59 174 2 083

Points 143 145 61 11 2 4 366

Bridges 103 - 39 13 1 6 162

Tunnels 2 2 27 - - - 32

Drainage infrastructure 16 26 27 12 1 2 84

Contact wires 4 50 230 2 1 4 291

Other electrical infrastructure 18 38 53 18 0 179 306

Signal controls 7 17 5 2 0 2 34

Other signal and telecommunications 34 39 33 17 4 27 155 infrastructure

Winter services 119 77 54 26 9 46 331

Damage repairs 28 57 77 35 7 10 213

Procured in working order 306 359 324 127 22 87 1 225

Other maintenance 134 66 125 32 32 85 474

Total deliveries, railway maintenance 2012 1 125 1 830 1 521 516 139 625 5 756

Total deliveries, railway maintenance 2011 1 308 1 638 832 503 127 372 4 782

Total deliveries, railway maintenance 2010 1 150 1 641 1 152 475 174 372 4 963

ductions in speed, which result in lower maintenance and reinvestment require- year, including several on the Southern capacity, are avoided ments which was conducted in 2012. Main Line. Track switches The measures were conducted prima- During 2012, tree protection measures The rate at which track switches are rily to replace the older contact wiring were undertaken for approximately replaced has, for a long time, been low. that had reached the end of its technical 350 km of railway, and measures for a During 2012, 17 track switches have been lifetime. The measures make the in- further 350 km were started during the replaced and 27 have been exchanged frastructure more robust and reliable. year. So far, 350 km of railway have been for used switches or moved within their The low rate of replacement, to- protected. Over the coming three-year operational location. gether with an increased percentage of period (2013-2015) we plan to conduct Bridges infrastructure which has exceeded its tree protection measures for a further A few maintenance and reinvestment technical lifetime, affects robustness 1,000 km of railway. In total, we are measures for bridges have been conduc- and punctuality. A number of contact planning measures that will cover 5,000 ted during 2012. The largest mainte- wiring failures have occurred during the km of railway. nance measure for 2012 is the ongoing repairs being made to the old Årsta Bridge in Stockholm. Tunnels During 2012, measures taken in respect of tunnels have mostly consisted of emergency remedial work. The major planned measures were the reinforce- ment work on the Borås Line, where a number of rock cutting operations were also conducted to correct the results of rock falls. Contact wires During 2012, contact wiring projects were conducted in several locations. The work was primarily conducted in southern and western Sweden and covered roughly 150 kilometres, which equates to approximately 10 per cent of the estimated backlog. This requirement was identified in a detailed analysis of

55 The Swedish Transport Administration’s Activities Traffic management, traffic information and other operations

Signal controls Table 23 Operational volume and deliveries for traffic management, traffic information and other operations, SEK millions The measures taken during 2012 have 2010 2011 2012 largely consisted of emergency remedial work. The most costly reinvestments Deliveries have been the replacement of signal Traffic information to private citizens and industry controls in Rosersberg and Fagersta. Road 24 27 38 Conversions to opto cables have been Rail 74 127 150 conducted in certain locations, in order Total: Traffic information to private citizens and industry 97 153 188 to reduce disruptions that can affect Monitored and controlled road and rail traffic accessibility. Road 191 136 134

Traffic information equipment Rail 515 686 837

Stations in Småland and Bohuslän and Total: Monitored and controlled road and rail traffic 706 821 971

those used for the Kungsbackapendeln Monitored and controlled road and rail infrastructure and other operations

commuter service have been equipped Road 622 783 765 with new and supplementary traffic Rail 66 72 82 information signs, loudspeakers and Total: Monitored and controlled road and rail infrastructure and other operations1 688 855 848 clocks. In addition to this, over 20 sta- Electrical and telecommunications infrastructure tions where there has previously been Road 121 197 183 a lack of traffic information equipment, have been allocated new equipment. Rail 400 378 362 Winter services Total: Electrical and telecommunications infrastructure 521 575 546 The Swedish Transport Administration’s control over its contractors has impro- Total operational volume for traffic management, traffic information and 2 013 2 405 2 552 other operations ved as it can now request the redistri- Financing bution of resources, when the winter Appropriations weather demands this, and agreements have been made with rail operators - 1:1 Item 16.3 Operations and maintenance 944 1 110 1 087 regarding the coordination of snow clea- - 1:2 Item 10.2 Operations, maintenance and traffic management 1 074 1 239 1 416

rance efforts at several freight depots. Loans

Extra machinery have been procured to Grants 10 10

be used in extreme weather and a new Incomes from fees and other incomes -5 46 39 winter compensation model has been Total financing 2 013 2 405 2 552 developed. This is being introduced gra- The operational volume for 2010 is not entirely comparable with subsequent years. See commentary alongside Table 15, dually into new maintenance contracts. operational volume. Points heating and a large number of switches have been inspected, and snow and 2012. This means that it is difficult train’s on-board personnel put on yellow protectors have been placed. to draw any conclusions with regards vests and inform travellers out in the sta- to the cost changes that have occurred tions. The service has been well received Traffic management, between these years. by train-users. There is a clear upward trend in the traffic information and TRAFFIC INFORMATION TO PRIVATE level of satisfaction of train users with other operations CITIZENS AND INDUSTRY the traffic information provided. The The aim of the traffic management and Over the course of the year, many sta- percentage who are satisfied or very information operations is that the trans- tions have been equipped with automa- satisfied with the information provided port system must be safe, reliable and ted loudspeaker announcements and in the event of a disruption has increased accessible. In this section we describe new traffic information signs, loudspea- this year from 38 to 45 per cent. This is the measures within all the activities kers and clocks, in order to provide a a positive development, but also shows that the Swedish Transport Adminis- good level of traffic information. that there is a great deal of work still to tration has conducted throughout the We have been working on the impro- be done before customer satisfaction year within traffic management, traffic vement of such information throughout reaches an acceptable level. Customer information and other operations . The the year. For example, we have develo- satisfaction for information regarding organisational restructuring that took ped a mobile version of the service ’Lä- road traffic is somewhat higher, accor- place in 2011, when what had been ’Traf- get i trafiken’ (Traffic Information). To ding to our measurements. fic’ was divided up into the business provide travellers with general informa- areas ’Maintenance’ and ’Traffic Mana- tion when there are disruptions, we have MONITORED AND CONTROLLED gement’, has meant that costs have been established the ’yellow vest’ service, ROAD AND RAIL TRAFFIC divided up differently within the in collaboration with rail operators. In Traffic management monitors road and various deliveries made between 2010 the event of a major traffic incident, the rail traffic in Sweden. Over the course of

56 The Swedish Transport Administration’s Activities Traffic management, traffic information and other operations

the year we have introduced a new way of working and reduced the number of operational rail management locations. The national management function has been strengthened. Together with our increased focus on traffic in the met- ropolitan areas, this will improve our traffic management and make it more efficient. We have also started to collocate the traffic management centres for road and rail, so that we can coordinate the operational traffic management for both modes of transport. During the spring we conducted a major investigation of the conditions required for modern train traffic management. This investigation indicated that a transition from the three rail traffic management system locations: Gothenburg and Gävle. management region. The ambition is to currently in use to a single, national rail The change is to be completed in May that each unit shall have the capacity to traffic management system would be 2013 and is important for reinforcing our monitor a larger and more complex sec- beneficial and present various opportu- capacity to deal with disruptions to the tion so that accessibility for traffic can be nities. Furthermore, the study examined electrical system. The aim of having two guaranteed. There will be less disrup- the preconditions for the continuation centres is so that we will have a better tion and the infrastructure will be safer. of transition to remote train dispatch overall view of our power supply and The scale of ferry traffic has remai- for those tracks and stations that are to reduce the number of staff working ned largely unchanged, compared with not currently controlled from a remote alone. previous years. As with previous years, location. We expect the results of such a Infrastructure monitoring will there have been very few unplanned transition to be increased capacity and located in four units - one for each traffic cancellations to cause disruptions for punctuality, increased robustness to operational disruptions and improved traffic information. Furthermore, the Table 24 Operational volume for rebuilding and new constructions per measure category, in SEK millions , based on current prices transition facilitates a common national working practice and greater efficiency Measure categories 2010 2011 2012 within traffic management. Motorway 4 917 4 899 3 681 As far as roads are concerned, a Dual carriageways etc. 3 350 3 621 4 342 common, national system has existed Pedestrian and cycle paths 252 220 301 for several years. Over the course of the Double-track or multiple track 5 844 6 549 6 597 year, work has continued to introduce Power supply 375 369 326 and common working practice and to Accessibility adaptations of stations 191 86 169 link a number of installations in western Other capacity measures - rail 5 412 4 424 2 700

Sweden to the national system. Other 4 408 5 106 6 393

Total operational volume for rebuilding and new 24 749 25 274 24 509 MONITORED AND CONTROLLED construction measures ROAD AND RAIL INFRASTRUCTURE

AND OTHER OPERATIONS Financing

The purpose of monitored and control- Appropriations led road and rail infrastructure and - 1:1 Item 16.1 Investments in the national plan 5 518 5 615 6 656 other operations is to maintain safe and - 1:1 Item 16.2 Investments in the regional plan 1 756 1 580 1 644 efficient traffic and to minimise delays - 1:1 Item 16.5 Bearing capacity, frost proofing and 1 319 1 235 1 503 and queues. reconstruction The Swedish Transport Adminis- - 1:2 Item 10.1 Investments in the national plan 7 369 5 655 5 914 tration has established new working -1:10 Item 5 EU grants, TEN 530 490 212 practices and has started to establish a -1:11 Item 6 Congestions charges in Stockholm 212 239 550 completely new electrical power mana- Loan 6 169 6 656 3 498 gement operation. The electrical power Grants 427 1 184 2 311 management operations for rail are to Income from fees and other forms of income 1 450 2 621 2 221 be concentrated down from eight to two Total financing 24 749 25 274 24 509

57 The Swedish Transport Administration’s Activities Rebuilding and new construction measures

favourable. No new public routes have the ERTMS system which, in 2012, was In this chapter we describe those parts been introduced introduced during the put into operation on the Ådalen Line, of the plan that have been implemented year. the Västerdal Line and southern parts over the course of 2012. The total ope- During the year we have installed a of the Bothnia Line. Work is currently rational volume for investments in 2012 large number of traffic safety cameras in progress to improve the MobiSIR was SEK 24,509 million. It is primarily for controlling speeds on the roads. system’s robustness and to deal with its the major project implementations that Our aim is to raise capacity and sa- compatibility with the new public mo- we describe here. In addition to these, fety by replacing cameras and extending bile telephone systems using 3G and 4G a large number of smaller investments the system. For example, 37 new mobile technology, through strengthening the were carried out that make a considera- cameras have been set up between Hal- MobiSIR system’s radio coverage. ble contribution to the achievement of lunda and Moraberg, and on several the Swedish Transport Administration’s movable bridges. Rebuilding and new goals. Over the course of the year, the Swe- Table 24 contains investments for dish Transport Administration procured construction measures both roads and rail in both the national ongoing operations and maintenance on The Swedish Transport Administration and regional plans. It can be seen from 11 bridges, divided between two contrac- is responsible for implementation of both the table that the operational volume tors. We have executed a construction the national plan and the county plans is higher in 2012 than in 2011 for the contract comprising major electrical for regional transport infrastructure. following measure categories: dual car- and mechanical work on three bridges This is achieved by the Government, via riageways, pedestrian and cycle paths, over the Göta Canal for several different letters of appropriation, annually alloca- double-track or multiple tracks and modes of transport. ting funding to the Swedish Transport accessibility adaptations to stations. Administration for the implementation of However, the operational volume for ELECTRICITY AND the plans. The present plan period covers motorways, power supply and other rail TELECOMMUNICATIONS 2010-2012. The activities conducted are capacity measures decreased in 2012, MobiSIR is the Swedish Transport followed up to ensure they comply with compared with 2011. The major reduc- Administration’s GSM system for traffic the plans. The price level used in the tion for the measure category ’other rail management communication within the plans is that of June 2009 and, therefore, capacity measures’ is due, amongst other rail system. It is an integrated part of several of the tables use this price level. things to the operational volume being

Table 25 Follow-up of the measure areas within the national plan, SEK millions. Price level 2009

Specified investments Baring capacity & frost Trimming and improved effi- Environmental Total proofing ciency for growth and climate investments

Volume up to and including 2012, 43 877 3 475 5 780 660 53 791 SEK millions price level 2009

Total plan 2010–2021 1) 121 055 14 800 21 851 4 805 162 511

Proportion of the plan up to and 39,5 25,0 8,1 15,2 33,3 including 2012 according to plan (per cent)

Proportion of the plan up to and 36,2 23,5 26,5 13,7 33,1 including 2012 according to plan (per cent)

1) Excluding RDD (research, development and demonstration) and interest and repayments of loans and costs for Other investments in increased efficiency of the transport system (previously sector activity).

Table 26 Deliveries for rebuilding and new construction measures, current price level, SEK millions

National plan & regional Metropolitan areas Other main roads Commuter and service roads Other roads designated Other state-owned roads plan - road objects including public transport important for industry

2010 2011 2012 2010 2011 2012 2010 2011 2012 2010 2011 2012 2010 2011 2012

- specified objects in the 0 0 370 2 382 1 237 9 416 1 835 0 0 0 0 0 0 0 national plan

- specified objects in the regional plan 0 1 777 0 0 0 0 475 212 0 0 371 0 0 0 0

National plan - track Tracks in major city Tracks which create larger Tracks for other important Tracks with less traffic Tracks with little or no object continuous stretches freight or passenger traffic traffic

2010 2011 2012 2010 2011 2012 2010 2011 2012 2010 2011 2012 2010 2011 2012

- specified objects in the 8 060 1 083 10 343 303 2 281 3 217 19 111 0 8 697 144 0 0 0 0 240 national plan

58 The Swedish Transport Administration’s Activities Rebuilding and new construction measures

adapted to the national plan for the transport system, both in 2011 and 2012.

FOLLOW-UP OF THE NATIONAL PLAN

The National Plan encompasses the fol- lowing investments areas: • specified investments • measures associated with trim- ming, increasing efficiency and environmental measures • funds for investments in the bearing capacity of roads.

In total, investments to a value of SEK 53,791 million (June 2009 price levels) have been made during 2010-2012 (net) within these improved efficiency for growth and climate Environmental investments three investment areas. The National Plan specifies SEK 54,041 million for specified measures for 2010, 2011 and 2012 accumulated, and SEK 162,511 million for the entire plan period, 2010-2021. This means that the Swedish Trans- Major investments currently in The Stockholm Bypass is a section of port Administration has had an accu- progress road just over 21 km long which extends mulated consumption for 2010, 2011 and Investments are in all stages of imple- the E4, west of Stockholm. Just over 18 2012 that corresponds to approximately mentation, from pilot studies to produc- km of the road will go through a tunnel. 100 per cent of the plan cost for the tion, for a large number of projects The road links the north and the south scope of the areas stated. The different across the whole country, from Kiruna of the county, relieves the load from areas follow the plan for the years 2010 in the north to Trelleborg in the south. Essingeleden and the city centre and and 2011 fairly well, apart from the trim- The Swedish Transport Administration reduces the vulnerability of Stockholm’s ming and increased efficiency for growth prioritises its projects in accordance traffic system. Preparatory work started and climate measure areas, where the with the national plan. Over the course in the late summer and is being conduc- outcome is considerably higher than the of 2012 we have established 60 work ted within the framework for existing plan level. This is due, amongst other plans and 10 rail plans. Of these, 21 plans permits. The revised work plans were things, to the fact that the measures have been appealed to the Government. submitted in the beginning of November within this area had already been star- The progress of the major investment for confirmation. The travel habits of ted when the plan period commenced, projects during 2012 is reported below. Stockholm residents has been mapped and to an extent which exceeded the The description is concluded with a out so that it is possible to get an idea level in the plan. table that illustrated the forecast for the of current traffic flows. The mapping is Below is a table of the specified projects in question in relation to the na- part of an investigation to develop mea- objects in the national plan and the re- tional plan for the transport system. The sures that will make travelling easier gional plans that were opened for traffic June 2006 price level is used, so that the during the period when construction during 2010-2012. The table show how forecasts are comparable with the actual and infrastructure work is in progress. they are distributed between the dif- values in the plan. The Mälaren Line Project will ex- ferent types of roads and bridges. The City Line is a 6 km long commu- pand the railway line from Tomteboda Several major measures were com- ter train tunnel under central Stock- and north-west to Kallhäll from two pleted in 2012. Rebuilding and new holm, with two new stations, City and tracks to four, over a distance of ap- constructions are concentrated in the Odenplan and a 1.4 km long railway proximately 20 kilometres. The expansio metropolitan areas and rail lines and bridge at Årsta. With the introduc- will enable more frequent trains, better roads that are important for goods tion of the City Line, capacity will be punctuality and shorter journey times and passenger traffic. In 2012, the line doubled and the trains can run more as commuter trains will run separately between Nykroppa and Kristinehamn frequently and more punctually. The from other train traffic. The railway plan was electrified. The line was classified rate of progress on the tunnels is good for the outer section, Barkarby-Kallhäll, as one with ’little or no traffic’, based on and the blasting work is complete many came into force at the end of May 2012. the situation before the investment was more areas. Approximately 87 per cent of Following a decision in the Land and made. blasting is now complete. Environmental Court in November 2012,

59 The Swedish Transport Administration’s Activities Rebuilding and new construction measures

Jarfälla Municipality’s detailed develop- for construction here, with 6,000 flats, tion of the old railway is more or less ment plan has entered into legal force. 33,000 employees and a new university complete. Ground work for the new Adaptations are in progress in Tomtebo- hospital at Karolinska. The measures freight depot commenced in the autumn. da so that the full effect of the capacity planned provide additional capacity and Connection is planned for the end of increases resulting from the City Line better traffic flow, which reduced the June 2013. project can be benefited from. risk of queues and congestion in Norra Bana Väg Motala–Mjölby covers 28 Norra länken (northern link) is a tun- länken. The schedule is tight as it is to kilometres of new or partially new 2+1 nel linking the European road network be synchronised with the completion of road and 26 kilometres of double-track with the Stockholm port Värtahamnen. Norra länken. Furthermore, the project between Motala and Mjölby. Once the It will reduce traffic and lead to a better complies with the interests of those who project is completed, both accessibility inner city environment. Work is progres- wish to exploit the surrounding land and and safety will be improved. The double- sing more or less according to plan. The with the construction activities that the track rail section is now open to traffic. six underground intersections have been City of Stockholm is carrying out in the The remaining work for 2013 is primari- given their own specific character by area. ly restoration work, as well as demolition various artists. This characterisation E18 Hjulsta–Kista is a 9 kilometre of the old railway bridges in Motala and makes identification and orientation long motorway with six flyover jun- archaeological investigations at Motala easier. As a result of this, traffic safety ctions. With the new motorway and ström. The first section of the new Na- and security for road-users is improved the new street for local traffic there tional Road 50 has been opened to traf- without reducing the drivers’ attention will be fewer accidents, accessibility fic. Out of a total of 28 kilometres, a 10.5 to their driving. At the beginning of to Järvafältet and other locations will kilometre stretch between Mjölby and October, the final inspections were car- improve, noise levels will be reduced and Skänninge is open to traffic. In August, ried out for the concrete tunnels that run the preconditions for regional develop- an important milestone was reached in under Roslagsvägen, with good results. ment will be created. At the beginning the construction of the elevated bridge The final inspection was conducted two of November, the Hjulsta intersection over Motalaviken. The U-shaped steel months earlier than planned. opened to traffic. In 2013, the next major sections, which since October 2011 have E4/E20 Tomteboda–Haga South is change will be the re-routing of traffic gradually been extending out from the the place where Essingeleden, Kla- onto the new E18 and its new sections northern and southern shores, finally rastrandsleden, Norra länken and the via the intersections at Rinkeby, Ärvinge met. Bridge building over Motalaviken motorway to Uppsala meet. This is one and Kista at the E4. will continue until the summer of 2013. of Sweden’s most heavily trafficked sec- The new railway bypassing Kiruna The Hallandsås Project consists of tions of road and, furthermore, an enti- was opened to traffic in August 2012, two 8.7 kilometre long, parallel railway rely new district, Hagastaden, is planned two months ahead of schedule. Demoli- tunnels through Hallandsås. The tunnel

Table 27 Forecast for larger investment objects compared with total cost incl. co-financing in the National Plan for the Transport System 2010-2021 (unless otherwise stated). Price level June 2009

Project Road Construction Opens for traffic Total cost according Forecast Forecast/Plan Outcome up to Rail begins to plan incl. co- 31/12/20 and including financing Price level 12 price level 2009 31/12/2012 2009 (SEK millions) (SEK millions) Current price (SEK millions)

The City Line Rail 2009 2017 18 405 18 451 100% 11 221

Prel. Stockholm Bypass Road Prel. 2013 27 669 27 669 100% 979 2020 – 2022

Tomteboda–Kallhäll, increased capacity 2011 2016 and Rail 10 709 10 709 100% 741 (Mälaren Line) (Outer part) after 2021

E20 Norra länken Road 2006 2015 11 925 9 490 80% 8 666

E4 Tomteboda–Haga south (Norra station)1 Road 2010 2018 753 653 87% 259

E18 Hjulsta–Kista Road 2009 2015 3 960 3 555 90% 2 601

The Kiruna project Rail 2009 2012 2 002 1 002 50% 1 221

Banaväg Road 2010 2013 1 655 1 600 97% 1 274

Motala–Mjölby Rail 2006 2012 2 321 2 446 105% 2 502

Restarted Hallandsås Rail 2015 10 827 11 404 105% 9 394 2003 (1992)

E4 Sundsvall Road 2011 2015 4 094 4 094 100% 2 388

Ådalsbanan Rail 2004 2012 6 957 7 178 103% 7 375

Road 6 052 5 848 97% 6 078 Bana väg West 2004 2012 Rail 7 117 7 352 103% 7 499

Total 114 446 111 451 97% 62 198

1. For the E4 Tomteboda-Haga South (Norra station) object, only the State’s costs are included in the account, as the State’s share is such a small part of the total cost of the object.

60 The Swedish Transport Administration’s Activities Rebuilding and new construction measures

increases the capacity over Halland- The excavation and blasting work for the Swedish Road Administration (both of sås from 4 trains an hour to 24, which old motorway is largely complete. Work which have now been incorporated into means twice the amount of goods can with the new bridge for Skönsbergsvä- the Swedish Transport Administra- be transported. Tunnelling progress gen is in progress. Work with the new tion), including agreed revisions and the has been very good during 2011 and traffic interchange at Skönsmon is also corresponding county plans. The final 2012 with nearly 3,900 metres of tunnel in progress. cost of the objects after completion is completed. Approximately 91 per cent of followed up and compared against the the tunnels is now complete. When the Follow-up of specified objects in the costs detailed in the plan that applied ’Be Inspired Awards’ were decided in national and regional plans that have when construction started. Value for the the middle of November, the Hallandsås opened for traffic during 2012 public finances is followed-up through project won the ’Innovation in Rail and Objects in the plan that are larger than the plan’s net present value (NPV) being Transit’ category. SEK 50 million are specified and accoun- compared with a net present value cal- E4 Sundsvall is an expansion of a ted for in terms of cost and time. culated on the final cost of the object. 20 kilometre long road section of the Follow-up of infrastructure costs and Contract index and net price index E4 between Myre and Skönsberg. The effects have been conducted for objects – different analytical approaches In the project will lead to improved road safety that are included in long-term plans and follow-up of the objects, we have used and accessibility and better environ- that have opened for traffic in 2012 (table an index for road and rail investments ment conditions throughout Sundsvall. 28). The plans in which the objects are based on contract index (E 84) As a The bridge over the Bay of Sundsvall specified are the National Plan for the comparison, the net price index (NPI) is the largest bridge project commen- Transport System 2010-2021 and the is also reported. The cost for all objects ced in Europe in the 2000s and it is long-term plans for 2004-2015 of the increases by approximately 41 per cent Sweden’s second longest road bridge. Swedish Rail Administration and the between plan cost and final cost when

61 The Swedish Transport Administration’s Activities Rebuilding and new construction measures

Table 28 Objects opened to traffic in 2012, SEK millions, price level June 2012

Object name Plan applicable at Follow-up using NPI Follow-ups using road or rail index based on E84 start of construction Final cost after completion (incl. Estimated total cost Final cost after Applicable plan cost at Estimated total cost at Final cost after completion Estimated NPV in Followed-up NPV production support and recal- at construction start completion (incl. construction start decision construction start decision (incl. production support the applicable plan at using road or rail culated using NPI) decision (incl. production production sup- (incl. production support (incl. production support and recalculated using road the start of construc- index based on E84 support and recalculated port and recalcula- and recalculated using road and recalculated using road or rail index based on E84) tion using NPI) ted using NPI) or rail index based on E84) or rail index based on E84)

Railway

Sundsvall-Nyland, upgrading (Ådalen Line) NTP 2004-2015 4 126 6 931 7 700 5 734 8 097 8 636 No NPV in the Not possible to decision-making data monitor follow-up

Main line through Upper Norrland, increased capacity NTP 2004-2015 To be followed-up in 2013 To be followed-up in 2013

Iron Ore Line, other upgrading measures NTP 2010-2021 97 106 291 106 119 296 0,7 -0,4

Umeå new goods rail yard incl. rebuilding of passenger rail yard NTP 2004-2015 To be followed-up in 2013 To be followed-up in 2013

Västerhaninge-Nynäshamn, increased capacity NTP 2010-2021 815 989 900 892 1 072 966 No NPV in the Not possible to decision-making data monitor follow-up

Nynäsbanan, Nynäsgård passing station NTP 2010-2021 90 97 132 99 100 134 4,2 2,8

Förslöv-Ängelholm NTP 2004-2015 To be followed-up in 2013 To be followed-up in 2013

Kraftsamling Öresund NTP 2010-2021 266 - 527 292 - 549 No NPV in the Not possible to decision-making data monitor follow-up

Nykroppa Kristenehamn NTP 2010-2021 232 232 233 254 254 240 -0,1 -0,1

Motala-Mjölby, double-track (incl. travel centres in Motala and Skänninge) NTP 2004-2015 1 228 1 995 2 715 1 706 2 307 2 921 No NPV in the Not possible to decision-making data monitor follow-up

Passing tracks Blekinge Coast Line, east of Karlshamn (Ångsågsmossen) NTP 2010-2021 64 66 61 70 68 61 2,9 3,5

Trollhättan-Göteborg (Olskroken), double-track (incl. stations in the Göta River NTP 2004-2015 5 769 6 265 8 028 8 018 7 868 8 694 -0,1 -0,2 valley (payments of state subsidies to stations to be completed later however))

Motorways

E6 Trelleborg–Vellinge MV 9.1 NTP 2004-2015 373 426 337 488 447 354 2,0 3,1

E22 Hörby North-Linderöd NTP 2010-2021 325 337 304 355 349 310 -0,1 0,1

E22 Hurva-Rolsberga NTP 2010-2021 329 332 247 359 348 252 0,1 0,6

E4 Södertälje-Stockholm (Hallunda) NTP 2010-2021 367 367 358 401 401 370 3,1 3,4

E6 Tanumshede-Lugnet NTP 2010-2021 784 748 748 856 807 789 No NPV in the Not possible to decision-making data monitor follow-up

E6 Skee-Värmlandsbro NTP 2010-2021 709 612 640 774 668 673 No NPV in the Not possible to decision-making data monitor follow-up

E45 Angeredsbron-Älvängen Följs upp mot reviderad 2 858 2 982 3 732 3 696 3 518 3 951 -0,1 -0,2 plan se Publ 2004:93C:

E45 Älvängen-Trollhättan Följs upp mot reviderad plan 2 384 2 499 2 612 3 083 2 949 2 673 -0,7 -0,7 se Publ 2004:93C:

Dual carriageways and multiple lane roads in urban areas

National Road 55 bypassing Katrineholm NTP 2010-2021 510 517 402 557 573 414 -0,5 -0,3

1)Objects to be followed up: Plan objects that opened for traffic during 2012: For 2012, the plan objects specified in the national or regional plan are analysed, together with those which were officially inaugurated or opened during 2012. Consequently, certain plan objects consist of several sections. A sub-section can sometimes be inaugurated before the entire plan object Cost accounting is not conducted until the entire plan object has been inaugurated. Follow-ups are not carried out for sub-sections of a plan object.

Plan objects that opened for traffic during 2007: For 2007, plan objects with a construction cost of > SEK 50 million and which are specified in the Swedish Rail Administration’s or the Swedish Road Administration’s 2007 Annual Reports.

Latest established plans at the construction start decision: This is based on revised costs and benefits in the most recently established long-term plans which included the plan object when the start decision was made. (within the same plan, various different objects have made different levels of progress in the ongoing planning process. The accuracy of the forecast for objects in the same plan can vary between objects dependent on which stage of the planning process they are in. If objects are followed up according to the latest establis- hed long-term plan in which the plan object was included when the start decision was made, then the accuracy of the forecast is both better and more even.)

62 The Swedish Transport Administration’s Activities Rebuilding and new construction measures

Table 28 calculated using the net price index. The Objects opened to traffic in 2012, SEK millions, price level June 2012 equivalent change in cost when using Object name Plan applicable at Follow-up using NPI Follow-ups using road or rail index based on E84 start of construction the index for road and rail investments Final cost after completion (incl. Estimated total cost Final cost after Applicable plan cost at Estimated total cost at Final cost after completion Estimated NPV in Followed-up NPV production support and recal- at construction start completion (incl. construction start decision construction start decision (incl. production support the applicable plan at using road or rail in approximately 16 per cent. The cost culated using NPI) decision (incl. production production sup- (incl. production support (incl. production support and recalculated using road the start of construc- index based on E84 change itself may be due to work being support and recalculated port and recalcula- and recalculated using road and recalculated using road or rail index based on E84) tion using NPI) ted using NPI) or rail index based on E84) or rail index based on E84) added to or deducted from the objects due to a change in circumstances etc., Railway see the description of each object below. Sundsvall-Nyland, upgrading (Ådalen Line) NTP 2004-2015 4 126 6 931 7 700 5 734 8 097 8 636 No NPV in the Not possible to decision-making data monitor follow-up Price level recalculation with the

Main line through Upper Norrland, increased capacity NTP 2004-2015 To be followed-up in 2013 To be followed-up in 2013 road and rail index intends to reflect

Iron Ore Line, other upgrading measures NTP 2010-2021 97 106 291 106 119 296 0,7 -0,4 the cost developments in road and rail

Umeå new goods rail yard incl. rebuilding of passenger rail yard NTP 2004-2015 To be followed-up in 2013 To be followed-up in 2013 investments for the Swedish Transport Administration. This index is also used Västerhaninge-Nynäshamn, increased capacity NTP 2010-2021 815 989 900 892 1 072 966 No NPV in the Not possible to decision-making data monitor follow-up to conduct a relevant follow-up against

Nynäsbanan, Nynäsgård passing station NTP 2010-2021 90 97 132 99 100 134 4,2 2,8 plan costs and between the various pro-

Förslöv-Ängelholm NTP 2004-2015 To be followed-up in 2013 To be followed-up in 2013 jects, and for the development of rations

Kraftsamling Öresund NTP 2010-2021 266 - 527 292 - 549 No NPV in the Not possible to used in productivity development. decision-making data monitor follow-up Difference between the net price index and Nykroppa Kristenehamn NTP 2010-2021 232 232 233 254 254 240 -0,1 -0,1 the road and rail index Motala-Mjölby, double-track (incl. travel centres in Motala and Skänninge) NTP 2004-2015 1 228 1 995 2 715 1 706 2 307 2 921 No NPV in the Not possible to The net price index shows the average decision-making data monitor follow-up development of consumer prices for the Passing tracks Blekinge Coast Line, east of Karlshamn (Ångsågsmossen) NTP 2010-2021 64 66 61 70 68 61 2,9 3,5 entire private, domestic consumption Trollhättan-Göteborg (Olskroken), double-track (incl. stations in the Göta River NTP 2004-2015 5 769 6 265 8 028 8 018 7 868 8 694 -0,1 -0,2 - the prices that the consumers actu- valley (payments of state subsidies to stations to be completed later however)) ally pay. A large part of the consumer Motorways goods that go into the NPI ”basket” are E6 Trelleborg–Vellinge MV 9.1 NTP 2004-2015 373 426 337 488 447 354 2,0 3,1 produced overseas, and the prices of E22 Hörby North-Linderöd NTP 2010-2021 325 337 304 355 349 310 -0,1 0,1 these goods therefore reflect costs deve- E22 Hurva-Rolsberga NTP 2010-2021 329 332 247 359 348 252 0,1 0,6 lopments in the countries where these E4 Södertälje-Stockholm (Hallunda) NTP 2010-2021 367 367 358 401 401 370 3,1 3,4 goods are produced. The index for road E6 Tanumshede-Lugnet NTP 2010-2021 784 748 748 856 807 789 No NPV in the Not possible to the contractor index (E84) but has been decision-making data monitor follow-up specifically weighted based on the work E6 Skee-Värmlandsbro NTP 2010-2021 709 612 640 774 668 673 No NPV in the Not possible to decision-making data monitor follow-up elements and groups of materials that are specific to road and rail investments E45 Angeredsbron-Älvängen Följs upp mot reviderad 2 858 2 982 3 732 3 696 3 518 3 951 -0,1 -0,2 plan se Publ 2004:93C: respectively. This includes, for example,

E45 Älvängen-Trollhättan Följs upp mot reviderad plan 2 384 2 499 2 612 3 083 2 949 2 673 -0,7 -0,7 rock and stone materials, cement, steel, se Publ 2004:93C: salaries and machinery. Signal and Dual carriageways and multiple lane roads in urban areas telecommunication systems are specific National Road 55 bypassing Katrineholm NTP 2010-2021 510 517 402 557 573 414 -0,5 -0,3 to rail in the same way as asphalting is 1)Objects to be followed up: specific to roads. The follow-up of the Plan objects that opened for traffic during 2012: For 2012, the plan objects specified in the national or regional plan are analysed, together with those which were officially inaugurated or opened during 2012. construction costs for the 18 objects that Consequently, certain plan objects consist of several sections. A sub-section can sometimes be inaugurated before the entire plan object Cost accounting is not opened for traffic shows that 12 objects conducted until the entire plan object has been inaugurated. Follow-ups are not carried out for sub-sections of a plan object. are less expensive and that 6 objects are Plan objects that opened for traffic during 2007: more expensive, compared with For 2007, plan objects with a construction cost of > SEK 50 million and which are specified in the Swedish Rail Administration’s or the Swedish Road Administration’s 2007 Annual Reports. the plan cost. Recalculation of the net present value is based only on cost chan- Latest established plans at the construction start decision: This is based on revised costs and benefits in the most recently established long-term plans which included the plan object when the start decision was made. ges between the applicable plan at the (within the same plan, various different objects have made different levels of progress in the ongoing planning process. The accuracy of the forecast for objects in the same plan can vary between objects dependent on which stage of the planning process they are in. If objects are followed up according to the latest establis- start of construction and the final cost hed long-term plan in which the plan object was included when the start decision was made, then the accuracy of the forecast is both better and more even.) for the object in question. The results of the follow-up for those objects that opened to traffic in 2012 are commented upon below.

63 The Swedish Transport Administration’s Activities Rebuilding and new construction measures

Sundsvall–Nyland, upgrading (Ådalen the plan’s goods forecast, a 220 per cent Nynäsbanan, Nynäsgård passing station Line) increase in goods volume is currently ex- Passing loops at Nynäsgård are inten- The Ådalen Line is an important link pected. It is not possible to say whether ded to reinforce the capacity of the line, between the Bothnia Line and the East or not the planned benefits have been reduce disruptions, improve punctuality Coast Line, and the majority of pas- achieved. and, in the future, increase the level of senger and goods traffic from Upper Västerhaninge–Nynäshamn, increased traffic. In order to increase the capa- Norrland uses this route. In order to capacity city between Ösno bad Nynäshamn, be able to cope with these volumes of In order to increase capacity and im- a passing station is to be constructed traffic, standards needed to be improved prove punctuality on the Nynäsbanan, adjacent to the station at Nynäsgård. for the maintenance. The final cost has comprehensive double-track expansions Rebuilding means that the station increased by approximately 50 per cent, are required between Västerhaninge and will be designed with two tracks for which is due to extensive content chan- Nynäshamn. This object is just one stage commuter trains and two side platforms. ges, the introduction of new technology, of the required measure. The measure The final cost has increased by approx- a significantly longer implementation comprises expansion to double-track imately 36 per cent, compared with the time for the project and deficient rock between Västerganinge and Tungelsta. plan. The effects described in the plan quality. The net present value was asses- The plan object also encompasses a have been largely achieved. sed as very uncertain, even at planning previous stage involving platform exten- Kraftsamling Öresund stages. It is not possible to compare plan- sions and passing tracks. The final cost For the Kraftsamling Öresund project, ned effects with the final effects. has increased by approximately 8 per the goal was, together with the ope- Iron Ore Line, other upgrading measures cent, compared with the plan. This can rators, to reduce the number of delay In order to increase the capacity of the be primarily explained by the additional hours by 25 per cent by the end of 2010. Iron Ore Line, Abisko East has been work involved in the first stage when the The measures included: improving extended to allow three 750 metre longs platforms were extended. Since there switch maintenance, points heating, with the greatest permissible axle load were no socio-economic calculations replacing points, depot construction, to meet at the same time. The status of contained within the plan, it is not pos- rebuilding track, expanding pedestrian the market and new construction stan- sible to give a followed-up net present paths and lighting, increasing mainte- dards, amongst other things have led value. The effects are principally the nance and rebuilding, replacing rails to the final cost increasing by approx- same as those promised in the plan, at level crossings, passing stations and imately 180 per cent. Compared with however at a slightly higher cost. camera surveillance. The final cost has

64 The Swedish Transport Administration’s Activities Rebuilding and new construction measures

increased by approximately 88 per cent, compared with the plan. The net present value and effects were not quantified in the decision-making data and have not therefore been followed-up. Nykroppa–Kristinehamn, electrification The aim is to electrify the section of track between Kristinehamn and Nykroppa. The measures incorporates 40 km of single-track, bridge replace- ment, track replacement, adjustments to curves and their associated contact wires, poles and foundations. The finals cost has been reduced by 6 per cent, compared with the plan cost. The cost reduction has a positive effect on the net present value. Motala-Mjölby, double-track (incl. travel centres in Motala and Skänninge) Poor punctuality and insufficient capa- city, as well as a desire for commuter The average passenger volume for 2012 construction costs means that the net traffic between Åby and Motala were the is nearly double that which was forecast present value has increased substanti- justifications for the expansion of the for 2020. ally. existing railway. The project comprises Trollhättan–Gothenburg (Olskroken), The scope of the measures has double-tracks, the rebuilding of two double-track (incl. stations in the Göta decreased and therefore the potential depots and a travel centre. The final cost River valley) benefits have also decreased. It is dif- has increased by approximately 70 per The aim is to enable greater volumes ficult to judge whether the reduction in cent, compared with the plan. This is of goods and passenger traffic between benefits is balanced out by the reduction due to the scope of the project increa- Gothenburg and Trollhättan. Double- in cost without conducting a new cal- sing, to higher standards, to areas of sig- tracks and commuter train stations have culation for the measure carried out. nificant cultural and historical interest, been built. The measure is related to E22 Hörby North–Linderöd, motorway to difficult ground conditions and plans the remaining sections of the Nor- The rebuilding of a normal 9.5 kilometre which were appealed against. The most way/Vänern Line, triangular track in road into a motorway, primarily over an significant effects are that goods traffic Marieholm and the electrification of existing section of road, aims to improve can be increased on the stretch and that Gothenburg’s hamnbana (port line). The traffic safety and accessibility. The scope the journey time between Motala and final cost has increased by approxima- of the plan agrees well with the final Linköping can be reduced by 20 minutes. tely 8 per cent, compared with the plan. design. The final cost has increased by The journey time between Hallsberg and The cost increase is largely due to just over 13 per cent, compared with the Mjölby can be reduced by 10 minutes. the increased scope of the project, major plan. Reduced construction costs mean Passing loops Blekinge Coast Line, east of geotechnical challenges and appeals that the net present value has risen. The Karlshamn (Ångsågsmossen) against the plans, which made the benefits are expected to be in line with This measure is aimed at providing a project both more difficult and more the planned level. shorter journey time between Blekinge expensive. The cost increase in relation E22 Hurva–Rolsberga, motorway and Skåne/Denmark. Skånetrafiken’s to the plan, and the longer construction The rebuilding of an approximately Öresund trains (Öresundstågen) no period in relation to the decision-making 5 kilometre long normal road into a longer call at Höör or Eslöv. This shor- data, mean that the net present value of motorway, primarily over an existing tens the journey time by approximately the project has decreased. section of road, aims to improve traffic 7 minutes. In order to maintain this time E6 Trelleborg–Vellinge, motorway safety and accessibility. However, the saving, the train meeting points on the The rebuilding of 9 kilometres of mo- rebuild was approximately 1 km shorter. Blekinge Coast Line must be moved and torway aims to improve traffic safety The final cost has decreased by 30 per a new passing station is required. The and accessibility. The description of the cent, compared with the plan. A massive final cost has increased by just over 13 measure in the plan differs from the final reduction in construction costs means per cent, compared with the plan. The design as the rebuilt section was 4 km that the net present value has increased. effects meet or exceed those estimated shorter and the new stretch of County The benefits are over-estimated in both in the original calculations. The journey Road 511 was not implemented as part of the calculations and the cost accounting. time between Lund and Karlskrona was the project. The final cost has decreased It is uncertain whether the over-estima- actually shortened by 13 minutes, which by approximately 27 per cent, compared tion of the benefits is balanced out by the is 2 minutes more than was planned. with the plan. A massive reduction in reduction in the cost.

65 The Swedish Transport Administration’s Activities Rebuilding and new construction measures

E4 Södertälje–Stockholm (Hallunda), E6 Skee–Värmlandsbro, motorway occurred. The final costs have decreased widening of the motorway This object consists of a motorway by approximately 13 per cent, compared This stretch is heavily trafficked with with flyovers with a design speed of 110 with the planned costs. The reduction over 60,000 vehicles per day. The km/h in addition to approximately 1,800 in costs can be largely explained by the volume of traffic has previously led to metres of the Bohus Line railway, 500 efficient handling of contaminated soil problems in terms of accessibility, traffic metres of which consists of a tunnel th- and the beneficial effects of three plan disruptions and accidents. To overcome rough rock. The aim is to improve traffic objects being implemented within one these problems, a third lane has been safety and accessibility and to contribute project organisation. added. The measure also incorporates a to good environmental and positive National Road 55 bypassing Katrineholm traffic management system. A construc- regional development. The final costs National Road 55 previously passed th- tion cost of SEK 350 million, at June have decreased by approximately 13 per rough the centre of Katrineholm and the 2009 price levels, is stated in the plan, cent, compared with the planned costs. barrier effect of this thoroughfare was including co-financing from congestion Calculations for the cost/benefit to the considerable. The project encompasses charges amounting to SEK 180 million. public finances are lacking for the stage a new dual carriageway, approximately Implementation of the measure has, by in question, partly due to the change in 14 kilometres in length, which bypas- and large, gone according to plan. The the project’s scope and an alternative ses Katrineholm. The municipality of final cost has decreased by approxima- division of the stages. In the present Katrineholm has co-financed a junction tely 8 per cent, compared with the plan, situation, it is thought that the value has on the new stretch of road, alongside which means that the net present value increased somewhat as a result of the a logistics centre. The final cost has increases. cost reduction. The measure as a whole decreased by approximately 26 per cent, E6 Tanumshede–Lugnet, motorway is thought to be justified when non-pri- compared with the plan. The reduc- This object consists of a motorway with ced effects such as regional and labour tion in costs is due to the fact that the flyovers for the road sections Tanum– market growth are taken into account. road section was reduced alongside the Knäm and Knäm–Lugnet and a design E45 Angeredsbron–Älvängen, 4 lanes bridge sections, and that the production speed of 110 km/h. The aim is to improve This object consists of a four-lane dual phase was executed efficiently. There are traffic safety and accessibility on an carriageway that aims to improve traffic doubts as far as noise and barrier effects exposed stretch of road and to contri- safety and accessibility on an exposed and the anticipated redistribution of bute to good environmental and positive section of road. The final costs have the traffic are concerned. However, it is regional development. The final costs increased by approximately 7 per cent, thought that the effects promised in the have decreased by approximately 8 per compared with the planned costs. The plan have been achieved. cent, compared with the planned costs. increase in costs can be largely explai- Socio-economic calculations are lacking ned by the major geotechnical challen- Measure areas: Environment, and for the stage in question, partly due to ges concerning this section of road as Trimming and Increased Efficiency the change in the project’s scope and an well as the fact that the plans that were In the National Plan there are, in addi- alternative division of the stages. The appealed against, which made the pro- tion to the funds allocated for specified measure is also justified in view of its ject more difficult and more expensive. objects, funds for ’Environment, Trim- non-priced effects and with regards to E45 Älvängen–Trollhättan, 4 lanes ming and Increased Efficiency’. These the effect that it will have on the growth This object consists of a four-lane dual measure are generally extremely cost- of the region and the labour market. In carriageway with a design speed of 110 effective and provide a good level of goal the present situation, it is thought that km/h that aims to improve accessibility satisfaction. They are in much demand, profitability has increased as a result of and traffic safety on a road where a great both from private citizens and industry the cost reduction. number of accidents have previously alike. The measures often mean that the existing transport system can be used more efficiently and that negative envi- Table 29 Environmental investments to limit the environmental impact of the transport system ronmental impact is reduced. The tables that were conducted during 2010, 2011 and 2012 below provide examples of measures Examples of measures carried out within the Environ- that have been completed during 2012, 2010 2011 2012 mental Measures category 2011 and 2012. 2 027 Noise exposure measures along public roads, number The measure areas are divided up 4 002 2 324 of which 1 019 of persons targeted measures into two sub-groups:

1 080 Noise reduction measures along public railways, number Information 1 083 of which 195 of persons not available • measures limiting environmen- targeted measures tal impact Worn-out road environments where measures have been 6 5 5 taken using targeting environmental funds, number • measures for trimming and increasing the efficiency of the Measures taken in respect of barriers for animals, number 34 68 74 transport system for growth and climate. Restored avenues and cultural objects on the public 142 136 252 road network, number

66 The Swedish Transport Administration’s Activities Rebuilding and new construction measures

Measures that limit environmental impact Table 30 Trimming and increased efficiency measures that have been conducted during 2012, 2011 and 2012. Targeted physical environmental mea- 2010 2011 2012 sures to limit the environmental impact Roads where lane separation/central barriers have 238,9 228 163,4 of the transport system have been been introduced, km implemented in conjunction with noise, New-built pedestrian and cycle paths, km 82,9 91 58,2 to ensure safe water supplies, to plant New-built underpasses for pedestrian and 19 14 53 avenues of trees, to preserve cultural cycle traffic, number objects and to remove obstructions to New-built flyovers for car traffic, incl. intersections, 28 40 58 aquatic animals. number Railway level crossings, number removed Information not Measures to reduce exposure to noise 117 180 available along public roads and railways are con- Stations where measures have been taken in respect 14 15 6 tinuing. However, the outcome for roads of people with disabilities, number is somewhat better than for 2011, despite a drawn-out procurement of a new fram- ework agreement for windows having led to the postponement of planned tar- have been conducted to about the same Table 30 shows that the number of geted measures for 2013. For railways, extent as in 2011. The most measures in kilometres of road where lane separation the outcome level is significantly higher respect of fish have been undertaken in measures have been implemented is lo- it was for 2011. northern Sweden, and the most measu- wer in 2012 than in previous years. This The 2012 measures mean that a total res in respect of otters in the Mälaren also applies to new-built pedestrian and of 3,420 (public roads, municipal roads) valley. One measure affecting frogs has Over the course of the year, measures fewer people are exposed to road traffic been taken in southern Sweden; it is also have been taken in respect of approx- noise that is above the guideline values here that the most rare species can be imately 20 bus stops along nationally for indoor noise. On public railways, the found. and regionally prioritised routes. This measures conducted during 2012 mean A number of measures that limit is an intermodal network and consists that a total of 5,215 fewer people are the consequences of contaminated soil of routes and interchange points in the exposed to railway noise in excess of the on the railway have been conducted. form of stations, stops, airports and boat guideline values. Noise-reducing measu- Investments, investigations and risk as- landing-stages. Work to adapt stations res can be either targeted measures(such sessments have been conducted in over has continued during 2010-2012. During as noise barriers, façade measures and 20 locations. Projection work has been 2012, measures were taken at 6 stations. sound-proofing measures) and measu- carried out for a number of measures For public transport to function to its res that are included as parts of larger and checks and follow-ups have also full extent for people with disabilities, investment projects. been conducted in 10 or more locations. vehicles, information and service, etc. Two measures to ensure safe water Measures for trimming and increasing need to be adapted, and these things supply have been implemented during the efficiency of the transport system for need to work and be used. 2012. The single greatest effect in terms growth and climate. In 2012, the number of level cros- of the protection of water consumers has Within the trimming and increasing effi- sings has reduced by 180; this is good been brought about by protection of the ciency category, a large number of traffic both for traffic safety and in terms of Skråmsta Bista catchment area in Mälar- safety and accessibility measures have accessibility. Rail accessibility benefits dalen. measure has led to protection of been carried out, including flyovers, lane from the measures that have been taken the drinking water of 100,000 consu- separations, speed reduction measures in respect of the power supply and the mers. Another measure has been carried in urban areas and passing tracks, gradi- traffic management system. out in Skåne which safeguards the water ent fields and measures at stations. for 1,400 consumers. In over 250 locations, measures have Table 31 been conducted in respect of avenues Bearing capacity measures conducted during 2012, 2011 and 2012. and cultural objects, which is considera- 2010 2011 2012 bly more than in 2011. This has included Risk-reducing road maintenance measures, number 28 33 59 the restoration of over 180 milestones, 70 of which were in southern Sweden Paving of gravel roads, number of km 25 6 56 and 50 on Gotland. Measures to create Bearing capacity measures for the adaptation of important industrial routes to current load levels, 184 175 295 and preserve valuable avenues have been number of km conducted across the whole country, Bearing capacity measures to raise bearing capacity but the main focus has been in central classification for bridges on roads designated as 8 14 7 important to industry, number of bridges and southern Sweden. Measures have Bearing capacity measures for frost proofing or the been undertaken for six roads of cultural raising of bearing capacity classification for public 962 494 649 interest. Measures to reduce barriers for roads, number of km Bearing capacity measures on designated road net- aquatic animals such as otters and fish 1 103 654 986 works (roads important to industry), number of km 67 The Swedish Transport Administration’s Activities Rebuilding and new construction measures

Bearing capacity measures 53 Stockholm Agreement projects with The projects are financed by congestion In its national plan, the Government has which the Swedish Transport Admi- charges, appropriations and municipal set aside SEK 14.8 billion for bearing nistration is involved appear to have and regional co-financing. The largest capacity measures on the road network. exceeded the budget by more than 5 per project is Västlänken (West Link), at a Bearing capacity is the ability of a road cent of the plan cost, based on 2009 price cost of SEK 20 billion (June 2009 price or a bridge to carry the load of traf- levels. The good news is that 3 projects level). The West Swedish Agreement fic without damage. By increasing the are expected to be over 5 per cent less contains measures within all steps of the bearing capacity of roads and bridges expensive than the plan cost; furthermo- four step principle. Measures according on routes that have insufficient bearing re, for 8 of the projects, the traffic start is to steps 1 and 2 are vital if we are to live capacity in relation to their need, acces- likely to happen ahead of schedule. up to the common goals agreed on by sibility for industry increases. In total, 25 objects within the the various parts of our collaborative The majority of heavy industrial road Stockholm Agreement are partially or organisation. transport uses the major roads, which entirely finance by congestion charges. These measures will continue until are normally designed to cope with All projects are national or regional 2027. Block 1, which is in progress now, increased loads. On the smaller roads, roads in the county of Stockholm and largely contains measures to improve where there are load restrictions, it is they are included in Stockholm’s county public transport prior to the introduc- mainly forestry, agriculture and tourism infrastructure plan for 2010-2012. The tion of congestion charges in Gothen- that generate heavy transport, but other largest project is the Stockholm Bypass, burg in January 2013. industrial sectors have also started at a cost of SEK 27.6 billion (June 2009 to request higher bearing capacity on price level). Implementation is delayed FOLLOW-UP OF REGIONAL PLANS minor roads. in just over half of the projects that are The regional roads are public roads that financed through congestion charges. are not including in the national arterial THE STOCKHOLM AGREEMENT The delays are due, amongst other road network. Plans for investments The Stockholm Agreement encompas- things, to the coordination with the mu- in these roads and State subsidies are ses a total of 64 objects, 53 of which nicipalities’ own planning and demarca- drawn up by county administrative are being followed up by the Swedish tion of the projects. boards, regional self-governing bodies Transport Administration. The current and municipal collaboration bodies. situation suggest that the traffic start The West Swedish Agreement Those who draw up the regional plans will be postponed for 20 of the projects. The West Swedish Agreement encom- also have the opportunity to allocate This is due to changes in the scope of passes approximately 25 projects for funds for investments in national roads the projects compared with the plan railways and public and municipal and railways. The county plans are to and/or incorrect calculations. 18 of the roads in the Västra Götaland region. be implemented in such a way that so

68 The Swedish Transport Administration’s Activitiest Rebuilding and new construction measures

Table 32 Follow-up of measure types in the regional plans, SEK millions, current prices

Specified investments Trimming and State co-financing State co-financing to Subsidies for Total increased efficiency, to municipalities for responsible traffic private roads environment and other traffic safety, envi- authorities for public smaller measures ronment, transport transport road, rail informatics and airport tracks and shipping facilities

volume 2010, SEK millions 1 325 699 31 369 13 2 437

volume 2011, SEK millions 852 742 84,1 477 15 2 170

volume 2012, SEK millions 1 140 586 585 97 19 2 427

volume 2010-2021, SEK millions 15 743 6 998 2 409 7601 349 33 100

proportion of plan, per cent 21,07 28,97 29,06 12,41 13,47 21,25

Table 33 Follow-up of the regional plans, SEK millions, current prices

County** Result 2010 Result 2011 SEK Result 2012 Total Plan Percentage Plan Percentage SEK millions** millions*** SEK millions*** 2010-2012 2010–2013 implemented 2010-2021 implemented SEK millions SEK millions* during the 2010- SEK millions during the 2010- 2012 of plan 2012 of plan 2010-2012 % 2010-2021 %

Stockholm 284 589 648 1 521 2 484 61 7 851 19

Uppsala 159 41 146 346 480 72 1 518 23

Södermanland 47 9 59 115 290 40 917 12

Östergötland 62 128 162 352 425 83 1 342 26

Jönköping 36 100 122 258 391 66 1 236 21

Kronoberg 76 49 41 166 215 77 678 24

Kalmar 141 30 -4 167 251 67 793 21

Gotland 33 10 16 59 65 90 205 29

Blekinge 41 26 64 131 154 85 487 27

Skåne 293 249 255 797 1 276 62 4 033 20

Halland 93 56 48 197 335 59 1 060 19

Västra Götaland 686 391 316 1 393 1 846 75 5 835 24

Värmland 39 60 73 172 277 62 877 20

Örebro 92 47 23 162 299 54 944 17

Västmanland 72 12 79 163 240 68 758 21

Dalarna 17 107 87 211 311 68 983 21

Gävleborg 57 34 56 147 276 53 873 17

Västernorrland 66 59 38 163 220 74 696 23

Jämtland 12 37 21 70 151 46 477 15

Västerbotten 52 60 58 170 251 68 794 21

Norrbotten 38 53 80 171 235 73 743 23

Central costs 41 23 40 104

Total 2 437 2 170 2 427 7 034 10 473 67 33 100 21

* There is a requirement to implement the plans by 2014

** The counties have been charged for costs in an amount of SEK 27.8 million (2010), SEK 80.6 million (2011) and SEK 32.6 million (2012) for costs at national level (legal and technical)

that an equally large proportion of each 2012 together with the accumulated Blekinge Coast Line and National Road county plan will be completed by 2014. outcome for 2010-2012. The outcome is 90, Bollsta-Hallsjö. These projects have Table 32 illustrates the type of measures also shown as a percentage of the 2010- required funding throughout the year that have been implemented in accor- 2013 plan. so that they could be efficiently imple- dance with the regional plans. It also The fact that the outcome varies mented. The measures in other counties shows the division between the various between the counties is due to several have, therefore, taken a back seat during categories of State co-financing. ”Spe- major projects that were ongoing in 2010-2012, but this will be evened out cified investments” include funds for several counties, including the Parti- by 2014. roads and railways. hall Intersection, Östra länken (East Table 33 illustrated the outcome for Link) in Linköping, passing loops on the

69 The Swedish Transport Administration’s Activities Rebuilding and new construction measures

TEN GRANTS FOR INFRASTRUCTURE Administration appropriates funds cor- actual outcome (grey). The results of the INVESTMENTS responding to the grants paid to Sweden. follow-up for those objects that opened During 2012, the EU Commission has to traffic in 2007 are commented upon paid out EUR 24.6 million, equal to SEK FOLLOW-UP OF EFFECTS FOR below. The cost information provided 212 million, in EU support to the for OBJECTS OPENED TO TRAFFIC IN below is based on 2007 price levels. investments and development measures. 2007 (NPV: net present value.) The support is paid as a financial grant A follow-up of effects and of the value for within the framework of the EU’s the public finances for objects opened to Main line through Upper Norrland/ Trans-European Transport Network traffic in 2007 has been conducted. The Northern Main Line/Bergslagen Line, (TEN-T). The support is used for both reported construction costs that have Stax 25: Bastuträsk–Vännäs, Vännäs– the planning and construction or roads been followed up are mainly based on Långsele and Långsele–Borlänge and railways. Some of the major projects follow-ups carried out back in 2007. In order to increase industrial competi- that have received grants in 2012 are For thirteen of the objects, the planned tiveness via cost-effective transport, Norra länken, Malmö Central, the sea effects have been achieved (green). For a maximum permitted axle load of 25 motorway projects Baltic Link (Karls- two of the objects, the planned tonnes (stax 25) and load profile C (LpC) krona–Gdynia) and Århus–Gothenburg– effects have not been achieved (red). were justified for the Luleå-Borlänge Tallinn, and Easyway. According to the For 5 objects, is has not been possible to route with an NPV of 0.5, in a systems regulations, the Swedish Transport compare the planned effects with the analysis conducted within the 1998-2007 Stomnät plan. The plan cost of SEK 223 million for stax 25 on the Bastuträsk– Table 34 Vännäs section rose to SEK 263 million TEN grants paid per object, SEK 000s by completion. On the Vännäs–Långsele Decision year Decision Project title (and amount of grant) Amount paid out SEK section, the plan cost fell from SEK 407 2007 2007-SE-12100-P Malmö City Tunnel Project 26 071 million to SEK 368 million, and on the 2010 2010-EU-21108-P MoS Baltic Sea Hub and Spokes project 9 412 Långsele–Borlänge section, the plan 2010 2010-EU-21108-P MoS Baltic Sea Hub and Spokes project 17 949 cost increased from SEK 59 million to 2009 2009-SE-92600 E6 Partihall Connection 51 423 SEK 131 million by completion. By traf- 2011 2011-SE-93035-S Bothnian Corridor Stångån-Dingersjö 5 870 fic start, the missing LpC and the cost 2011 2011-SE-93045-P Bothnian Corridor Meeting stations 9 925 changes and longer construction time 2011 2011-SE-93119-S Stockholm Bypass, tunnel safety studies 6 062 for the stax 25 measures on the Luleå- 2011 2011-SE-93049-S Western link - railway tunnel in Gothenburg 21 633 Borlänge section has reduced the NPV 2009 2009-SE-92605-P Malmö Central, construction 20 057 produced in the systems calculation to

2009 2009-EU-50000-M EasyWay, phase 2 4 579 0.3. Traffic has increased since 2007 and

2007 2007-SE-12090-P Stockholm Norra Länken 38 926 it is therefore assessed that the planned

Total paid out 211 909 value has not been achieved: Green

70 The Swedish Transport Administration’s Activities Rebuilding and new construction measures

Table 35 Objects opened to traffic in 2007, June 2007 price level

Object name Plan cost publicised in Estimated cost at Followed-up cost Followed-up net NPV in plan Followed-up 2007 Annual Report start of construction after completion usefulness 2012 NPV publicised in 2007 publicised in 2007 Annual Report Annual Report

Railway

Main line through Upper Norrland/Northern 223 - 263 0,5 0,3 main line/Bergslagen Line, Stax 25, Bastuträsk- Vännäs

Main line through Upper Norrland/Northern 407 - 368 0,5 0,3 main line/Bergslagen Line, Stax 25, Vännäs- Långsele

Main line through Upper Norrland/Northern 59 - 131 0,5 0,3 main line/Bergslagen Line, Stax 25, Långsele- Borlänge

Northern main line Gävle-Östersund, adapta- 220 - 395 1,0 0,1 tion for fast trains

Bergslagen Line Klenshyttan, adaptation of 31 - 47 1,1 0,3 depot

East Coast Line Mehedeby, Älvkarleö and 26 - 27 -0,2 -0,2 Marma travel centres, incl. State grant

Mälaren Line Kolbäck, Rebuild of depot 225 - 331 ej framtagen ej möjlig

Stockholm Central, provisional capacity measure 366 - 488 ej framtagen ej möjlig

Western Main Line Gnesta commuter train station 86 - 98 ej framtagen ej möjlig

West Coast Line Gothenburg Central, widening 183 - 163 2,3 2,7 of mid-section

Norway/Vänern Line Marieholm–Olskroken, 366 - 328 1,1 1,3 triangular track

Coast to Coast Line Värnamo– Alvesta, centrali- 135 - 131 0,6 0,7 sed traffic control, increased capacity and speed adaptations

Blekinge Coast Line, electrification 893 - 930 0,1 0,1

Motorways

Uppsala–Mehedeby 3 930 4050 4000 2,1 2,1

Bärbyleden 511 480 472 2,1 2,1

Brämhult-Rångedala 700 707 693 0,6 0,3

’Haga–Ljungarum incl. tpl Ljungarum’ 246 235 225 0,6 0,7

Dual carriageways and multiple lane roads in urban areas

Svärtinge bypass 227 211 201 1,2 1,2

Highway with oncoming traffic

Malmköping bypass 136 98 125 0,6 0,2

Moraberg – Lövstalund 252 255 245 1,0 1,0

Northern main line, Gävle–Öster- is still profitable despite the higher planned profitability is assessed as not sund, adaptation for fast trains investment costs and lack of effects. The having been achieved: Red planned profitability is assessed as not Several additional measures were under- having been achieved: Red East Coast Line, Mehedeby, Älvkarleö taken in order to complete the adapta- and Marma travel centres tion for fast trains between Gävle and Bergslagen Line, Klenshyttan, New platforms aimed to create new Östersund. The desired journey time for adaptation of depot stops for ’Upptåget’ between Gävle and the Stockholm-Östersund route was 4 This measure aimed to increase capa- Uppsala.. This would make it possible hours and 20 minutes by fast train. The city through the introduction of a new to replace bus connections with trains cost for the remaining measures was passing station between Ludvika and and consequently reduce the amount estimated in the plan at SEK 220 mil- Ställdalen. The measure allows an in- of car usage. The NPV in the decision- lion. The NPV in the decision-making creased volume of goods and passenger making data was assessed to be -0.19. data was assessed to be 1.0. Due to the traffic. NPV was estimated at 1.1. As the This calculation included new platforms increased cost, the ambition level was lo- cost outcome was higher than in the at the Railway Museum, Mehedeby and wered. The targeted journey time could original socio-economic calculation, the Marma. A platform was built at Älvkar- not therefore be achieved. The project profitability will probably be lower. The leö, instead of at The Railway Museum

71 The Swedish Transport Administration’s Activities Rebuilding and new construction measures

assumed that the measure would reduce delays and lead to shorter routes for cer- tain trains. According to the 2007 An- nual Report, the planned cost was SEK 183 million and the final cost was SEK 163 million. The NPV in the decision- making data was 2.3 and the new NPV, calculated from the cost change in rela- tion to the plan, was 2.7. The conformity between the forecast for 2010 and the 2012 traffic levels indicates that value continues to be good. Planned value is assessed as having been achieved: Green

Norway/Vänern Line, Marieholm– Olskroken, triangular track The project implied a direct connection between Norway/Vänern Line and the Gothenburg Port Line via a triangular track. The planned cost was SEK 366 million and the final cost was approx- imately SEK 328 million, according to the 2007 Annual Report. The triangular track is related to the expansion of the Norway/Vänern Line and the electrifica- tion of the Gothenburg Port Line, and and as a result, the effects are probably object has improved capacity at the aims to provide a direct connection, and underestimated. It is not possible to southern entrance to Stockholm Central in so doing, avoid a time-consuming tur- compare planned profitability with the station. However, the cost has increased ning procedure at Sävenäs. NPV in the outcome: Grey from plan to completion. It is not pos- decision-making data is approximately sible to compare planned profitability 1.1 and the reduction in cost means that Mälaren Line, Kolbäck with the outcome: Grey NPV increases to 1.3. Taking into consi- This rail project involved the rebuilding deration the expansion of the Norway/ of the depot in Kolbäck and was part of Western main line, Gnesta commuter Vänern Line and the benefits associated the measures to improve efficiency on train station with this, the object is considered to the Mälaren Line - measures on which On the western main line, a new regional have provided good value. the Ministry of Communication and Mä- train station was constructed at Genesta Planned value is assessed to have been larbanans Intressenter AB had agreed. for the Sörmlandspendeln commuter achieved: Green The cost of construction was SEK 331 train, with the aim of making traffic million. No cost-benefit calculation was possible on the Hallsberg–Katrine- Coast to Coast Line Värnamo– produced for the measure and it is not, holm–Stockholm route. The new station Alvesta, centralised traffic control, therefore, possible to compare planned means that the journey time between increased capacity and speed value with the outcome: Grey Gnesta and Stockholm was reduced by adaptations up to 30 minutes compared with current This measure included centralised Stockholm Central, provisional (2007) commuter trains which require traffic control, increased capacity and capacity measure passengers to change at Södertälje. No an increase in the maximum speed This measure involved the rebuilding cost/benefit calculation was produced to 160 km/h. The future plan for the of the southern entrance to Stockholm for the measure and it is not, therefore, railway for 2004-2015 described several Central station and improvement of possible to compare planned value with deficiencies in the Coast to Coast Line, the signal system in order to improve the outcome: Grey including the lack of centralised traffic capacity on this route. The capacity was control on several routes, insufficient insufficient and needed to be increased West Coast Line Gothenburg Central, capacity and low standard speeds that whilst waiting for the completion of the widening of mid-section lead to lengthy journey times. Regional City Line. When the City Lines come The widening of the mid-section at development and the opportunities to into operation, the demand for train Gothenburg Central station meant two expand the region through increased paths on this route will decrease. No new tracks, which consequently reduced interaction between the towns along NPV was stated in the decision-making the risk of trains becoming stuck in the the route were thought to be negatively data used for the 2004-2015 plan. The way into or out of the station. It was affected by the lengthy journey time.

72 The Swedish Transport Administration’s Activities Rebuilding and new construction measures

The followed-up NPV is higher than that decision-making data was 2.1. Since the living environment. The final cost of in the decision-making data. The effects traffic volumes measured on the new construction was SEK 225 million. The are assessed as grey, i.e. it is assessed road largely agree with the expected NPV in the decision-making data was that it is not possible to compare planned traffic forecasts in the decision-making 0.6. The benefits were assessed to be value with the outcome since the effects data, it is assessed that the planned value on a par with the those in the calcula- can only be valued monetarily and can- has been achieved: Green tions. A somewhat lower costs improves not be quantified. However, it is possible the value. Planned value is assessed as that the effects have been achieved, Bärbyleden having been achieved: Green partly due to the operational costs for Bärbyleden III consists of a roughly 3 the line having been reduced, and also kilometre long four-lane highway that Svärtinge bypass because the journey time between Goth- connects National Road 55 with the The aims of the dual carriageway enburg and Kalmar is now currently new E4 Uppsala bypass. The aim of the bypassing Svärtinge were to improve about 9 minutes shorter than it was in measure was to improve accessibility traffic safety, accessibility and living en- the decision-making data. Grey for through traffic and to improve traffic vironment. The final cost of construction safety and the living environment in was SEK 201 million. The NPV in the Blekinge Coast Line, electrification the town centre. The final cost of the decision-making data was 1.2. A larger The Blekinge Coast Line runs from project, which itself was part of the E4 percentage of traffic using the bypass Kristianstad to Karlskrona. The Uppsala-Mehedeby project, was SEK 472 and a greater increase in the volume route was electrified in 2007. One of million. The NPV in the decision-making of traffic than was anticipated in the the principle arguments for electrifica- data was 2.1, calculated together with calculations results in greater benefits. A tion was to create the preconditions for the E4 Uppsala-Mehedeby project. Since slightly smaller than expected reduction an integrated regional train system in the traffic volumes measured on the new in the road length and a somewhat lower southern Sweden which would allow the road largely agree with the expected cost increase the value. Planned value is sharing of infrastructure and reduced traffic forecasts assessed as having been achieved: Green traffic costs. The transition to electrical in the decision-making data, it is as- power was also expected to contribute sessed that the planned value has been Malmköping bypass to several environmental goals. The achieved: Green The aims of this measure, a new road construction cost for this measure bypassing Malmköping, were the impro- was SEK 930 million. The NPV in the National Road 40 vement of accessibility and traffic safety decision-making data was 0.1. The line Brämhult–Rångedala for the users of National Road 53 and the accommodates more trains and more This measure was intended to improve improvement of the living environment journeys than was expected, according accessibility and traffic safety for the for the residents of Malmköping. The to the decision-making data. Around 5 users of National Road 40. If one looks at project entailed a 4.6 kilometre long dual electrically-driven goods trains operate the value for the public finances expres- carriageway south of the urban area of to and from Karlshamn every week. sed as NPV, then the project has been Malmköping. The cost of construction The decision-making data assumed that slightly less valuable, according to the was SEK 125 million. The NPV in the the goods trains would continue to be follow-up in the 2007 Annual Report. Annual Report was 0.2. Since the traf- diesel-driven. Planned value is assessed The NPV in the decision-making data fic volumes measured on the new road as having been achieved: Green was 0.6 whilst in the 2007 Annual Re- largely agree with the expected traffic port it was 0.3. At the same time, there forecasts in the decision-making data, Uppsala–Mehedeby has been a marginal cost reduction on it is assessed that the planned value has The former E4 ran through Uppsala, 1 per cent in relation to the plan costs been achieved: Green Björklinge, Läby and Månkarbo. Ac- stated in the 2007 Annual Report. But if cessibility had been reduced for local one takes into consideration the confor- National Road 225 and regional traffic. A large number of mity between the traffic forecast and the Moraberg-Lövstalund local residents in the towns which the traffic outcome, approximately 5 years This measure aimed to reduce urban E4 crossed had been exposed to high down the line, then the measure has traffic and to create an efficient, direct accident risks, a great deal of noise and achieved the value that was expected, connection between the E4 and National the barrier effect that resulted from the in line with the decision-making data. Road 225. The measure entailed the ex- presence of the road. The thorough- Planned profitability is assessed to have pansion of a five kilometre road in a new road in Uppsala had a large number of been achieved: Green direction. The construction cost stated signal-controlled crossings. The project in the plan documents was SEK 250 involved a new motorway between million. The plan cost and the final cost Uppsala and Mehedeby, a stretch of ap- National Road 40, Haga–Ljungarum are basically the same. The NPV in the proximately 78 kilometres, which would The National Road 40, Haga–Ljungarum decision-making data is 1.0. The effects improve accessibility and traffic safety project means the expansion of an exis- should also be similar, which means that on this route. The cost of construc- ting stretch of motorway and improve- the planned value is assessed to have tion was SEK 4 billion. The NPV in the ments to traffic safety, accessibility and been achieved. Green

73 The Swedish Transport Administration’s Activities Payment of grants, support and co-financing

Table 36 The funds will continue to be paid out Operational volume and deliveries for payment of grants, support and co-financing, SEK millions until the funds set aside in the plan have 2010 2011 2012 been used up. Deliveries The funds provided for municipal en- State co-financing 1 263 1 018 1 880 vironmental and traffic safety measures Grants for private roads 912 995 1 044 stimulate the municipalities to take mea- Traffic agreements 874 906 sures to reduce noise and improve traffic Support to non-profit-making organisations and traffic safety projects 34 51 19 safety. The aim is to reduce the negative Total operational volume: payment of grants, 2 210 2 938 3 850 impact of traffic on the environment support and co-financing and the number of traffic fatalities and serious casualties. Financing In 2012, State co-financing of the Appropriations facilities listed below totalled SEK 902 - 1:1 Item 16.1 Investments in the national plan 3 408 (566) million. - 1:1 Item 16.2 Investments in the regional plan 676 566 747 In 2012, State co-financing has been

- 1:2 Item 10.1 Investments in the national plan 177 55 327 paid out for: bus stops, system travel

- 1:1 Item.14.1 Grants for the operation of private roads 912 995 1 044 centres, accessibility adaptations, safer

- 1:2 Item.9 Grants to Inlandsbanan AB and the 408 397 397 pedestrian walkways, pedestrian and Öresund Bridge Consortium cycle paths, speed reduction measures, - 1:6 Item1 Operational grants to non-state-owned airports 103 63 roundabouts, parking spaces intended

- 1:6 Item 3 Emergency airports 7 for people with disabilities, public trans-

- 1:6 Item 4 Grants for regional infrastructure planning 40 port facilities at airports, the rebuilding

- 1:7 Item 2 Traffic agreements 771 796 of quays and investments in shipping

- 1:1 Item 12 Other initiatives to increase the efficiency 34 51 19 vessels. The payments made for rail of the transport system vehicles during 2012 has amounted to Grants - - 2 SEK 49.3 (11.7) million. See table 38. The

Total financing 2 210 2 938 3 850 state-owned transport infrastructure also incorporates Inlandsbanan AB. Within the framework of the appro- Payment of grants, support public transport infrastructure shall priations which the Swedish Transport stimulate regional public transport Administration receives from the State, and co-financing authorities and municipalities to carry SEK 115 million have been used for the The operational volume and deliveries out various initiatives to make public co-financing of operations, maintenance have increased, as far as State co-finan- transport more accessible, more attrac- and reinvestments in Inlandsbanan. cing is concerned. During 2012 these tive and more safe. An important part Over the course of the year, the Swedish amounted to SEK1.880 (1.018) billion. of this is improving the opportunities Transport Administration has been The increase, compared with previous of people with disabilities to use public investigating Inlandsbanan’s role and years, is partly due to the major pay- transport. The initiatives focus on what function within the transport system. ments to projects within the Stockholm is best for those using the services and The investigation complements the capa- area and partly to the final payments for consideration is to be paid to the whole city investigation and is one of several the travel centres on the Bothnia Line. travel experience, from door to door. The sources of information that will be used measures presuppose increased usage in the coming measure planning process. STATE CO-FINANCING OF of public transport. The regional public CERTAIN PUBLIC TRANSPORT transport authorities can be granted STATE SUBSIDIES FOR PRIVATE INFRASTRUCTURE, ETC. State co-financing for the acquisition of ROADS State co-financing is allocated according regional rail vehicles. In the national rail In 2009, a review of the private road sys- to the Ordinance (2009:237) on Govern- maintenance plan for 2004-2015, a total tem called ’Private roads in the future’ ment Co-Financing for Certain Regional of SEK 4.5 billion was set aside for this was conducted. In the light of this, in Public Transport Infrastructure. purpose. Up to the end of 2012, just over 2010 the Swedish Transport Adminis- The State co-financing of regional SEK 2.3 billion had been paid out. tration started a project, in collaboration with the Swedish Association of Local

Table 37 Authorities and Regions and Riksför- Total state co-financing paid out per purpose in 2012, current prices, SEK millions bundet Enskilda Vägar (REV). The aim Purpose Paid out 2012 of the project was to review the division Regional public transport infrastructure incl. travel centres 683,5 of responsibility for road maintenance

Rail vehicles 49,3 between the State and municipal and

Municipal environmental and traffic safety measures 169 private operators. The project was com-

TOTAL 901,7

74 The Swedish Transport Administration’s Activities Payment of grants, support and co-financing

Table 38 of agreements have been signed between grant regulations and road technology to Total state co-financing paid out for rail vehicles in 2012 divided up by recipients, current prices, SEK Jönköping municipality and the Swedish board functionaries in road maintenance millions Transport Administration Road Ferries organisations. Responsible traffic Paid out 2012 regarding the operation of ferry routes authorities from 1 January 2012. The ferry route is TRAFFIC AGREEMENTS Norrtåg 23,6 still privately owned. In order to approve accessibility where Upplandstrafiken 3,0 The Swedish Transport there is a lack of capacity the Swedish Jämtlands länstrafik 0,7 Administration’s contributions cor- Transport Administration makes agre- Hallandstrafiken 7,4 responded, on average, to 64 (69) ements with private traffic companies or Västernorrland 2,4 per cent of the road operator’s costs, with regional public transport autho- Värmlandstrafiken 2,7 excluding grants for ferry operation. rities. How these agreements affect Tåg i Bergslagen 2,8 This percentage is calculated based on accessibility within and between the

X-Trafik 6,8 the Swedish Transport Administration’s regions is accounted for in the ’Usability’

TOTAL 49,3 cost estimation. Within the part of the section, under ’Results’. private road network that receives State The traffic agreements that applied for subsidies, there are approximately 4,000 2012 are listed here: pleted in 2012 and is now entering its bridges. A general inspection has been implementation phase. conducted for 94 (90) per cent of the • Gotland ferry In 2012 the Swedish Transport Admi- bridges over the past six years. Bearing • Flights: Östersund–Umeå nistration allocated state subsidies to the capacity classification of the bridges is in • Flights: Arvidsjaur–Arlanda operation, maintenance and construc- progress and is expected to be comple- • Flights: Gällivare–Arlanda tion of 76,228 (76,088) kilometres of ted during 2014. So far, approximately • Flights: Hemavan–Arlanda private roads an 13 (13) ferry routes. The 75 (56) per cent of the bridges have been majority of the funding is for operations classified. • Flights: Lycksele–Arlanda and maintenance. The grants for mainte- The Swedish Transport Adminis- • Flights: Vilhelmina–Arlanda nance and construction refer, amongst tration, together with Riksförbundet • Flights: Sveg–Arlanda other things, to measures concerned enskilda vägar (REV) Lantmäteriverket • Flights: Pajala–Luleå with bearing capacity, accessibility and have held training for road operators • Flights: Torsby–Hagfors–Arlanda traffic safety on roads, and to bridges on 29 (29) occasions. The total and • Trains: Sundsvall–Storlien and paving. Supervision of the construc- number of course participants was 1,289 • Tåg i Bergslagen (Trains in Bergslagen) tion of 14,994 (14,972) kilometres of road (1,489) of whom 253 (279) were women. has been conducted. The aim of the training was to pass on • Trains: Karlstad–Oslo For the Visingsö ferry, which runs knowledge regarding the maintenance • Tåg i Väst (Trains in the West) between Gränna and Visingsö, a number of private roads and training regarding • Trains: Karlskrona–Kristianstad

Table 39 State subsidies for the construction, operation and maintenance of private roads, current prices, SEK millions

2008 2009 2010 2011 2012

State subsidies for private roads, total 820 1 1024 2 927 3 1012 4 1 063 5

Of which annual operation of roads, bridges and paving 601 623 642 753 729

Of which operation and maintenance of ferry routes 63 60 71 74 86

Of which maintenance of roads, bridges and paving, incl. reconditioning 122 285 194 166 229

Of which investment in roads, bridges and paving 28 51 5 2 0

Of which investment grants via regional plan 6 5 15 17 19

Key figures

Average State co-financing subsidy share excluding ferry operation, % 59 62 61 69 64

the Swedish Transport Administration’s costs for administration and consultation, SEK millions 34 39 36 35 36

Number of km road entitled to State subsidy 76 130 75 878 75 982 76 088 76 228

Number of road maintenance organisations 22 719 22 738 22 749 22 740 22 756

State subsidy excl. ferry operations per km road and year, SEK 9 941 12 706 11 260 12 329 12 817

State subsidy excl. ferry operations per road operator and year, SEK 33 312 42 401 37 609 41 249 42 935

Cost of administration and consultation per road operator and year, SEK 1 509 1 704 1586 1 539 1 569

1 Excluding subsidy for storm damage (vehicle damage) to non-co-financed roads, approximately SEK 36 million, including subsidy to co-financed roads for storm damage (vehicle damage), approximately SEK 1 million, flood damage approximately SEK 500,000.. 2 Excluding subsidy for storm damage (vehicle damage) to non-co-financed roads, approximately SEK 7.5 million, including subsidy to co-financed roads for storm damage (vehicle da- mage), approximately SEK 800,000, including near-time investments, SEK 150 million. 3 Including increased investment, approximately SEK 48 million. 4 Including extra annual operational subsidy, approximately SEK 95 million. 5 Including subsidy for flood damages, approximately SEK 800,000.

75 The Swedish Transport Administration’s Activities Payment of grants, support and co-financing

• Trains: Nässjö–Halmstad Table 40 project subsidies – SEK 2.4 (2.4) million • Trains: Linköping–Kalmar/Västervik The State’s costs for traffic agreements, current prices, SEK millions to operations and SEK 33.2 (34.6) million • Trains: Gothenburg/Stockholm–Narvik Mode of transport Mnkr for projects. Out of the funds paid out, night train SEK 24.1 (29.6) million has gone to NTF Ferry 422 • Trains: Norrtåg (The National Society for Road Safety). Aviation 95 • Trains: Norrbotten county - daytime The majority of the subsidies have Trains 234 trains been used within the field of traffic Buses 53 • Trains: Sundsvall–Östersund–Trondheim safety, including measures to reduce Total 804 speeds, discourage drunken driving, • Buses: Sundsvall–Långsele promote the wearing of seatbelts and • Buses: Cooperative systems cycle safety. • Buses: (Sundsvall)–Umeå–Haparanda traffic procurement at approximately • Buses: Mora–Gällivare SEK 63 million per year. The operational subsidy to other, previously subsidy-en- Divided up by mode of transport, the titled non-State-operated airports forms Table 41 Funds granted to non-profit organisations, SEK cost to the State for the agreements was the basis for calculations regarding the millions as follows. See Table 40. expansion of the regional frameworks Field 2010 2011 2012 equivalent to SEK 40 million per year for Traffic safety 33 32 29 NATIONAL NETWORK OF the period 2012-2021. Environment & 4 3 3 EMERGENCY AIRPORTS health

In the summer of 2011, the Government SUBSIDIES TO NON-PROFIT Accessibility 2 2 3 ORGANISATIONS gave the Swedish Transport Administra- Organisational 3 0 0 tion the task of investigating whether For the 2012 financial year, Trafikver- support to NTF it would be possible, through voluntary ket has granted SEK 35.5 (37.0) million Total 42 37 35 agreements, to ensure the existence in subsidies to promote the work of

of a national network of airports that non-profit organisations with transport Number of projects 63 36 44

maintain a basic level of preparedness policy goals. The subsidies have been Number of opera- - 14 14 around the clock. These airports would paid out in the form of operational and tional subsidies be capable of receiving aircraft engaged in the emergency movement or prioritised transportation of the sick, or aircraft carrying out emergency efforts, important emergency preparedness ope- rations or other operations important to society. The Swedish Transport Admi- nistration signed agreements to this ef- fect with Swedavia, the Swedish Armed Forces and Gällivare municipality. They are to maintain national preparedness around the clock with a 1 hour response time at the following 10 subsidy-entitled non-State-operated airports: Malmö, Ronneby, Göteborg Landvetter, Visby, Stockholm Arlanda, Sundsvall, Öster- sund, Umeå, Luleå and Gällivare. Natio- nal preparedness came into effect from 1 January 2012.

SUBSIDIES TO AIRPORTS The division of operational subsidies to non-State-operated airports was changed through a Government decision in March 2012, whereby operational subsidies are only to be paid to airports whose air traffic is procured by the State and is justified by transport policy. The decision established the scope of the operational subsidy to airports with

76 The Swedish Transport Administration’s Activities Contracted work

Contracted work The Swedish Transport Administration’s contracted work includes the procure- ment and supply of materials for the rail infrastructure, the delivery of IT and communications services, the opera- tion of ferry routes and the provision of training. Parts of our operation are conducted within our profit centres, where profita- bility requirements are comparable with those in the private sector. This applies to ICT (which from May 2013 is a part of the central IT function) which delivers IT and communications services; it is also responsible for our ferry operations and the educational activities provided within the Railway Training Centre. Other operations have the financial goal of achieving full cost coverage in the are coordinated under the office of the tion Road Ferries operates 41 (39) ferry long term, i.e. operating at break-even. Director-General. The combined results routes throughout Sweden as a part of Within public operations, the Swedish for contracted work wee SEK 114 (135) the public road network, as well as two Transport Administration’s museums million. routes as a part of the municipal road are partly self-financing through their The Swedish Transport Adminis- network. The operation offers high ac- application of entrance fees. tration has decided to restructure its cessibility and has many satisfied custo- A large proportion of the Swedish IT operation into a client and supplier mers. Road Ferries have demonstrated Transport Administration’s external organisation. The present ICT will be a good level of profitability during the contracted work is concerned with the incorporated into the new supplier or- year with an operating margin equal to sale of electrical energy to companies ganisation. The restructure is intended or higher than the estimated industry that operate train traffic. The aim is to to streamline and consolidate skills and average. The external operation does offer train traffic electricity at low and resources within the central IT function. however show a deficit for the year. Road stable prices. Certain services will be procured on the Ferries have sold the Tenö shipyard and The business area ’Profit Centres’ open market. Approximately 34 (34) per the new owner takes over the operation ceased to exist as of the end of 2012 and, cent of ICT’s turnover will consist of on 1 April 2013. as a result, the profit centres now report external sales. The Swedish Transport The public part of the Swedish Trans- directly to the Director-General. Each Administration has approximately 11 per port Administration’s museums have of the profit centres is led by a board cent of Sweden’s fibre-optic network. once again increased the degree of their whose chairman is an executive within In addition to this, the ICT profit centre self-financing. Digitalisation and thin- the Swedish Transport Administration sells IT services to agencies and private ning out of the collections is currently and who has full responsibility for their companies within the transport sector. in progress. At the start of the year, the particular operation. The profit centres The Swedish Transport Administra- Swedish Transport Administration was

Tabell 42 External contracted work, SEK millions

Appropriations letter 2012 Result 2012 The result

Area/operation Result after Result after Income Costs net financial Income Costs net financial 2011 2010 income/costs income/costs

ferry routes 89 95 -6 80 82 -2 -9 -3

Lease of reserve bridges 1 1 0 3 2 1 9 1

Training 62 57 5 68 67 1 -4 13

Telecom services and IT 578 478 100 455 394 61 83 96

Contracting and consultancy services 0 0 0 0 0 0 0 0

Materialservice 1 114 1 082 32 1 343 1 304 39 42 35

Electricity sales 1 320 1 320 0 1 274 1 274 0 0 0

Property management 70 70 0 145 145 0 0 0

Other assignments 141 128 13 142 128 14 14 0

Total 3 375 3 231 144 3 510 3 396 114 135 142

Material service was transferred to the Swedish Transport Administration during 2012. Property management was transferred to the Swedish Transport Administration at year of 2010. 77 The Swedish Transport Administration’s Activities Contracted work

commissioned by the Government to in- Material service has been wound up as a An increased volume of tests conducted vestigate the management of collections profit centre during the year and in now has meant that the incomes have met of transport-relate artefacts of cultural part of the central function ’Procure- the budgeted level despite the fact that and historical value. The findings of as- ment and Logistics’. the budget assumed new charges from signment were reported to the Govern- External contracted work includes 1 April. Lower costs are largely due to ment in the spring. The permanent road the export of services. The results of our lower development and operational costs history exhibition in Borlänge has been service exports are described in table 43. in the management of the new driving wound up during 2012 and the collection test system than that which was budge- have been archived. FEE-FINANCED ACTIVITIES ted for. Discussions are in progress with Fee-financed activities where the Lund University regarding assignment income is not utilised by the Swedish THE PERSONALISED NUMBER PLATE of the Railway Training Centre’s ope- Transport Administration is reported in FUND rations. This is in light of the fact that table 44. The Swedish Transport Agency sells the rail sector, with effect from 2012, the rights to personalised number plates is completely deregulated, and that the STATUTORY ACTIVITIES for motor vehicles. The income from school is not part of the Swedish Trans- The Swedish Transport Administration this goes to the Personalised Number port Administration’s core operations. Driving Tests are financed through sta- Plate Fund, which is administered by The Railway Training Centre is showing tutory charges and contracted work The the Swedish Transport Administration. poor profitability due to a substantial Swedish Transport Administration has The price for the rights to a number drop in demand during the autumn of proposed that charges be increased by 18 plate for a period of ten years is SEK 2012. per cent in 2012 to compensate for 6,000, of which SEK 5,400 goes into the With effect from 2013 the Swedish the control charges levied by the Swe- Fund. Number plate rights can also be Transport Administration will take dish Transport Agency and the cost for a purchased for a period of five years. The over the vehicle management previously new booking system that was introduced Government has decided that the Fund operated by SJ (Statens järnvägar). This during 2011. During 2012, the Govern- will be utilised by the Swedish Trans- is primarily connected with night train ment has decided to increase test char- port Administration, primarily for road traffic in Norrland. The vehicle park ges for those taking their driving tests safety purposes. consists of 95 vehicles. on or after 1 September. See table 45. Here are some examples of projects

Tablel 43 Service exports, SEK millions

Outcome 2010 Outcome 2011 Outcome 2012

Area/operation Result after Result after Result after Income Costs net financial Income Costs net financial Income Costs net financial income/costs income/costs income/costs

Telecom services 9 7 2 7 6 1 7 6 1

Other 3 3 0 0 0 0 1 1 0

Total 12 10 2 7 6 1 8 7 1

Table 44 Fee-financed activities where the incomes are not utilised, SEK millions

Appropriations letter 2012 Outcome 2012

Result after Area/operation Result after net financial Income Costs Income Costs net financial income/costs income/costs

Application fees for transport exemptions, revenue 24 24 0 24 24 0 header 2511

Table 45 Statutory activities, SEK millions

Appropriations letter 2012 Outcome 2012 Results

Result areas Result after Result after Income Costs net financial Income Costs net financial 2011 2010 income/costs income/costs

Drivers 337 329 8 336 311 25 7 8

Track charges 855 855 0 874 874 0 0 0

Fees for applications for maritime trans- 1 1 0 1 1 0 0 0 port aid

Total 1 193 1 185 8 1 211 1 186 25 7 8 78 The Swedish Transport Administration’s Activities Cross-business area work

Table 46 Results and facts regarding the Personalised Number Plate Fund

2008 2009 2010 2011 2012

Reported surplus to the Personalised Number Plate Fund (including interest), SEK thousands 10 318 8 785 10 083 9 436 8 464

Payments from the Fund, SEK thousands 6 685 7 713 9 212 11 961 10 861

Balance in the Fund as of 31/12 of respective year, SEK thousands 31 319 32 391 33 262 30 737 28 339

Grants awarded, SEK thousands 16 951 17 742 27 563 23 416 22 686

Grant applications received, number 127 101 136 124 133

Grant applications awarded, number 36 42 39 31 35

that have received funding during the an important aspect in our efforts to major challenge for us to assemble a year: strengthen our customer-oriented way bank of information that enables our • Removable shoe cleats for of working. It helps to create a culture customer services personnel to answer pedestrians, for good grip in all where we put the customer first and all questions directly. The Swedish weather conditions where we realise the importance of pro- Transport Administration’s goal is • ”It doesn’t hurt if you fall off” - a viding a quick response. that 80 per cent of questions should be targeted study of the reasons for One of our promises is about ’one answered directly by customer servi- cyclists’ injuries point of contact’, i.e. that we connect the ces. This year is the first year we have • ISO 39001 – How can this be app- caller to the right person straight away. measured this goal throughout every lied by municipal road operators For this reason, the Swedish Transport month of the year. However, the fact – the city of Gothenburg, a pilot Administration’s switchboard is being that we answer as many questions as case dispensed with and all calls will instead possible directly has led to longer queue • Alternative divisions of traffic go straight to the Swedish Transport times for reaching customer services lanes (2 minus 1) in rural areas – Administration’s customer service per- (the time during which a customer has from a cyclist’s perspective. sonnel. Based on our customer surveys, to wait on the telephone before their call we know that satisfaction levels increase is answered). Unfortunately, this year Projects within the following area have if answers are provided directly by we have not been close to achieving our been granted funding during 2012: customer services. Questions from the goal whereby 80 per cent of calls are • vulnerable road-users, 14 pro- general public can be on anything from answered within 60 seconds. jects (approximately SEK 3.6 traffic information to detailed questions The Swedish Transport Administra- million) about rail or road construction. It is a tion has created the Business Centre, • speeds, 5 projects - SEK 1.4 million • the development of methods to reduce accidents, 14 projects - SEK 5.2 million • 2 other projects - 0.3 million SEK 300,000. Cross-business area work Customer work The expectations that Swedish citi- zens have of the Swedish Transport Administration’s service concern the way in which we treat our customers and our ability to provide clear informa- tion. What’s more, we must be accessible and encourage their participation when we affect their everyday lives. Our aim during 2012 has been to make it easier for people to get in touch with us, and that we should provide rapid feedback to their questions and opinions. Our work with The Swedish Transport Administration’s promises to industry and private individuals is

79 The Swedish Transport Administration’s Activities Cross-business area work

which is to safeguard dialogue with Table 47 Call statistics from customer services for road, rail and ferry traffic those operators with whom we have 2011 2012 agreements, and business users on the whole. Our intention is to refine our Calls 118 016 151 009 customer work from a strategic to an Percentage answered within 1 minute 59 % 49 % operational level, in order to improve Degree of satisfaction 74 % 85 % satisfaction levels, especially with our business users. To ensure a customer-oriented During the year we have made our port solution for children, between their way of working, the Swedish Trans- handling of research and innovation homes and their school. Another EU pro- port Administration has established a more efficient through the introduc- ject, ’Together on the move’, has focused cross-business area customer council. tion of portfolio management. This has on immigrants and their knowledge, and The customer council aims to ensure a involved clearer direction towards the the opportunities that they have to save common way of working and a common Swedish Transport Administration’s energy and choose environmentally- approach to our customer work. See goals but it has also meant that external adapted transport. Table 47 on page 80. research and innovation environments Also within Sweden, the co-financing The Swedish Transport have, to a certain extent, adapted their of projects is an effective way in which to Administration’s efforts to improve ac- skills and ways of working to those of improve the returns from research and cessibility also incorporate initiatives as- the Swedish Transport Administration. innovation initiatives. A joint strategy sociated with social media. The Swedish Through the more efficient handling and for Swedish research and innovation has Transport Administration’s customer composition of projects brought about by been drawn up within the framework services personnel answer queries and portfolio management, we have benefi- of the Forum for innovation within the comments via Facebook, between 9 am ted more from research and innovation, transport sector. This is backed by aut- and 4 pm every week day. At first this without the budget increasing. horities, academia and industrial repre- was on a minor scale, but the number of Our research and innovation mirrors sentatives from all modes of transport. comments has increased by 169 per cent. our assignments and our activities and The collaboration has been tangibly covers everything from knowledge bases developed within eight areas where joint Research and innovation and the development of planning models road maps have been developed. These The Swedish Transport Administration’s and methods, to tangible improvements road maps form the basis of agenda for research and innovation aims to contri- to the road and rail systems. cross-industry and cross-sector research bute to the organisation’s goal through A significant part of the Swedish and innovation. the provision of knowledge, the develop- Transport Administration’s research The four-year research project Low ment, verification and demonstration of and innovation work is conducted as Energy and Transport Systems 2050 new solutions, and by improving existing part of EU initiatives. In this way, the (LETS 2050) has been co-financed by services, products and processes. results can be achieved at a lower cost to the Swedish Environmental Protection The turnover for research and innova- each participating country. The EU pro- Agency, the Swedish Energy Agency, tion during 2012 totalled just over SEK ject ’Safeway 2 School’ has been aimed Vinnova and the Swedish Transport Ad- 447 million, divided between just over at the design, development, integration ministration. The project was completed 620 projects. Over 200 new projects and evaluation of technology that will in 2012. Participation in the project have been started. provide a safe and comprehensive trans- has made us more aware of conflicts of goals and interest and of developments towards a society that is environmen- tally adapted and less vulnerable. Collaborative projects within the field of electricity have led to a more robust infrastructure as a result of improved static converters, transformers and cables in addition to a new system for power supply and more energy effi- cient control of train operations and the railway system on the whole. Over the course of the year, the Swedish Transport Administration has carried out a full-scale evaluation of fixed fire-extinguishing systems in road tunnels. The new system is robust, has fewer movable parts and retained good functionality at a considerably lower

80 The Swedish Transport Administration’s Activities Cross-business area work

price. Conservative estimates suggest that the project has given a return of SEK 50 for every SEK 1 invested, with a potentialsaving of approximately SEK 200 million for the Stockholm Bypass project alone. Collaborative paving projects have also provided some excellent results. Improvements to the paving types Y1B (surface dressing) and IM (grouted ma- cadam) have led to a reduction in energy consumption, better sustainability and an expanded area of usage within parts of the road network where the bearing capacity is lower and there is less traffic. Sustainability for ’double drain’ (reduc- tion of noise levels by 8 dBA) has impro- ved, and test routes with more durable, half-open paving (3 dBA noise reduction) show good results. New valuations and calculation county administrative boards, municipa- appointed for all marshalling yards. Rail values for noise mean that noise from lities, county councils and local industry freight depot councils have been started railways is taken into consideration in can act together. County administra- in Gävle, Sävenäs, Malmö, Borlänge and a more reliable manner within cost/ tive boards and municipalities, as the Helsingborg, where stakeholders are benefit analyses of measures to be authorities in charge of their area, have a collaborating to improve security and taken within the transport system. This major responsibility for the coordination their crisis management capacity. Work improves the preconditions for making a of the joint efforts that are necessary in with local administrative and protec- good choice of measures. the event of a crisis situation. They must tion regulations for marshalling yards is The Swedish Transport ensure that there is effective coordina- ongoing. Location-specific requirements Administration’s financing of the pro- tion between all parties involved in for area protection have been establis- gramme for strategic vehicle research crisis management. hed for the rail freight depots concerned. and innovation increased during the The Swedish Transport Administra- The Swedish Transport Administra- year from SEK 70 to 80 million. Within tion is responsible for coordinating all tion participates in the Samverkans- the vehicle sector, investments are con- operators within the transport sector, as gruppen för transsportskydd (Cooperati- tinuing within High capacity transports well as for cooperating and collaborating ve group for the protection of transport) - this includes attempts at the nightly with county administrative boards, local together with the Swedish Civil Contin- transportation of mixed goods with a and government authorities and other gencies Agency, the National Swedish 32 metre long double trailer between stakeholders. Police Board, the Swedish Radiation Gothenburg and Malmö (DUO2). These The Swedish Transport Administra- Safety Authority and the Swedish Trans- attempts have resulted in a fuel saving of tion participates in the national coor- port Agency. The aims of the group can 27 per cent, compared with the regular dination conferences that the Swedish be summarised with the words: threat semi-trailers used. Civil Contingencies Agency regularly scenario, alarmchain, information, coo- organises. These aim to create mutual peration, consciousness-raising, training Cooperation for more efficient crisis situational awareness, to share infor- and knowledge. management mation about the current status and to Throughout the year, exercises have One of the cornerstones of the Swedish coordinate resources. been conducted at our major travel crisis management system is well-esta- During 2012 the Swedish Transport centres (stations) in order to improve the blished and effective cooperation before, Administration has introduced national cooperational ability of a large number during and after the crisis in question. and regional operational management of different parties in threat or crisis This can be a major challenge in our for road and rail traffic. They will, in situations. Examples of parties who are society, where many of our essential an efficient and intermodal manner, be involved in one way or another are: Jern- societal functions are performed by pri- able to monitor and direct road and rail husen, the local municipality, the Police, vate operators. The states of dependence traffic, as well as providing intermodal the rail operator, SOS Alarm, security between various societal functions are traffic information. companies and local businesses. great, and these become extremely clear The project ’Säkra bangårdar’ (Se- The Swedish Transport when there are serious disruptions to cure rail freight depots) aims to improve Administration’s investment projects our everyday activities. At these times, it security at our seven largest rail freight have, during the year, conducted crisis is essential that government authorities, depots. Security coordinators have been exercises together with contractors, the

81 The Swedish Transport Administration’s Activities Cross-business area work

with Transport Certification Australia Ltd. regarding the demonstration and development of modern technology for long and heavy vehicles’ usage of the road network. The Swedish Transport Administration has also been invol- ved in the preparations for Shift2Rail which may be included in the EU’s eighth framework programme through a comprehensive investment in research and innovation within the rail transport system. The Swedish Transport Adminis- tration is involved with several inter- national road and rail organisations. These provide an important platform for joint projects, knowledge acquisi- tion and international coordination. The Swedish Transport Administration’s Director-General, Gunnar Malm, was, health services, the emergency servi- between terminals and rail operators. in 2012, appointed chair of European ces, the Police and other collaborative The Swedish Transport Administra- Rail Infrastructure Managers (EIM). He partners in order to introduce a clear, tion has given its support to the Govern- has also been involved in the high level uniform and more efficient crisis mana- ment, prior to a decision being made at group that provides that EU’s transport gement procedure. the EU level. Amongst other things, this commissioner, Siim Kallas, with advice applies to the development of the Trans- with regards to the future development International work European Transport Network (TEN-T), of transport issues. It is the task of the Swedish Transport the revision of the First Railway Package The Swedish Transport Administra- Administration to create the precondi- and to other issues concerning traffic sa- tion has also been involved in transport tions for a transport system that is inter- fety (road) and ITS. The Swedish Trans- sector collaborations outside of the EU nationally competitive and sustainable port Administration has been following and has, in 2012, assisted the Govern- in the long term. In 2012 the Swedish the European Commission’s work on a ment with collaborative transport sector Transport Administration made concer- fourth railway package throughout the agreements with the USA and China. ted efforts to put various initiatives and year. Preparations have also been made A collaboration with Poland involves EU decisions into practice. This applies for a new EU group of land transport sa- the provision of information regarding to the EU initiative ’Green Corridors’, fety experts. Safety issues are becoming ferries, so that disruption to commercial to the introduction of a goods corridor all the more important within the EU. road traffic is avoided, especially in the between Stockholm and Palermo (rail), The Swedish Transport Administra- winter. The Swedish Transport Admi- to the introduction of the Directive on tion is working to ensure that suppliers nistration has been collaborating with Intelligent Transport Systems (ITS) - within the EU establish themselves and Japan in respect of Intelligent Transport primarily within the road system, and invest in Sweden. Over the course of the Systems (ITS) and winter road mainte- to the working programme for the EU year we intensified our international nance. strategy for the Baltic Sea region. The marketing and implemented several The Swedish Transport Administra- first green corridor, Oslo-Rotterdam, measures to alleviate international trade tion manages shares in Swedish National was inaugurated in 2012. Interest barriers. The environmental issues that Road Consulting AB (Sweroad) on behalf has been substantial and a number of permeate the transport sector mean of the State. In 2012, the operation has measures will be introduced to reduce that there is still a great deal to do. In been reviewed and a new managing the environmental impact of all modes 2012, the EU decided to implement the, director has been appointed. Sweroad of transport. An agreement for the so called, sulphur directive for shipping, operates international contracted Stockholm-Palermo goods corridor was something that may affect the use of the work in close collaboration with the signed in 2012. At the same time, the transport system in Europe. Swedish Transport Administration and introduction of the new European signal Within international research and other transport authorities. Sweroad is system ERTMS was integrated along innovation we have, together with our active in markets where the expertise of the corridor. The Swedish Transport collaborative partners within industry Swedish authorities is in commercial de- Administration heads the board which and academia, participated in a num- mand, and this provides the authorities’ consists of infrastructure management ber of projects within the EU’s seventh employees with new opportunities for representatives from along the corridor. framework programme for research. personal development and stimulation as In 2012, a collaboration was initiated We started an important collaboration a result of work overseas.

82 The Swedish Transport Administration’s Activities Internal governance and supervision

Internal governance is a strategy for its work, criteria for its Ahead of 2013 there will be high priority and supervision evaluations of risk and opportunities risks where ongoing measures have still and a process for its implementations. not had sufficient effect. Examples of The purpose of internal governance and Implementation is adapted according to high priority risks where risk-reducing supervision is to run the operation ac- the prerequisites of the areas of analysis: measures must continue into 2013 are: cording to instructions and the letter of goals, projects, administration, continu- • Deficiencies in the capacity of appropriations and in accordance with ous operation and evaluation of the ma- the railway’s technical systems operational requirements, that is to say, nagement system. External and internal mean a high risk of a large num- ber of disruptions. that it is run efficiently, according to the audits are a part of internal governance applicable legislation and other obliga- and supervision. Regular audits are, for • The risk that we do not live up to tions, with reliable, accurate accounting example, conducted within the areas of our customers’ and collaborative partners’ expectations in respect and with making thrifty use of state traffic safety, environment and the wor- of punctuality, a reduced number resources. king environment. of disruptions and better traffic Good internal governance and super- The major risks and opportunities rai- information. vision is achieved by clearly delegated sed to a higher level for further handling • Deficiencies in operational safety responsibilities and authoritative powers, with the support of evaluation criteria. (lack of redundancy) can lead to together with established operational They are documented in the operational a failure in critical data commu- procedures and regulations. In 2012 the analyses of the unit in question. From the nication. Swedish Transport Administration car- analyses of these units, data is then ob- • Dimensioning of road and ried out work to further establish clear, tained which is used in an analysis of the railway infrastructure is not simple and modern internal governance Swedish Transport Administration’s ma- sufficiently risk-based, which increases the probability of and supervision within its management jor risks and opportunities. The Swedish failures. This has become parti- system. The work has resulted in the Transport Administration’s operational cularly relevant in the existing adoption of an overriding directional phi- analyses are kept up-to-date throughout infrastructure due to climate losophy and a reworking of procedures the year. changes. at both at organisational and individual Our monitoring and evaluation of the • Deficiencies in continuity hand- level. Important aspects of our gover- internal governance and supervision is ling within road and rail traffic nance philosophy are: There is a belief based on the operation’s reports of the can lead to losses for the public in the ability of an individual to bring major risks and opportunities, and on the finances. about results in their work with others. observations of the Internal Audit Unit During the year, the Swedish Natio- Managers shall create the preconditions and the Swedish National Audit Office. nal Audit Office conducted a compre- for their employees and are the bearers of hensive review of the efficiency of the the Swedish Transport Administration’s MAJOR RISKS AND OBSERVATIONS Swedish Transport Administration’s values. There is dialogue at all stages and FROM AUDITS operations. The Swedish Transport cooperation crosses all boundaries. For several major risks, measures have Administration takes on board the In order to continuously assure the been taken during the year that have proposals and risks that the Office high- quality of our work, three elements need enabled them to be de-prioritised. lights and is incorporating them into its to be integrated into our operational Examples of risks where the risk level is ongoing development work concerned management: risk analysis, control mea- judged to have diminished: with, for example, its planning system, sures and follow-ups. These elements are • The risk of major problems oc- improved productivity, its regulatory fundamental for the Swedish Transport curring with the introduction framework for maintenance and its Administration’s results and for its in- of a new joint EU rail traffic focused client role. management system. ternal governance and supervision. It is, For several of its activities, the Swe- therefore, essential that their implemen- • The risk for ambiguities in the dish Transport Administration has not tation and documentation is of the hig- prioritisation of projects where a been in existence long enough to be able financial advance is provided by, hest quality. It is not possible to establish to achieve the full effects. Other investi- for example, a municipality. internal governance and supervision in gations have noted the importance of a way that means that faults never arise • The risk that the time schedule making further improvements to syste- decided upon cannot be met for matic work with safety. One are to which within the organisation, but the mana- the confirmation of rail and road gement should feel reasonably confident plans. particular attention should be paid in that the organisation is being run in the 2013 is the safety of those working in • The risk for irregularities correct manner. arising from the introduction track environments. of a ’whistle-blowing system’ An internal safety council was AN OVERALL APPROACH which would allow reports to be established during 2012 to strengthen The Swedish Transport Administration submitted anonymously. the work being conducted in connection has a good foundation with which to con- • The risk of a lack of direction in with traffic safety, the working environ- tinuously assure its work with internal respect of research and develop- ment and information security. governance and supervision since there ment.

83 Productivity and efficiency development

PRODUCTIVITY AND EFFICIENCY DEVELOPMENT Productivity and efficiency development Produktivitets- och effektivitets- utveckling

Productivity and efficiency development The Swedish Transport Administration’s role as client

The Swedish Transport Adminis- decided upon in 2011. Implementation our own working methods and our tools tration has a government man- of the measures has already started. The for purchasing and procurement. A com- measurement of specific product catego- pletely new purchase order system for date to increase productivity in ries has started and will be presented in the Swedish Transport Administration the construction industry. the Swedish Transport Administration’s has been developed and a pilot version 2013 Annual Report. has been in operation during 2012. The project ’Renodlad beställar- Within the Swedish Transport The Swedish Transport roll’ (focused client role) is targeted at Administration, a number of research Administration’s role as client the approach that is to characterise the and innovation projects that are coupled manner in which the Swedish Transport to increasing productivity are also in The Swedish Transport Administration’s Administration will conduct business progress. role as client the Swedish Transport in its role as client. A focused client role Administration is the single largest creates preconditions for the market to purchaser within the Swedish construc- increase its innovation and productivity. Example: Research and development mean lower prices: The measures to increase tion market. As such, we have a huge It also allows suppliers to compete over stability opportunity to affect the productivity the choice of technical solution. A great in BanaVäg i väst could be reduced through of the sector. In order to create greater deal of work is currently in progress; our usage of new models for the calculation development opportunities, we have this involves skills development and of the strength of lime cement pillars and new decided on a strategic direction that me- changing working methods throughout models for settlement calculations. The sub- sequent savings are estimated to be at least ans, amongst other things, that we will the Swedish Transport Administration. SEK 60 million. increase the percentage of turnkey cont- The work involved with the changing of racts and consultancy contracts based on the Swedish Transport Administration’s fixed price agreements. The percentage client role will help us reach our goal - of turnkey contracts procured during fully developed business forms for the Measuring productivity 2012 amounted to 33 per cent of the total procurement of turnkey contracts and The overall productivity procured, which is an increase in com- consultancy assignments by 2018. of the operation parison with 2011. One of the indicators we have chosen for For consultancy assignments, results the overall productivity of the ope- and products must be clearly specified Example: Turnkey contracts mean lower ration is the Swedish Transport prices: In the construction of a bridge in at procurement, so that the consultant Administration’s total turnover for the Rotebro, the planned construction contract can be responsible for the whole project. was amended to a turnkey contract. this gave year in relation to its total staff costs for In 2012, less than 5 per cent of consul- the contractor the opportunity to submit their employees and consultants. The outcome tancy assignments were procured in this own proposals for technical solutions. The for 2012 was 7.16. manner. subsequent savings are estimated to be at Construction least SEK 100 million. With effect from 2012, we use a produc- Measures to increase tivity measurement according to a new Within SISU 2013 the Swedish Trans- model, which is based on a production productivity port Administration is working for volume-weighted net present value During the year, work to increase pro- increased productivity in the construc- (NPV). The measurement Productivity ductivity has been conducted within the tion sector and for an improved mode of development within operations and framework of four different projects. A operation for the market by reviewing maintenance is used for specific objects special productivity office has been crea- ted to coordinate activities, to implement common working methods throughout the organisation and to develop new measurement methods. The Productivity and Innovation De- velopment in the Construction Industry project (PIA) has been in progress since the autumn of 2010. It aims to develop proposals for measures for increased productivity for specific product catego- ries (for example, track switches or road paving), but also to develop ways and means for the measurement of producti- vity. During the year, productivity pro- grammes have been decided for five new product categories, in addition to those

86 Productivity and efficiency development Productivity development within operations and maintenance

in the national plan where the Swedish Construction contracts are largely tivity is to compare the total cost for sur- Transport Administration has already based on price-per-unit procurements. face maintenance in relation to quality started work. The measurement is an The development of unit prices within and traffic volume. Quality is measured indicator of the development of the various areas can be an indicator of how in terms of roughness (IRI) and rut estimated benefit to society, according to productivity is developing. But it also depth (millimetres). Traffic volume has the Swedish Transport Administration’s reflects the state of the market and, to been more or less the same throughout model for cost/benefit analysis. The some extent, commercial considerations the period (2008-2012). actual benefit does not occur until the based on risk analyses and the oppor- The cost of bitumen represents about project has been completed and traffic tunities presented by tendering. The a third of the total costs. The price of commences. The measurement does not average cost for earth excavation and bitumen has varied substantially during include all effects, since not all effects filling within the construction sector the period in question and has increased can be calculated. The effects can be increased during 2012 by SEK 2/m3, by 50 per cent from 2008, whilst the net both positive and negative; for example, which corresponds to a cost increase of price index (NPI) increased by just 5.2 reduced congestion and encroachment 6.3 per cent. This is considerably higher per cent over the same period. into areas of natural and cultural inte- than the net price index (NPI) and also However, the development in quality rest. higher than the road and track index. has been largely the same, despite the The calculation of the productivity The analysis is based on a random selec- fact that measures have varied in these measurement for 2012 is based on NPV tion of quantity-scheduled prices during years; this itself might be an indicator from 2011 and 2012. During 2013, the analysis that there has been a certain degree of • the Government’s quality as- will encompass the majority of contracts development in terms of productivity surance assignments for objects where bills of quantities are described. within this area. The effect relation- where construction has not yet In this way, the accuracy of the analysis ship is uncertain and analyses based started. is improved. It is currently too early to on longer series of measurements are • the National Plan for the Trans- draw any further conclusions or analyse required. port System 2010-2021 and causes. Rail maintenance consists of major other plans applicable for objects replacements of contact wires, track and where construction has already started. track switches, etc. and maintenance Productivity development work involving the direction of tracks, NPV is only calculated for specific within operations and groove grinding, safety inspections and objects in the national plan where the maintenance remedial maintenance. outcome occurred during 2012. The The new framework for maintenance One indicator for measuring produc- computed productivity measurement for aims to clarify the effect relationship tivity is to compare the total maintenan- 2012 is 0.51. This means that the projects within operations and maintenance. The ce cost with the number of inspection conducted return, on average, 51 per framework will constitute a firm founda- notes and train-disrupting faults. Traffic cent on the capital invested, i.e. a net tion for future productivity measure- volume has been more or less the same yield of 0.5 SEK per krona invested. One ments within the field of maintenance. throughout the period. See diagram 35. indicator for construction activities is Road maintenance largely consists of The price development for rail the total development cost in relation to the maintenance of surfaces. The annual maintenance has increased by 6.7 per the Swedish Transport Administration’s volume is decided based on measure- cent since 2008. This can be compared total investment volume during the year. ments of road conditions, but also the with NPI which, for the same period, A model for this kind of measurement financial scope available, taking into increased by just 5.2 per cent. has been initiated, but measurements consideration the natural variations in The number of trains-disrupting currently only cover 2012. The outcome the costs of winter maintenance. faults has decreased, which is probably was 16.82 per cent. One indicator for measuring produc- an effect of previous quality initiatives.

DIAGRAM 34

Development − paved roads * (2008=100) DIAGRAM 35 Nominal costs for paving* Percentage (%) rut depth < 15 mm Development − rail* (2008=100) Percentage (%) IRI < 4 Bitumen price index* Maintenance costs − rail* Number of train-disrupting* Maintenance index − rail*

140 140

130 130

120 120

110 110

100 100

90 90

80 80

70 70 2008 2009 2010 2011 2012 2008 2009 2010 2011 2012 87 Productivity and efficiency development Internal efficiency

• transition from local to cen- tralised control of train traffic (approximately SEK 15 million) • continued dimensioning of re- sources for the central functions (approximately SEK 30 million) • optimised use of consultants within IT production (approx- imately SEK 50 million) • collocation and administration of office premises (approximately SEK 10 million) • outsourcing with uniform service levels within workplace service (approximately SEK 20 million) • digitalisation and centralisation of registry and archives (approx- imately SEK 5 million). This could be an indicator that there has complicated, and it takes time before been a certain degree of productivity they have an effect on operations. It in- Through efficiency measures, we development in this area. The effects of volves developing and adapting working have released approximately SEK 500 increased investments in 2011 and 2012 methods and systems. million during 2012. These are the cost should be seen in years to come. The Certain long-term , permanent cost reductions that have taken effect during effect relationship is also uncertain here reductions also presuppose significan 2012, with deductions for one-off costs and analyses based on longer series of investments. connected to efficiency work and the measurements are required. The total annual value of the effi- reorganisation of our own staff. ciency initiatives that we have imple- Through our internal efficiency work, Internal efficiency mented up to an including 2012 is SEK it is estimated that costs will have fallen The goal of improvements to internal 1.7 billion, reckoned from when the by SEK 2.5 billion by the start of 2014, efficiency is to release funds that can efficiency programme started in 2010. compared with cost levels in 2010, when redistributed within the organisa- Out of that figure, SEK 750 million refers the Swedish Transport Administration tion in such a way that benefit to to measures that were implemented was founded. A large part of the scope society increases. The work should also during 2012. that it is possible to redistribute has strengthen the results culture within the Examples of measures that were im- already been ’mortgaged’ into the plan- Swedish Transport Administration. plemented during 2012 (cost reductions ning for 2014-2015. The work covers all of the costs that in SEK millions): the Swedish Transport Administration • optimisation of personnel can affect and which do not relate to resources within investment procured contracts. From that starting activities (approximately SEK 150 million) point, the potential to reduce costs by a total of SEK 2-3 billion by the end • focusing of client role (approx- of 2013 was identified. A plan for the imately SEK 230 million) implementation of cost reductions has been decided upon and this covers over 200 efficiency initiatives within all of the Swedish Transport Administration’s operational areas. Table 48 The efficiency initiatives are of Redistribution of estimated scope through reduced cost level at the start of 2014 various different natures. Economies of SEK billions, 2014 price level scale can be realised within the central Estimated cost reduction 2,5 functions - communication, personnel Reduced appropriations 1) -0,5 and finance, for example. These have, on Additional activities 2) -0,1 the whole, been realised. The costs and ’Mortgaged’ into the infrastructure planning 3) -1,4 staffing levels within these functions Remaining reserves 0,5

have been reduced substantially since 1) Reduced appropriations for administration and sector information during 2010 and 2011. 2) Additional activities refers to those operated by the Swedish Maritime Administration, the Swedish Transport Agency the Swedish Transport Administration and the former Swedish Institute for Transport and Communications Analysis, without additional funding. came into existence. The implementa- 3) Following decisions made by the Government and the Riksdag, SEK 17 billion of the proposed improvements to be conducted between 2014-2025 are to be financed by the Swedish Transport Administration’s efficiency improvement tion of many efficiency initiatives is more work.

88 Productivity and efficiency development

89 Employees

EMPLOYEES Employees Personnel structure

Personnel structure Within the Swedish Transport Admi- nistration there are around 150 different professions, which can then be further divided up into subgroups. The number of permanent employees had fallen from 6,302 to 6,239 by the end of the year, de- spite 108 consultant positions becoming permanently employed. Approximately 100 (100) positions have disappeared during 2012 as a result of reorganisa- tions. The total of new employees - inclu- ding where consultants have become permanent employees - was 416 (460). Besides the consultants who have become permanent employees, the new recruits are primarily operative staff at our traffic centres. The number of staff who left during ture proposition for 2014–2025 and the that it is extremely important that the 2012 was 476 (421). Out of them, 244 left Swedish Transport Administration’s Swedish Transport Administration is the Swedish Transport Administration work to define its incl. consultant ex- perceived as an attractive employer. We to go to another employer, which was by changes ’focused client role’. have carried out a number of activities far the most common reason for leaving. aimed at various target groups, in order Retirement accounted for another 164 ATTRACTIVE EMPLOYER to make the Swedish Transport Admi- (160). The competence supply plan also forms nistration visible to those outside the The staff turnover in 2012 was 6.7 the basis for the Swedish Transport organisation. (6.7) per cent. Administration’s employees (average) • the implementation of an The average age of the Swedish work to be an attractive employer. The annual trainee programme Transport Administration employees is work aims to safeguard the Swedish • participation in labour market 48 (48). Transport Administration’s competence fairs, secondary school fairs and requirement, employees (average) both trade fairs Competence supply, in the short and the long-term. • collaboration with several col- This means that we have motivating, leges and universities measures taken retaining and developing the employees • we have given talks and lectures The ability to recruit, attract, develop, that we have. and been mentors within train- retain and, sometimes even, phase out In the light of tougher competition ing area that are important to us competence is crucial, if the Swedish for competence in the market, we feel Transport Administration is to achieve its operational objectives. We conduct Table 49 annual competence supply planning, in Personnel statistics order to ensure we have the necessary 2010 2011 2012 competence in both the short and the Number of permanent employees 6 262 6 302 6 239 long term. This forms the basis of the Number of temporary employees 557 521 682 measures that we will then undertake Number of temporary employees 6 819 6 823 6 921 throughout the year. Annual work units, own staff 6 226 6 213 6 161 Approximately 470 employees will Annual work units, consultants iu 1 591 1 241 retire from the Swedish Transport Ad- Number of new recruits, incl. consultant exchanges 2411 460 416 ministration between 2013-2015. Number or permanent employees leaving 200 421 476 Our work to attract new employees - of which retirements 110 160 164 has involved a major need to recruit, Personnel turnover, per cent 3,21 6,7 6,7 primarily, engineers, particularly those who are project managers and technical Number of permanent employees (average) 6 272 6 255 6 229 specialists, and in the short-term also – of which women, per cent 36 36 36 operations personnel for our traffic cen- – of which men, per cent 64 64 64 tres. Important preconditions for com- Number of temporary employees (average) 534 503 621 petence supply are the Government’s Total number of employees (average) 6 806 6 758 6 850 Annual work units, own staff infrastruc- 1 information refers to 1 April-31 December

91 Employees Organisational change

• we have welcomed students on Table 50 work experience, temporary Managers

summer workers and those wor- 2010 2011 2012 king on their degree projects Members of the Swedish Transport Administration’s board 14 15 13

• we have worked together with – of which women, per cent 50 40 38 other industrial players on the Future City competition, in – of which men, 50 per 60 cent 62 order to encourage interest in Number of managers 554 555 529 technology and town planning – of which women, per cent 33 34 34 amongst young people – of which men, per cent 67 66 66 • we have extended our activities in the national collaboration Kompetensförsörjning i anläg- Administration’s role as client and this internally and externally. A programme gingsbranschen (KIA) (Compe- tence supply in the construction makes new demands of our managers, for female managers has also been industry) - the KIA network specialists and project managers. started. The Swedish Transport Adminis- • has taken part in tow major events aimed at the ’talent of the tration conducts a systematic annual Organisational change future’ assessment of its management staff. The organisational change unit works Over the course of 2012 we have with individual measures to find • making our brand visible via advertising campaigns, articles developed career paths and systematic solutions for surplus staff, both within and social media. assessment of our project managers and outside the Swedish Transport and specialists. The aim is to achieve Administration. The measures include Furthermore, we have employees who efficient forward planning in respect of competence development opportunities, have received distinctions such as competence supply. targeted pension solutions and help ’student manager of the year’ for 2012 In 2012 we began a programme to finding solutions outside of the Swedish used in competence supply. We have, strengthen the leadership ability of all Transport Administration. therefore, conducted one-day seminars our managers. The Swedish Transport on this subject for our managers. Administration is collaborating with a Work environment number of other authorities on a mentor In order to ensure that managers with MANAGERS, PROJECT MANAGERS AND SPECIALISTS programme for new leaders. This year staff responsibility satisfy the compe- we began our efforts to increase the tence requirements of the Swedish Work We have reinforced our efforts to supply number of managers under the age of Environment Authority’s regulations the Swedish Transport Administra- 40. We have introduced an internal (AFS 2001:1), basic work environment tion with managers, project managers programme for managers with high po- training is undertaken and a diploma is and specialists. Extensive work is in tential in addition to a specific initiative awarded upon completion . In addition progress to focus the Swedish Transport to attract younger high-performers, both to this there are also obligatory refresher

92 Employees Analysis of competence supply in relation to operational goals

courses for managers, every five years. The work environment management sys- tem has been updated in order to meet the requirements of the work environ- ment standard OHSAS 18001.

HEALTH Strategic efforts have meant that we have increased the amount of pro- motional and preventative services that we order from occupation health companies, in relation to the number of reactive services that we order. We have implemented a number of pilot projects in order to develop new forms of health- promoting work. The Swedish Transport Administration’s fritidsförbund (leisure association) is a resource in our health better information with which to make We measured this in our 2011 employee promotion work and helps to strengthen appointments, and also contributed to survey. Based on the results of this the Swedish Transport Administration’s more women assuming senior positions. survey, each part of the organisation has culture. We monitor operations by mea- Major changes are being made developed and implemented action plans suring the number of activities and par- within Trafikverket. It is therefore aimed at further improving job satisfac- ticipants. We have a low rate of sickness important that our reorganisational tion. absence, but the trend whereby absence work functions smoothly. Monitoring The measures we have taken have is higher amongst women than men indicates that those affected feel that the led to a low staff turnover and low also applies to the Swedish Transport organisation is working well. In combi- levels of sickness absence. We have also Administration. nation with the measures that we have seen major benefits resulting from the taken, this shows that our reorganisa- competence development initiatives we Analysis of competence tion work is supporting Trafikverket’s have implemented for managers and co- overriding goals. workers, and this in turn has helped the supply in relation to We are also well on the way to achie- Swedish Transport Administration to operational goals ving our goal to shape career paths for perform its official assignments. This analysis of goal satisfaction is des- at least two professional groups during Competition for the competences that criptive, i.e. it describes a state of affairs 2012. The creation of career paths for the Swedish Transport Administration and not the effects of certain measures. project managers and specialists is con- needs to run its business is becoming An important prerequisite for compe- sidered to be the most important for the tougher all the time. Despite that, access tence supply is that we succeed in attrac- organisation as a whole; we have done to the competence we need is one of the ting the target groups in which we are this for project managers and are well on reasons why the Swedish Transport interested to our operation. With this in the way to completing this process for Administration has achieved the results mind, we had the goal that at least 200 specialists as well. that are presented in this annual report. of those applying for trainee positions If we are to retain our staff, then they We feel that we exercise sound long- should satisfy the requirements set for must experience job satisfaction, and term planning in our work with future trainees. We received 1,196 applications, this is based on many different factors. competence supply. of which 799 satisfied the requirements. In other words, we clearly exceeded our goal in this respect. Table 51 We employed around 210 temporary Sickness absence, per cent summer workers. Out of the approx- 20101 2011 2012 imately 2,300 who applied for summer Total 2,2 2,3 2,7 jobs, 80 per cent had a college education. – of which long-term (60 days or more) 41,6 40,7 43,2 Every year, we measure how attractive Women 3,1 3,3 3,7 the Swedish Transport Administration Men 1,7 1,7 2,1 is to both students and young profes- sionals. We also conduct a comparative measurement amongst our younger Aged 29 or younger 2,0 2,1 1,9 academics. Aged 30-49 2,1 2,1 2,7 The annual management assess- Aged 50 and over 2,3 2,5 2,7 ment has increased mobility, provided The information refers to 1 April-31 December

93 Financial report

Financial report

94 Financial report

95 Financial report Income and expenditure account

Income and expenditure account

01/01/2012 01/01/2011 SEK thousands Note 31/12/2012 31/12/2011 Income Income from appropriations Note 1 19 136 962 17 560 611 Incomes from fees and other incomes Note 2 7 259 054 7 698 580 Income from grants 2 349 031 1 231 219 Financial income Note 3 118 104 112 268 Total 28 863 151 26 602 679

Operational costs Personnel costs Note 4 -4 544 012 -4 567 503 Premises costs Note 5 -446 203 -366 989 Other operating costs Note 6 -19 569 317 -18 797 399 Financial costs Note 3 -903 402 -902 825 Depreciations and write-downs Note 7 -7 882 173 -7 258 273 Total -33 345 107 -31 892 988

Result of operations -4 481 956 -5 290 310

Profits from shares in subsidiaries and associated companies Note 17 -3 723 -4 323

Collection operations Income from fees etc. and other income not at the Swedish Transport Administration's disposal Note 8 235 800 444 964 Funds forwarded to the State's budget from collection operations -235 800 -444 964 Balance 0 0

Transfers Funds received from the State's budget for the financing of grants Note 1 3 446 696 2 740 007 Funds received from government agencies for the financing of grants 7 379 470 Other funds received for financing grants 348 543 9 900 Financial income 0 561 Allocation to/resolution of funds etc. for transfer purposes Note 9 2 397 2 525 Grants paid Note 10 -3 794 246 -2 094 166 Balance Note 10 10 769 659 297

Net change in capital for the year Note 11 -4 474 911 -4 635 335

96 Financial report Balance sheet

Balance sheet

SEK thousands Note 31/12/2012 31/12/2011 Comments on the balance sheet Assets Assets Intangible assets Note 12 The Swedish Transport Administration’s intangible Capitalised expenditure on computer programmes 161 520 182 676 fixed assets consist mainly of capitalised expenditure for computer programs developed in-house. Rights and other intangible assets 3 582 4 925 Road infrastructure completed during the year has 187 601 Total intangible assets 165 102 been valued at SEK 11,178 million. The corresponding value for railway infrastructure amounts to SEK 17,706 Tangible assets million. Depreciations andwrite-downs for the year Infrastructure, buildings, land and other real estate Note 13 228 372 787 206 794 567 amount to SEK 7,882 million, of which SEK 3,272 Improvement expenses for other parties’ real estate Note 14 93 205 54 248 million refers to depreciations of railway infrastruc- Machines, equipment, means of transport, etc. Note 15 688 779 761 256 ture and SEK 4,169 million to depreciations of road New construction in progress Note 16 80 797 762 86 091 284 infrastructure. The value of investments in progress Advances on tangible assets 926 406 1 505 633 at year end amounted to SEK 80,798 million, of which Total tangible assets 310 878 938 295 206 989 road infrastructure was responsible for SEK 29, 533 million and railway infrastructure for SEK 50,921 million. Financial assets This included a number of very large projects, among Shares in subsidiaries and associated companies Note 17 14 661 18 384 them the City Line rail project in Stockholm, the West Other long-term securities Note 18 0 5 Coast Line including a tunnel through Hallandsåsen, Total financial assets 14 661 18 389 the Norway/Vänern Line, the Ådalen Line and the E20 Norra länken project. Inventory, etc. Inventory and stores 657 306 646 439 Work in progress 25 495 17 132 Liabilities, provisions and undertakings Advances to suppliers 15 727 46 958 Other credits from the National Debt Office are in- Total inventory, etc. 698 529 710 529 creasing in line with the established costs in our loan- financedactivities where the largest projects are the Receivables City Line rail project in Stockholm, the double-tracks Trade debtors 1 503 007 1 581 016 between Trollhättan – Gothenburg and Motala – Mjöby, Receivables from other government agencies 1 788 807 1 878 605 and the E45 Angeredsbron – Älvängen. Other receivables 65 134 44 794 Other loans at the end of the year amount to SEK Total receivables 3 356 949 3 504 416 1,523 million and consist largely of advances (loans) Cut-off items Note 19 from municipalities and relate to loans for earlier sche- duling of investments. The total liability for the advan- Prepaid costs 278 647 400 728 ces approved by the Swedish Transport Administration Accrued grant income 1 064 674 401 729 and the Government relating to public roads must not Other accrued income 305 338 496 120 exceed 30 per cent of the appropriation items 16.1, 16.2, Total cut-off items 1 648 659 1 298 578 16.4, 16.5 under Appropriation 1:1 granted during the year. This means a maximum advance amount of SEK Settlement of accounts with the Government Note 20 252 617 -1 081 247 3,053 million for 2012. For investments in railways, the advances must not exceed 30 per cent of the Cash and bank balances appropriation item 10.1 under Appropriation 1:2 granted Balance on interest account with the National Debt Office Note 21 6 425 029 6 393 621 during the year. For 2012, this means a maximum Cash and bank balances 151 550 65 094 advance amount relating to investment in railways of Total cash and bank balances 6 576 579 6 458 715 SEK 1,512 million. TOTAL ASSETS 323 592 033 306 303 970

CAPITAL AND LIABILITIES Trafikverket's capital Note 22 State capital 270 505 706 258 166 368 Share in profits from subsidiaries and associated companies -1 956 470 -1 901 152 Change in capital brought forward 343 380 -234 840 Change in capital according to income and expenditure account -4 474 911 -4 635 335 Total Trafikverket's capital 264 417 705 251 395 040

Funds Note 23 28 339 30 737

Provisions Provisions for pensions and similar obligations Note 24 78 201 108 152 Other provisions Not 25 1 075 119 645 718 Total provisions 1 153 319 753 870

Liabilities, etc. Loans from the National Debt Office Note 26 2 050 228 2 100 228 Other loans Note 27 1 523 229 1 926 020 Other credits from the National Debt Office Note 26 39 667 706 18 885 591 Liabilities to other government agencies 1 646 757 1 747 746 Trade creditors 6 788 506 6 545 152 Other liabilities Note 28 3 360 998 19 928 840 Deposits 128 133 70 678 Advances from clients and customers 79 779 112 559 Total liabilities, etc. 55 245 337 51 316 814

Cut-off items Not 29 Accrued costs 2 550 041 2 536 415 Unused grants 139 078 30 204 Other prepaid income 58 213 240 890 Total cut-off items 2 747 332 2 807 509

TOTAL CAPITAL AND LIABILITIES 323 592 033 306 303 970 Contingent liabilities Not 30

Other contingent liabilities Contingent liability according to Trafikverket’s instruction Contingent liabilities according to Trafikverket’s letter of appropriation 97 Financial report Appropriation account including presentation of authorisation

Appropriation account including presentation of authorisation

Disposable funds Result Appropriation funding period 01/01/2012 - 31/12/2012 Transfer sum Redist- carried Allocated ributed Transfer forward fund accor- appro- sum carried 01/01/- ding to letter priations Totalt forward 2012- of appro- forward disposable 31/12/2012 SEK thousands Note 31 priation Note 32 Withdrawal amount Net expenses Note 33 SPECIFICATION OF APPROPRIATIONS EXPENDITURE AREA 22 - COMMUNICATIONS 1:1 Road management (framework appropriation) 12 Other initiatives to increase efficiency in the transport sytem (framework) 20 962 311 000 -11 902 320 060 287 746 32 314 13 Exercise of public authority (framework) -1 627 152 000 150 373 150 475 -102

14 Subsidies (framework) of which 14.1 Subsidies of private roads (framework) 51 798 1 040 000 1 091 798 1 044 009 47 789 14.2 Certain grants to traffic system (framework) 136 789 0 136 789 0 136 789 Total 14 Grants (framework) 188 587 1 040 000 0 0 1 228 587 1 044 009 184 578

16 State-owned road management (framework) of which 16.1 Investments in national plan (framework) 35 1 207 350 5 743 000 6 950 350 7 164 436 -214 086 16.2 Investments in regional plan (framework) 35 35 754 2 675 000 2 710 754 2 415 027 295 727 16.3 Operation and maintenance (framework) 35 387 112 9 880 782 10 267 894 9 309 066 958 829 16.4 Interest and repayment of loans for roads 35 285 393 198 000 483 393 168 826 314 567 16.5 Bearing capacity, frost proofing and reconstruction (framework) -83 269 1 562 000 1 478 731 1 507 190 -28 459 Total 16 National road management (framework) 1 832 340 20 058 782 0 0 21 891 122 20 564 544 1 326 578

Total1:1 Road maintenance (framework appropriations) 2 040 262 21 561 782 0 -11 902 23 590 142 22 046 774 1 543 368 1:2 Track maintenance (framework appropriations) 8 Exercise of public authority (framework) 8:1 Establishment of train and railway plans (framework) 35 3 106 5 200 -2 956 5 350 2 561 2 789 9 Grants to Inlandsbanan AB and the Öresund Bridge Consortium (framework) 13 773 411 000 424 773 397 369 27 404

10 Rail maintenance (framework) 10.1 Investments in regional plan (framework) 35 627 657 5 043 000 5 670 657 6 273 409 -602 752 10.2 Operation, maintenance and traffic management (framework) -1 659 35 289 7 621 343 5 962 054 6 974 224 -1 012 170 10.3 Interest and repayment of loans for roads (framework) 35 633 551 1 546 000 2 179 551 1 270 283 909 269 Total 10 Track maintenance (framework appropriations) -398 081 14 210 343 13 812 262 14 517 915 -705 653

11 Other initiatives to increase the efficiency of the transport system 35 15 627 104 000 -12 597 107 030 89 482 17 548 Total 1:2 Track maintenance (framework appropriations) -365 575 14 730 543 -15 553 14 349 416 15 007 327 -657 911 1:3 The Swedish Transport Administration: Administration (framework appropriation) 2 The Swedish Transport Administration’s administration (framework 35 98 983 1 433 089 14 102 -68 579 1 477 595 1 317 405 160 190 Total 1:3 The Swedish Transport Administration: Administration (framework) 98 983 1 433 089 14 102 -68 579 1 477 595 1 317 405 160 190 1:6 Operational funding of non-state-owned airports 1 Non-state-owned airports - share to the Swedish Transport Administration (framework) 37 61 808 1 205 -37 63 013 63 013 0 3 Emergency airports (framework) 7 000 7 000 6 999 1 4 Grants to regional infrastructure planning 41 205 -1 205 40 000 40 004 -4 Total 1:6 Operational funding of non-state-owned airports (framework appropriations) 37 110 013 0 -37 110 013 110 016 -3 1:7 Traffic agreements (framework appropriations) 2 Traffic agreements - share to the Swedish Transport Administration 59 616 831 000 -59 616 831 000 804 381 26 619 Total 1:7 Traffic agreements (framework appropriations) 59 616 831 000 -59 616 831 000 804 381 26 619 1:10 Support for Trans-European network financed from the EU budget (framework appropriations) 5 EU subsidies, TEN (framework) 35 172 340 348 500 520 840 211 909 308 932 Total 1:10 Funding provided by the EU budget for support of Trans-European Networks. 172 340 348 500 0 0 520 840 211 909 308 932 1:11 Congestion charges in Stockholm (framework appropriations)

98 Financial report Appropriation account including presentation of authorisation

Appropriation account, contd.

3 Congestion charges: Admin. - proportion to the Swedish Transport Administration 35 4 621 40 000 44 621 33 244 11 377 6 Congestion charge Stockholm. - surplus con. charge proportion to the Swedish Transport Administration 35 319 727 965 885 1 285 612 549 979 735 633 Total 1:11 Congestion charge in Stockholm (framework appropriations) 324 349 1 005 885 0 0 1 330 234 583 224 747 010 36:5 (2003 ) Payment to SJ for costs in connectionwith dividend from AB Swedcarrier etc. (framework appropriations) 5 Land registration costs (framework) 6 105 0 6 105 0 6 105 Total 36:5 (2003 ) Payment to SJ for costs in connectionmed with dividend from AB Swedcarrier, etc. (framework appropriation) 6 105 0 0 0 6 105 0 6 105

TOTAL EXPENDITURE AREA 22 - COMMUNICATIONS 2 336 118 40 020 812 14 102 -155 687 42 215 345 40 081 035 2 134 310

Estimated income in Result income letter of appropriations 2012 Income titles Note 2012 Note 8 2511 Service and application fees 24 000 23 891 2811 Other income from State activities 0 6511 Support to the Trans- European network 34 211 909 Total 24 000 235 800

Financial terms cover guarantee to Arlandabanan Infrastructure AB. State grants to regional public Appropriation 1:1 Item 16.1 transport infrastructure and rail vehicles have been paid to the sum of SEK 357 It has not been appropriate during the year to redeem payment commitments million. The Swedish Transport Administration has not made any investments in regarding the conditional shareholder contributions to SVEDAB. the railway networks of other infrastructure managers in connection with the The Swedish Transport Administration can in special cases utilise appropria- state-owned railway network.. tions 1:1 Road Management, sub-item 16.1 Investments in national plan for early Appropriation 1:2 Item 10.2 repayment of properties within areas with an established road construction plan for The Swedish Civil Contingencies Agency (MSB) has been paid a subscription fee up to SEK 10 million per year. In 2012 the Swedish Transport Administration has not of SEK 1.3 million for the joint radio communication system Rakel. exceeded the stipulated frameworks. Appropriation 1:4 Item 10.3 Appropriation 1:1 Item 16.2 The Swedish Transport Administration has paid SEK 25,000 in respect of admi- The Swedish Transport Administration can, in special cases, utilise appropria- nistrative fees for the capital cover guarantee to Arlandabanan Infrastructure AB, tions 1:1 Road Management, sub-item 16.2 Investments in regional plan for early SEK 1,515 in administrative fees and SEK 29.3 million in interest in respects of the repayment of properties within areas with an established road construction plan for National Debt Office conditional loan to A-Train. Rent for the Bothnia Line was paid up to SEK 10 million per year. In 2012 the Swedish Transport Administration has not to the sum of SEK 724 million. exceeded the stipulated frameworks. State grants for investments in accordance with priorities in the established Appropriation 1:6 Item 1 county plans for regional transport infrastructure have been paid out to the sum of SEK 150,000 has been used for financial follow-up of airport operations. SEK 753 million. Appropriation 1:11 Item 6 SEK 420 million has been used from the appropriation item for the Stockholm Appropriation 1:1 Item 16.3 Bypass, and SEK 130 million for trimming measures in the Stockholm region. The Swedish Civil Contingencies Agency (MSB) has been paid a subscription fee of Loan framework and credits SEK 1.3 million for the joint radio communication system Rakel. Borrowing according to the loan framework and credits at the end of 2012 are Appropriation 1:2 Item 9 described in Note 26. Inlandsbanan AB has been paid a grant of SEK 115 million and the Öresund Bridge Loans from municipalities and individuals for the financing of road and railway Consortium has been paid SEK 282 million for use of the Öresund connection. infrastructure have been raised and repaid in accordance with the terms and condi- tions stated in the appropriations letter for 2012. Appropriation 1:2 Item 10.1 The utilisation of disposable appropriation credits is reported in Note 33. It has not been appropriate during the year to redeem payment commitments regarding the conditional shareholder contributions to SVEDAB or the capital

Presentation of authorisation1 Allocated Distribution of outstanding commitments by year authority Commitments Outstanding Year 2013 Year 2014 Year 2015 Thereafter SEK thousands framework undertakings undertakings Total appropriations 120 050 000 104 299 616 108 241 575 12 464 588 10 264 829 8 613 757 76 898 401 Appropriation 1:1 Road maintenance, as well as activities 39 550 000 33 479 424 31 850 211 6 982 410 4 648 071 3 617 279 16 602 452 financed by loans Appropriation 1:2 Track maintenance, as well as activities 77 000 000 68 530 992 73 576 964 4 831 078 4 978 958 4 430 278 59 336 649 financed by loans Appropriation 1:7 Traffic agreements 3 500 000 2 289 200 2 814 400 651 100 637 800 566 200 959 300

1Refers to authorisation in accordance with Section 17 of the Appropriations Ordinance (2011:223), i.e. only those commitments for appropriations that are still to be allocated.

99 Financial report Analysis of financing

Analysis of financing

01/01/2012 01/01/2011 SEK thousands Note 31/12/2012 31/12/2011 OPERATIONS Costs Note 36 -25 460 873 -24 623 274 Financing of operations Income from appropriations 19 136 962 17 560 611 Incomes from fees and other incomes Note 37 7 179 759 7 684 750 Income from grants Note 38 163 848 59 492 Other income 118 104 112 268 Total funds provided for the financing of operations 26 598 674 25 417 121 Increase (-)/decrease (+) of reserves -10 867 -72 151 Increase (-)/decrease (+) of short-term accounts receivable -80 886 -388 456 Increase (-)/decrease (+) of short-term debts 70 921 -153 654 Cash flow into/out of operations 1 116 969 179 585

INVESTMENTS Investments in financial assets 3 728 4 323 Investments in tangible assets -23 493 700 -23 893 438 Investments in intangible assets -47 035 -61 465 Total investment expenditure -23 537 007 -23 950 580 Financing of investments Loan from the National Debt Office 22 799 150 8 048 000 - amortisation -2 067 034 -1 007 795 Other long-term loans 494 480 512 459 - amortisation -17 144 801 -1 204 760 Increase/decrease of state capital with finds which are received from/forwarded to the national budget 17 497 378 15 758 122 Sales of fixed assets 86 346 13 983 Grant funds which are provided for investments Note 38 2 185 381 1 171 728 Total funds provided for the financing of investments 23 850 899 23 291 737 Change in short-term accounts receivable and debts 12 496 -726 265 Cash flow into/out of investments 326 388 -1 385 108

COLLECTION OPERATIONS Income from fees etc. and other income not at the Swedish Transport Administration's disposal 235 800 444 964 Payments to the collection operation 235 800 444 964 Funds forwarded to the national budget from collection operations -235 800 -444 964 Cash flow into/out of collection operations 0 0

TRANSFERS Submitted grants -3 794 246 -2 094 166 Payments to the transfers unit -3 794 246 -2 094 166 Financing of transfers Funds received from the national budget for the financing of grants 3 446 696 2 740 007 Funds received from other agencies for the financing of grants 7 379 470 Other funds received for financing grants 348 543 10 462 Total funds provided for the financing of transfers 3 802 617 2 750 938 Cash flow into/out of the transfers unit 8 371 656 772 Change in liquid assets 1 451 728 -548 750

SPECIFICATION OF THE CHANGE IN LIQUID ASSETS Liquid assets at the beginning of the year 5 377 468 5 926 218 Increase (-)/decrease (+) of cash and bank -74 39 Increase (-)/decrease (+) of credit balance at the National Debt Office 31 408 754 188 Increase (-)/decrease (+) of bank balance 86 530 -12 262 Increase (-)/decrease (+) of settlement with the state 1 333 865 -1 290 715 Total change in liquid assets 1 451 728 -548 750 Liquid assets at the end of the year 6 829 196 5 377 468

100 Financial report Summary of key figures

Summary of key figures

SEK thousands 2012 2011 2010 Loan facilities with National Debt Office Approved loan framework 44 350 000 22 941 800 16 120 000 Utilised loan framework 41 717 934 20 985 819 13 945 542

Credit account with National Debt Office Interest account credit granted 3 765 130 3 554 798 2 920 725 Maximally utilised interest account credit over the course of the year 0 0 -766 046

Interest account Interest costs 29 346 30 115 0 Income from interest 85 494 83 484 21 236

Fee income Income not at the disposal of the Swedish Transport Administration 23 891 25 589 18 478 Income available to the Swedish Transport Administration 7 259 054 7 705 607 4 997 983 Income according to the budget in letter of appropriations 4 670 500 4 515 450 4 364 700

Appropriations credit Appropriations credit granted 3 758 451 3 480 254 3 494 950 Utilised appropriations credit 705 759 399 708 2 157

Appropriations savings Total appropriations savings 2 840 068 2 735 825 1 732 498

Allocated authorisations Amount 'mortgaged' for future commitments 108 241 575 104 299 616 97 274 600 Total allocated authorisations 120 050 000 124 422 000 109 000 000

Employees Annual work units (average) 6 169 6 197 5 795 Average number of employees (including project employees) 6 850 6 758 6 806 Operating cost per employee 3 981 3 830 3 107

Change in capital Net change in capital for the year -4 474 911 -4 635 335 -4 267 699 Balanced change in capital 343 380 -234 840 -318 189

101 Financial report Notes

Notes

ACCOUNTING PRINCIPLES • electrical power infrastructure: Aged 10-35 years General • telecommunications infrastructure: Aged 5-20 years The Swedish Transport Administration’s annual accounts have been prepared in • buildings: Aged 10-40 years accordance with the Ordinance on Annual Accounts and Budget Documentation • improvement expenses for other parties’ real estate: Aged 5-15 years (2000:605), the Ordinance on the Accounting of Public Authorities (2000:606) and the exemptions from EAEC regulations granted by the Government in the 2012 • machinery and equipment: Aged 3-25 years appropriations letter. • ferries: Aged 20-30 years The income and expenditure reported applies to current income and expenditure. The income and expenditure account also includes investments made in road and With effect from 2008, differentiated depreciation times are applied for all rail rail infrastructure. infrastructure. Up until 2007, an average depreciation period was applied, calculated as an average of the service life of the types of infrastructure that normally occur in Appropriations and incomes rail infrastructure for the majority of the rail infrastructure. Differentiated deprecia- The Swedish Transport Administration’s operations are mainly financed by State tion times for rail infrastructure were, up until 2008, only applied for electrical power appropriations. and telecommunications infrastructure (which has been financed with loans). Settlement against the appropriation for ongoing operations is made on the basis of reported costs, after deduction of incomes from appropriation-financed Road infrastructure is depreciated using standardised straight-line depreciation operations. over a 40-year period. Costs for road rights and servitudes are capitalised as part Investment in road and railway infrastructure is normally included in the appropria- of production costs for constructing the infrastructure asset, these are then written tion account when the investment is carried out. Such appropriations are supplied to down at the same rate as the asset for which they were acquired. State capital, and are therefore not included in the income and expenditure account. All depreciation is reported in the income and expenditure account. Depreciation Exemptions from direct appropriations settlement are granted for investments on road and rail infrastructure, where appropriations settlement has taken place at that are financed with loans from the National Debt Office. The time for appropria- the time of the investment, affects the net change in capital for the year. tions settlement for such loan-financed investments is decided by the Government. Loan-financed investments in electrical and telecommunications infrastructure, as Shares and participations well as certain installations in the Stockholm region, are normally included in the Participations in subsidiaries and associated companies are reported in accordance appropriation account in line with repayments, which are based on planned depre- with the equity method. ciations. Loan-financed investments through projects specially earmarked by the Government will be settled in line with repayments that are to be made over 25 years Inventory and stores following the commissioning of each installation. Inventories and stores mainly consist of materials for the maintenance and repair Investments in infrastructure that are brought forward in time through temporary of infrastructure. Acquisition value uses the FIFO principle or the actual value, financing by loans from other external stakeholders are included in the appropriation whichever is the lowest. Allowances for obsolescence have been made on a case by account when the loans are repaid. case basis. The Swedish Transport Administration is responsible for the collection of fees for traffic on state-owned rail infrastructure in accordance with the Railways Ordinance Accounts receivable (2004:526). The fees are utilised by the Swedish Transport Administration for the Accounts receivable are shown at the amount that is expected to be received. Reser- financing of rail management and passenger information. vations for doubtful debts are made on a case by case basis. External commissions are carried out against payment in accordance with the terms of the appropriations letter. Income arising from external commissions is at the Accounts receivable and liabilities in foreign currency Swedish Transport Administration’s disposal. Earnings from external commissions Accounts receivable and liabilities in foreign currency are booked at the current are included in the income and expenditure account (under net change in capital for exchange rate on the balance sheet day. the year), and are carried forward. Income and grants are accrued. Grants from the EU as support for the Trans-Euro- Provisions pean Network and for service and application fees are delivered to the Government. Provisions for rectifying environmental disruptions are made when this has been directed by the supervisory authority. The exercising of authority Provisions are made regarding costs for decommissioning properties when a The Swedish Transport Administration has authoritative frameworks in accordance decision regarding such decommissioning has been taken. with Section 17 of the Appropriations Ordinance (2011:223). This authorisation also Provisions are made for rectifying defects in completed infrastructure that are encompasses future interest costs on loans raised. Advances, loans from municipali- identified during the final inspection. ties or individuals to bring forward investments in infrastructure assets, are included Provisions for guarantee undertakings regarding external commissions are made in in the report regarding the authoritative framework. accordance with the Swedish Financial Accounting Standards Council’s Recommen- dation RR16. Otherwise, provisions are made according to the Ordinance on Annual Intangible fixed assets Accounts and Budget Documentation (2000:605). Intangible fixed assets are capitalised in accordance with current regulations for Provision is made for compensating personnel who have been given notice of Government authorities. termination at the time when this decision is taken. Provision is made for compensating personnel who have been offered early retire- Infrastructural fixed assets ment at the time when this decision is taken. The Swedish Transport Administration enters all investments in road and rail Provision is made for claims for damages in contracts, following the Swedish infrastructure as assets in the balance sheet. Appropriations for investments made Transport Administration’s assessment, when this has been proposed and it is are added to the state’s capital. Infrastructure is valued at the full production cost, judged likely that damages will be paid. regardless of the form of financing. Any external financing is added to the state’s capital. The acquisition cost for land for rail infrastructure has been accounted for Cut-off date separately since 2002. Land acquired before 2002 is accounted for at a standard In accordance with the National Financial Management Authority’s directive to Sec- value of SEK 1 per square metre. Land purchased since 2002 is accounted for at its tion 10 of the Ordinance on the Accounting of Public Authorities (2000:606), actual acquisition cost. the Swedish Transport Administration uses 5 January as the cut-off date for intrasta- The Swedish Transport Administration has reached an agreement that entails te counterparties. For external counterparties, the Swedish Transport Administration financial leasing for certain electrical power infrastructure. These facilities are capi- uses 13 January as the cut-off date. This is done in order to minimise accruals and talised in the balance sheet. Agreed leasing charges are reported as a liability. Leased deferrals, as the Swedish Transport Administration is a procuring public authority infrastructure is written off according to the principles that apply to the Swedish with a very large influx of invoices, primarily from non-state suppliers. Transport Administration’s own fixed assets. Production costs for ongoing investment projects are capitalised as infrastructure in progress. Interest is not capitalised during the construction period as the appro- Exemptions from EAEC regulations priation settlement of interest is performed in line with construction. The value of the In the letter of appropriations for 2012, the Swedish Transport Administration is Bothnia Line, which has been released by Botniabanan AB, includes interest during granted the following exemptions from the general EAEC regulations for government the construction period since appropriation settlement is performed during the authorities: rental period. Design costs for planned investments are capitalised as infrastructure • The Swedish Transport Administration is granted an exemption from Section 6, in progress. Inclusion from ongoing investment projects to completed infrastructure Chapter 2 of the Ordinance on Capital Provision (2011:210) in accordance with normally takes place in conjunction with the infrastructure becoming operational. the conditions specified under item 5: Other conditions in this appropriations let- ter relating to the right to finance infrastructure fixed assets with loans. Buildings, machinery and equipment • Notwithstanding the provisions of Section 1, Chapter 6 of the Ordinance on Buildings, machinery and equipment acquired for use in the Swedish Transport Capital Provision (2011:210), the Swedish Transport Administration may receive Administration’s operations are reported as fixed assets at their historical acquisi- tion cost. Depreciations according to plan burden the result and are settled against and allocate non-state funds that are not temporary or minor sums. appropriations. • The Swedish Transport Administration is granted exemption from Section 25 a of the Fees Ordinance (1992:191) with respect to regulations governing the Depreciations procedure to be adopted when there is more than 10 per cent accumulated Depreciations according to plan are calculated linearly based on the original acquisi- surplus in telecommunications and material supply operations that are subject tion value of the assets, using depreciation periods that are determined to charges. The net profit from operations that are subject to charges may, after through assessment of the economic and technical life of the assets as follows: being brought forward, be utilised by the Swedish Transport Administration to • intangible fixed assets: Aged 3-5 years finance rail management costs. • railway infrastructure: Aged 25-110 years • road infrastructure: 40 years

102 Financial report Notes

Elvy Söderström, member of the board up to and incl. 30/06/2012 25 50 Notes 1-37 Acko Ankarberg Johansson, member of the board up to and incl. 30/06/2011 - 50 Note 1 Incomes from appropriations SEK thousands 2011 Note 5 Costs for premises Appropriations utilised as per Appropriation accountant 40 081 035 35 897 989 SEK thousands 2012 2011 Appropriations transferred to the Swedish 446 203 366 989 Transport Administration’s capital for investment in rail and road infrastructure -17 497 378 -15 597 371 The costs for premises are SEK 79,214 higher for 2012 than for 2011. The reason for Appropriations as per income and expenditure account 22 583 658 20 300 618 this is primarily non-recurrent charges due to the redemption of rental contracts of which and collocation costs. Appropriations for operations 19 136 962 17 560 611 Transfers, funds received from State budget 3 446 696 2 740 007 Note 6 Other operating expenses Note 2 Income from fees and other payments SEK thousands 2012 2011 Total expenses for current SEK thousands 2012 2011 operations and investments 43 503 228 42 609 324 Drivers 336 346 297 021 Capitalisation of investment expenses -23 933 910 -23 811 925 Track access fees 873 625 810 251 Total expenses for current operations 19 569 317 18 797 399 Fees for applications for maritime transport aid 529 600 Total income from statutory activities 1 210 500 1 107 872 Note 7 Depreciation and write downs Ferries 79 749 61 677 Rental of spare bridges 2 697 14 267 SEK thousands 2011 Education 68 430 53 409 Depreciation IT and telecommunications services 455 169 469 325 Road and rail assets 7 441 803 6 791 534 Sale of materials 1 343 078 1 508 078 Buildings and land assets 36 851 33 649 Sale of electricity 1 273 903 1 330 340 Improvement expenses on buildings owned by others 7 409 7 249 Building maintenance 145 326 76 561 Machinery, vehicles and equipment, etc 156 448 239 195 Income from larger investment projects 1 612 758 1 253 419 Intangible fixed assets 49 444 44 583 Other 1 067 444 1 823 632 Total depreciations 7 691 956 7 116 211 6 590 708 Total other income 6 048 554 Write-downs Total income and other income 7 259 054 7 698 580 Buildings and ground installations 0 -116 Land 0 -16 Total fees and other income above include the following Improvement expenses for property belonging income regulated in Section 4 of the Fees (1992:191) 4 §: to others 3 134 770 Journals and other publications 511 382 Machinery, vehicles and equipment, etc. 160 0 Conferences and courses 70 330 58 278 Intangible fixed assets 23 010 1 808 Premises 66 345 68 489 Current investments 159 936 134 879 Service exports 7 933 8 717 Current assets 3 978 4 737 Summa nedskrivningar 190 218 142 061 Summa avskrivningar och nedskrivningar 7 882 173 7 258 273 Note 3 Financial income and expenses SEK thousands 2011 Financial income Note 8 Income from fees, etc. and other payments not Interest account with National Debt Office 85 494 83 484 at the Swedish Transport Administration’s disposal Other financial income 32 610 28 784 Total financial income 118 104 112 268 SEK thousands 2012 2011 Service and application fees 23 891 25 589 Financial costs Support to the Trans- European network 211 909 419 375 Interest loan at the National Debt Office 518 840 365 991 Total 235 800 444 964 Interest account at the National Debt Office 29 346 30 114 Financial fee Bothnia Line 295 030 440 070 Other financial costs 60 186 66 650 Note 9 Allocation to/resolution of funds etc. for Total financial costs 903 402 902 825 transfer purposes SEK thousands 2012 2011 Note 4 Number of employees and wage costs Payments received during the year -8 033 -8 875 Interest income for the year -431 -561 SEK thousands 2012 2011 Transfers 10 861 11 961 Number of permanent employees at the end of the year 6 239 6 302 Total depreciation and write-downs 2 397 2 525 of which men 3 965 4 022 of which women 2 274 2 280 Wage cost 2 984 797 2 955 549 Note 10 Transfers/submitted grants

Compensation (wages and taxable benefits) have SEK thousands 2012 2011 been paid to the following persons appointed by State agencies/international organisations 44 257 12 418 the Government: State-owned company/enterprise 69 931 79 929 Gunnar Malm, Director-General 1 659 1 637 Municipalities 1 485 458 610 560 Mats Sjöstrand, Chairman of the Board from 2011-11-04 101 16 Private and municipal businesses/organisations 1 058 012 953 375 Kent Johansson, member of the board, temporary chair- Organisations/non-profit associations 70 120 82 918 man of the board 2011-07-01--2011-11-03 50 68 Allocation between periods private roads 0 -659 297 Sten Nordin,member of the board 50 50 Private roads 1 063 219 1 010 039 Sören Belin, member of the board 50 50 Other 3 248 4 224 Marie Winslow Andersson, member of the board 50 50 Total submitted grants 3 794 246 2 094 166 Runar Brännlund, member of the board 50 50 Marie S Arwidson, member of the board up to and incl. The balance of SEK 10,769 thousand for the transfers section refers to the alloca- 30/06/2012 25 50 tion of appropriations for one previous year accrued grant cost which has not been Per Kågeson, member of the board up to and incl. deducted from the reported costs. 30/06/2012 25 50

103 Financial report Notes

Note 11 Change in capital for the year Note 12 Intangible fixed assets

SEK thousands 2012 2011 SEK thousands 2012 2011 Results from external commossions1 113 166 135 688 Opening acquisition values 275 857 203 723 Results from statutory activities 24 975 7 054 Acquisitions for the year 22 306 8 769 Results from shares in wholly or partly owned Investments in progress completed during the year 16 076 63 452 companies -3 723 -4 323 Sales/disposals -29 054 -87 Interest on commitment payments from wholly and Closing acquisition values 285 186 275 857 partly owned companies -44 840 -50 995 Result from road infrastructure Svinesund Link 26 427 31 181 Openings depreciations -158 101 -113 605 Grants for investments, Depreciations for the year -49 444 -44 583 rail and road infrastructure 2 185 183 1 171 728 Sales/disposals 6 043 87 Depreciation and write-down of appropriation and Accumulated depreciations -201 502 -158 101 externally financed rail and road infrastructure2 -7 435 726 -6 858 071 Appropriation allocation for amortisation of Residual value according to plan 83 684 117 756 loan-financed rail infrastructure 99 396 86 642 Appropriation allocation for amortisation of Write-downs for the year connected with disposals/ -23 010 0 loan-financed road bridges 12 795 12 795 sales Appropriation allocation for amortisation of leasing liability for the Bothnia Line 428 669 428 669 Ongoing intangible fixed assets Change in capital for the year - private roads 0 659 297 Opening construction in progress 69 845 80 347 Appropriation allocation for amortisation of ­ Acquisitions for the year 27 833 54 758 loan-financed road infrastructure 108 000 0 Reclassification to completed construction -16 076 -63 452 Utilisation of accumulated surplus from external Write-down of ongoing investments -184 -1 808 commissions 0 -255 000 Closing acquisition value 81 418 69 845 Appropriation allocation for accrued grant costs, 187 601 Traffic agreements 10 769 0 Total 165 102 Total -4 474 911 -4 635 335 1The external commissions are carried out within ICT, the Railway Training Centre, Materials Service, Ferry Operations, VUC and Driving Tests.

2Depreciation of the road infrastructure Svinesund Link SEK 22, 801 thousand (SEK 22,827 thousand) is reported under the item ”Result from road infrastructure Svinesund Link”.

Note 13 Road and rail infrastructure, buildings, land and other real estate

Buildings and ground Road Railway installations Land Total SEK thousands 2011 2012 2011 2012 2011 2012 2011 2012 2011 Opening acquisition values 175 121 615 165 691 855 140 579 914 135 014 089 1 210 223 1 177 863 578 182 545 807 317 489 935 302 429 614 Acquisitions for the year 0 0 0 0 259 3 161 92 905 40 609 93 164 43 769 Completed this year from ongoing investments 11 177 892 9 429 835 17 705 872 5 567 700 84 488 33 963 0 0 28 968 251 15 031 498 Sales/disposals 0 -75 -1 700 -1 874 -16 431 -4 764 -3 729 -8 234 -21 860 -14 946 Closing acquisition values 186 299 507 175 121 615 158 284 086 140 579 914 1 278 539 1 210 223 667 358 578 182 346 529 490 317 489 935

Opening depreciations -66 941 123 -63 025 043 -43 101 828 -40 227 352 -652 417 -622 614 0 0 -110 695 368 -103 875 009 Depreciations for the year -4 169 412 -3 916 080 -3 272 391 -2 875 454 -36 851 -33 649 0 0 -7 478 655 -6 825 183 Sales/disposals 105 0 1 050 979 16 164 3 847 0 0 17 318 4 825 Accumulated depreciation -71 110 431 -66 941 123 -46 373 169 -43 101 828 -673 104 -652 417 0 0 -118 156 704 -110 695 368

Opening write-downs 0 0 0 0 0 -116 0 -16 0 -132 Write-downs for the year 0 0 0 0 0 116 0 16 0 132 Closing accumulated write-downs 0 0 0 0 0 0 0 0 0 0

Residual value according to plan 115 189 076 108 180 492 111 910 917 97 478 087 605 435 557 807 667 358 578 182 228 372 787 206 794 567

Financial leasing objects relating to electricity infrastructure are reported under the item rail infrastructure. The acquisition value for the electricity infrastructure is SEK 310,887 thousand and accumulated depreciation amounts to SEK 243, 408 thousand. For the leasing liability, see Note 28.

104 Financial report Notes

Note 14 Improvement expenses for property Note 15 Machines, equipment, means of transport, belonging to others etc. SEK thousands 2011 SEK thousands 2011 Opening acquisition values 75 404 86 837 Opening acquisition values 2 828 469 2 753 261 Depreciations for the year 0 1 653 Depreciations for the year 61 343 79 166 Completed this year from ongoing investments 34 376 2 648 Completed this year from ongoing investments 23 076 50 032 Sales/disposals -2 034 -15 734 Sales/disposals -22 616 -53 991 Closing acquisition values 107 746 75 404 Closing acquisition values 2 890 272 2 828 469

Opening depreciations -32 513 -40 229 Opening depreciations -2 063 778 -1 878 911 Depreciations for the year -7 409 -7 249 Depreciations for the year -156 448 -239 195 Sales/disposals 0 14 965 Sales/disposals 22 328 54 328 Accumulated depreciation -39 922 -32 513 Accumulated depreciation -2 197 899 -2 063 778

Opening write-downs 0 0 Opening write-downs -3 435 -3 435 Write-downs for the year -1 101 0 Write-downs for the year -160 0 Closing accumulated write-downs -1 101 0 Closing accumulated write-downs -3 594 -3 435

Residual value according to plan 66 723 42 891 Residual value according to plan 688 779 761 256

Write-downs for the year connected with sales/disposals -2 034 770

improvement expenses for property belonging to others Opening construction in progress 11 357 2 263 Acquisitions for the year 51 465 11 742 Reclassification to completed construction -34 376 -2 648 Closing acquisition value 26 481 11 357

Total 93 205 54 248

Note 16 New infrastructure in progress

Machines, equipment, vehicles, buildings and Road infrastructure Rail infrastructure ground installations Total SEK thousands 2012 2011 2012 2011 2012 2011 2012 2011 Opening acquisition value 29 115 998 28 076 542 56 762 417 49 338 875 212 870 116 860 86 091 284 77 532 278 Acquisitions for the year 11 596 286 10 610 355 12 022 531 12 995 276 237 907 180 817 23 856 724 23 786 448 Sales/disposals 0 -6 225 -1 024 -4 034 -110 -774 -1 134 -11 033 Reclassification to completed construction -11 177 892 -9 429 835 -17 705 872 -5 567 700 -107 564 -83 995 -28 991 328 -15 081 530 Write-down of ongoing investments -809 -134 840 -156 842 0 -134 -39 -157 786 -134 879 Closing acquisition value 29 533 582 29 115 998 50 921 211 56 762 417 342 969 212 870 80 797 762 86 091 284

Note 17 Shares in wholly or partly owned companies Note 18 Other long-term securities Swedish National Road Consulting AB (SweRoad) ) is owned by the state and 100% 2012 2011 administrated by the Swedish Transport Administration. Specification of other long-term Number Shares Book Book securities shares in % value, tkr value, tkr Shares and shareholder con- Skandfast Ett Handelsbolag, tributions in wholly owned 2012 2011 916625-3402, Stockholm 0 0 0 5 companies Share in result Share in result SweRoad -3 723 -4 323 Tunnelpersonalen i Malmö AB 0 0 Total -3 723 -4 323 Note 19 Cut-off items The shares have been valued based on the year-end accounts for 2012. During 2012, SEK thousands 2012 2011 no dividend has been received. Prepaid costs Prepaid rent expenses for Botniabanan AB 0 70 960 The share purchases in SweRoad have been financed through appropriations for Prepaid rent expenses 5 847 17 144 road management. Prepaid rent expenses for the City Line project 90 880 97 846 2012 2011 Other prepaid expenses 181 920 214 779 Book Book Total 278 647 400 728 Specification of value value holdings of shares in Num- SEK SEK Accrued grant income wholly owned ber of Shares Acquisi- Nominal thou- thou- Accrued State grant income 22 860 5 164 companies shares in % tion value value sands sands Other accrued grant income 1 041 815 396 566 Swedish National Road Total 1 064 674 401 729 Consulting­ Aktiebolag, 556224-1652, Solna 2 000 100 16 000 100 14 636 18 359 Other accrued income Accrued income from electricity sales 93 985 95 068 Tunnelpersonalen i Accrued income for services according to JNB 8 000 13 650 Malmö AB, 556553- Other accrued income 203 353 387 402 0234, Malmö 1 000 100 25 100 25 25 Total 305 338 496 120 Total 14 661 18 384 The Swedish Transport Administration has been administering the State’s share hol- Total cut-off items 1 648 659 1 298 578 dings in Botniabanan AB i Likvidation since 01/01/2012 and has been commissioned by the Government to liquidate the company. Liquidation is expected to be completed during 2013. In 2012, the Swedish Transport Administration has administered the sha- res owned by the municipalities of Kramfors, Örnsköldsvik, Nordmaling and Umeå, to a combined value of SEK 90,000 and will subsequently administer all shares that these municipalities own in the above company. The cost of the acquisition has been alloca- ted to the Swedish Transport Administration appropriation 1:3, item 2.

105 Financial report Notes

Note 20 Settlement of account with Government Note 22 The Administration’s capital, contd. SEK thousand 2012 2011 Change in capital for National Collection Public Transport Agency -10 768 0 -10 768 Opening balance -888 -674 Result from interest account 46 273 0 46 273 Reported against income title (-) -235 800 -444 964 Result from Stockholm and Collected funds paid to non-interest bearing flow (+) 236 070 444 750 Göteborg projects 387 0 387 Receivables/liabilities in respect of collections -618 -888 Total 343 380 0 578 220 -234 840

Appropriation in non-interest bearing flow Opening balance 917 458 958 Note 23 Fonder Reported against appropriation (+) 2 170 315 2 358 628 Funds attributable to transfers, etc. paid to SEK thousand 2012 2011 non-interest bearing flow (-) -2 171 212 -2 816 669 Opening balance 30 736 33 261 Receivables/liabilities in respect of appropriations Change for the year -2 397 -2 525 in non- interest bearing flow 20 917 Closing balance 28 339 30 736 The change for the year is specified in Note 9. Appropriation in interest bearing flow Årets förändring specificeras i not 9 IOpening balance -1 062 466 -281 481 Reported against appropriation (+) 37 910 720 33 539 361 Appropriation funds added to interest account (-) -36 631 342 -34 320 346 Note 24 Provisions for pensions Receivables/liabilities in respect of appropriations The item Provisions for pensions and similar undertakings include the undertakings in interest bearing flow 216 912 -1 062 466 that the Swedish Transport Administration has for payment of early retirement pensions. The remaining undertaking at year-end is estimated at approximately SEK Receivable relating to holiday pay liability not 70.8 million as per below. reported against appropriations SEK thousand 2012 2011 Opening balance 0 426 Opening provisions 83 541 86 551 Reported against appropriations during the year Pension costs for the year 31 566 42 030 according to the exception rule 0 -426 Pension payments for the year -44 264 -45 039 Accounts receivable relating to holiday pay liability Closing provisions 70 843 83 541 not reported against appropriations 0 0

Other receivables/liabilities on the State’s central account Note 25 Other provisions Opening balance -18 810 32 238 SEK thousands 2012 2011 Provision for environmental measure 418 619 409 200 Payments received in non-interest bearing flow (+) 283 430 463 340 Provision for liquidation costs , properties etc 5 689 16 010 Payments made in non-interest bearing flow (-) -2 163 458 -2 886 308 Provision for measures to remedy deficiencies in final Payments attributable to ­inspection of railway infrastructure 49 070 73 929 appropriations and income titles (+/-) 1 935 141 2 371 920 Provision for staff adjustments etc 45 947 25 357 Balance 55 113 -51 048 Provision for damages 554 089 121 222 Provisions for vacant rental premises 1 705 0 Amount under investigation 0 0 Total other provisions 1 075 119 645 718

Other receivables/liabilities on the State’s central account 36 303 -18 810 Note 26 Loans and other credits from the National Total settlement of account with the State 252 617 -1 081 247 Debt Office SEK thousands 2012 2011 Loans at the beginning of the year 20 985 819 13 945 614 Note 21 Balance on interest account with the Loans taken out during the year 22 899 078 8 048 000 National Debt Office Amortisation for the year -2 166 963 -1 007 795 Loans at the end of the year 20 985 819 SEK thousands 2012 2011 Balance on interest account 6 425 029 6 393 621 Loans taken out for financing of Interest account overdraft granted 3 765 130 3 554 798 –Road infrastructure (according to Chapter 7, Section 6 of the Budget Act) 7 509 796 6 485 591 –Rail infrastructure (according to Chapter 7, Section 6 Note 22 The Administration’s capital of the Budget Act) 32 157 910 12 400 000 –Other fixed assets SEK thousands 2012 2011 (according to Chapter 7, Section 1 of the Budget Act) 2 050 228 2 100 228 State capital 41 717 934 20 985 819 Opening balance 258 166 368 246 730 783 Loan framework granted Allocated appropriation funds for investment 17 497 378 15 597 371 –Fixed assets r (according to Chapter 7, Section 1 of Allocated appropriation funds for amortisation 0 160 751 the Budget Act) 2 900 000 2 551 800 Surplus in state capital from Arts Council 198 0 –Other credits (according to Chapter 7, Section 6 of Externally allocated funds, last year 1 171 728 425 453 the Budget Act) 41 450 000 20 400 000 Change in capital for last year -6 329 965 -4 747 990 Total 270 505 706 258 166 368 The Swedish Transport Administration has, with effect from 1 October, taken over loans amounting to SEK 15,915,078 thousand in respect of the Bothnia Line. Share in results from wholly and partly owned companies Opening balance -1 901 152 -1 861 873 Result for share in results last year -4 323 -6 928 Not 27 Other loans Result interest on share in results last year -50 995 -32 351 SEK thousands 2012 2011 Total -1 956 470 -1 901 152 Advances for road investments 807 990 1 320 977 Advances for rail investments 715 239 605 043 Change in Total other loans 1 523 229 1 926 020 Change in capital carried for- Adjust- capital car- ward 2012 ment ried forward 2011 Result for external commissions 198 204 -119 312 317 516 Result for public law activities 26 543 7 054 19 489 Note 28 Other debts Dividends from wholly and SEK thousands 2012 2011 partly owned companies 13 798 0 13 798 Debts financial leasing 90 087 16 337 450 Result from road infrastructure Withheld guarantee sum 1 121 753 1 495 580 Svinesund Link 68 943 31 181 37 762 Payment commitment SVEDAB 2 020 166 1 975 326 Result from private roads 0 659 297 -659 297 Other 128 993 120 484

contd. on next page 106 Financial report Notes

Note 28 Other debts contd. Note 32 Changes in the allocation for the year According to a Government decision dated 22 June 2011, surpluses on appropria- Total 3 360 998 19 928 840 tion items disposed of by the Swedish National Rural Development Agency and Previous rental agreements for the Bothnia Line and the associated leasing debts Kammarkollegiet have been transferred to the Swedish Transport Administration as ceased when the Swedish Transport Administration took over the commitment to follows: this section of infrastructure in 2012. The commitment has been financed by the SEK thousands Swedish Transport Administration taking over the loans with the National Debt Appropriation 1:3 Item 2 14 102 Office that were previously held by Botniabanan AB.

Residual debts for financial leasing refer to the rental of feeder cables and become payable as follows: Note 33 Closing transfer amounts The utilisation of appropriation credit for all appropriation items is within the avai- Year lable credit limit. Reported closing transfer amounts entails utilisation of disposable appropriation credits as follows. 2013 11 124 2014-2017 48 052 Disposable Utilised 2017-2025 30 911 SEK thousand appropriation appropriation Total 90 087 Appropriation credit credit Transfer amount 1:1 Item 12 9 330 32 314 1:1 Item 13 4 560 -102 0 Note 29 Cut-off items 1:1 Item 14.1 104 000 47 789 1:1 Item 14.2 0 136 789 SEK thousands 2012 2011 1:1 Item 16* 2 005 878 1 326 578 Accrued expenses 1:2 Item 8.1 156 2 789 Accrued staff-related expenses 456 230 633 214 1:2 Item 9 41 100 27 404 Accrued interest on expenses 136 684 112 627 1:2 Item 10* 1 421 034 -705 653 0 Accrued expenses for land surcharges 452 100 413 574 1:2 Item 11 3 120 17 548 Other accrued expenses 1 505 027 1 377 000 1:3 Item 2 42 993 160 190 Total 2 550 041 2 536 415 1:6 Item 1 0 0 1:6 Item 3 210 1 Unutilised grants 1:6 Item 4 4 120 -4 0 Unutilised grants 139 078 30 204 1:7 Item 2 83 100 26 619 Total 139 078 30 204 1:10 Item 5 34 850 308 932 1:11 Item 3 4 000 11 377 Other prepaid income 1:11 Item 6 0 735 633 Prepaid rental income 50 713 47 060 36:5 Item 5 0 6 105 Other prepaid income 7 499 193 830 Total 3 758 451 -705 759 2 840 068 Total 58 213 240 890 * 1:1 item 16 and item 10 are individual items Total cut-off items 2 747 332 2 807 509 ap.16.1 574 300 -214 086 ap.16.2 267 500 295 727 Note 30 Contingent liabilities ap.16.3 988 078 958 829 Other contingent liabilities ap.16.4 19 800 314 567 Contingent liability in accordance with Ordinance (2010:185) with instructions for ap.16.5 156 200 -28 459 Trafikverket: 2 005 878 1 326 578 According to Section 7, Trafikverket shall be liable for repairs in accordance with Chapter 10 of the Environmental Code in the event that the State is liable for remedial ap.10.1 504 300 -602 752 actions arising from the airport operation carried out by the Swedish Civil Aviation ap.10.2 762 134 -1 012 170 Administration and the operations carried out by Vägverket and Banverket. Through ap.10.3 154 600 909 269 an agreement with Svevia AB (previously Vägverket Production), corporate identifica- 1 421 034 -705 653 tion number 556768-9848, Trafikverket has limited the risk of voluntary cleansing work to SEK 20 million per year. The Swedish Transport Administration has the stated credit at its disposal in Contingent liabilities in accordance with the appropriations letter for the budget year relation to appropriation items 14 and 16 under appropriation 1:1 and appropria- 2012: tion item 10 under appropriation 1:2, with the allocation to subsidiary items as the According to Item 4.1 Conditions for appropriation 1:2 Item 10.2, the Swedish Trans- Swedish Transport Administration sees fit, without the total appropriation credit port Administration shall be liable on behalf of the State for managing demands for for each appropriation item being exceeded. compensation for measures associated with the environmental guarantee issued by the State in the agreement to convert the Swedish State Railways into a company and additions thereto. The Swedish Transport Administration shall be liable for any costs of such management and such demands as referred to above Note 34 Contributions to the Trans-European According to Item 5, The Swedish Transport Administration has irrevocably under- network taken on behalf of the State to pay conditional shareholder contributions to Svensk- The following grants from the EU have been paid to the Swedish Transport Adminis- Danska Broförbindelsen SVEDAB Aktiebolag (SVEDAB), corporate identification tration for the financing of projects associated with the Trans-European Network. number 556432-9083, in order that the company’s equity shall at all times amount to the registered share capital. The Swedish Transport Administration shall fulfil this SEK thousands 2012 2011 obligation by issuing a payment commitment to SVEDAB as required, corresponding Port of Gothenburg (triangular track) 0 30 002 to the requisite shareholder contribution. The Swedish Transport Administration shall Stockholm Norra Länken 38 926 208 659 also annually issue a payment commitment to SVEDAB corresponding to the accrued Malmö City Tunnel 26 072 7 466 interest on payment commitments issued. The accumulated payment commitment Gothenburg Marieholm Tunnel 0 9 504 amounts to SEK 2,020,166 (SEK 1,975,326) thousand, of which interest on accumula- Götaland Line (high speed) 0 2 088 ted payment commitments amounts to SEK 44,840 (50,995) thousand. Malmö C (rebuild) 20 057 19 643 According to Item 5, the Swedish Transport Administration has issued a capital Baltiska Länken (Baltic Link) (Karlskrona-Gdynia) 0 56 670 cover guarantee to Arlandabanan Infrastructure AB, corporate identification number Haparanda Line 0 31 515 556481-2385.. Payment of the capital cover guarantee would in the first instance Gothenburg, Baltic Sea Hub and Spoke projects 27 361 29 951 be charged to the guarantee reserve of the National Debt Office, and in the second EasyWay 4 579 20 789 instance allocated funds within the Swedish Transport Administration’s appropria- Norrköping Bypass 0 3 087 tion. The National Debt Office may charge the Swedish Transport Administration an Gothenburg, E6, Partihall intersection 51 423 0 administrative fee for the capital cover guarantee. Bothnian Corridor 15 795 0 Stockholm Bypass 6 062 0 Västlänken (West Link), Göteborg 21 634 0 Note 31 Opening transfer amounts Total reported against income title 211 909 419 374

According to a Government decision dated 20 December 2011: Appropriation 1:10 from the EU budget-financed support to the Trans-European - no appropriation balance is disposable for appropriations 1:1 Item 19, 1:2 Item 9, 1:6 Network has in 2012 been offset by a total of SEK 211,909 thousand. Expenses Item1 or 1:7 Item 2, relating to the ERTMS project has been offset against appropriations by SEK 18,711 - no appropriation balance in excess of 3% is disposable for appropriations 1:1 Items thousand for 2010 and by SEK 70,344 thousand for 2011. The remaining amount, 12 and 13, 1:2 Items 8.1 and 11 and 1:3 Item.2. SEK 15,277 thousand, is expected to be offset against appropriations in conjunction - for appropriations 1:1 Items 14 and 16, 1:2 Item.10, 1:1 (2010) Item 2, 1:3 (2010) with the completion of the ERTMS installation in 2012. Item 3, 1:10 Item 5, 1:11 Item 6 and 36:5 (2003) Item 5, the entire appropriation balance is disposable.

107 Financial report Signing of the Annual Report

Note 35 Comments regarding appropriation results Note 35 Comments regarding appropriation results Deviation in the contd. year’s allocation 2 The Swedish Transport Administration’s - the year’s net administration (framework) 115 684 8% Appropriation item costs Deviation Lower cost as a result of internal efficiency improve- 16.1 Investments in national plan deviation (framework) -1 421 436 -25% ments. Time lags in the investment activities of previous years means that the net costs for the year exceed the al- 136 591 39% location for the year. The year’s investments have been 5 EU support, TEN (framework) conducted according to plan, taking into consideration Lower results as a result of postponed subsidy pay- the appropriation saving of SEK 1,207 million which ments from the EU. was made in 2011. 3 Congestion charges: Admin - share to the Swedish Transport Administration 6 756 17% 16.2 Investments in regional plan (framework) fixed assets 259 973 10% Lower cost than expected. Planned subsidy payments have been postponed, 6 Congestion charge Stockholm - part of the which means that the net costs for the year are lower excess in charges to the Swedish Transport that than the allocation for the year. Administration (framework) 415 906 43% 16.3 Operation and maintenance (framework) 571 716 6% Postponement of preparatory work and projections for Lower costs as the need for remedial measures was Stockholm Bypass lower than expected. 16.4 Interest and repayment of loans for roads 29 174 15% Note 36 Operating expenses Lower cost than expected due to low interest level. SEK thousands 2012 2011 8.1 Establishment of train and railway plans 2 639 118% Operating expenses according to the income sta- Lower cost due to reduced case volume tement -33 345 107 -31 892 988 Adjustment for items not impacting on liquidity 10.1 Investments in national plan (framework) -1 230 409 -24% –depreciations and write-downs, fixed assets 7 882 173 7 258 273 Time lags in the investment activities of previous years –capital loss on disposal of fixed assets 2 061 11 441 means that the net costs for the year exceed the allo- Total expenses impacting on liquidity -25 460 873 -24 623 274 cation for the year. The year's investments have been conducted according to plan, taking into consideration the appropriation saving of SEK 628 million which was Note 37 Income from fees and other payments made in 2011. SEK thousands 2012 2011 10.2 Operation, maintenance and traffic manage- Income from fees and other payments according to ment (framework) 647 119 8% the income statement 7 259 054 7 698 580 The allocation for 2012 included SEK 600 million for Adjustment for items not impacting on liquidity the financing of maintenance strengthening measures - capital loss on disposal of fixed assets -79 295 -13 830 decided on by the Government during 2011. With this Total expenses impacting on liquidity 7 179 759 7 684 750 in mind, the costs for 2012 are largely the same as the allocation. 10.3 Interests and repayment of loans (framework) 275 717 18% Note 38 Grants received for operation and investments Lower cost than expected due to low interest levels. SEK thousands 2012 2011 11 Other initiatives to increase the efficiency of the Operation 163 848 59 492 transportsystem (framework) 14 518 16% Investments 2 185 183 1 171 728 Lower costs due to a lower requirement for unplanned Grants received for operation and investments 2 349 031 1 231 219 initiatives during the year.

Signing of the Annual Report Borlänge, 18 February 2013

We certify that the annual accounts provide a true and fair picture of the results of activities as well as of costs, income and the authority’s financial position. We also judge that the internal governance and supervision of the administration are satisfactory.

Mats Sjöstrand Gunnar Malm Sören Belin Chairman Director-General

Runar Brännlund Kent Johansson Sten Nordin

Marie Winslow Andersson

108 Auditor’s report

Auditor’s report for the Swedish Transport Administration

Statement regarding the annual report The Swedish National Audit Office has audited the annual report for the Swedish Transport Administration for 2012, dated 18 February 2013. The leadership of the Swedish Transport Administration’s responsibility for the Annual Report The Swedish Transport Administration’s leadership is responsible for presenting an annual report that provides a true and fair view in accordance with the Ordinance concerning the Annual Reports and Budget Documentation (2000:605) and with instructions, the letter of appropriations and other decisions concerning the Swedish Transport Administration. The Swedish Transport Administration’s leadership is also responsible for the internal governance and supervision that it deems necessary in order to present an annual report that is free from material inaccuracies, whether due to fraud or to error. The responsibility of the auditor The Swedish National Audit Office is responsible for commenting on the annual report based on its audit work. The Swedish National Audit Office has conducted the audit in accordance with the International Standards of Supreme Audit Institutions for financial audits. This Standard requires the Office to follow professional ethical standards and to plan and conduct the audit to achieve a reasonable assurance that the annual report does not contain any mate- rial inaccuracies. An audit uses various measures to obtain audit evidence about amounts and other informa- tion within the annual report and whether the leadership in its administration complies with relevant regulations and specific decisions. The auditor decides which measures are necessary, in part by assessing the risk for material inaccuracies in the annual report, whether these are due to fraud or error. During this risk assessment, the auditor takes into account the parts of the internal governance and supervision that are relevant for the Swedish Transport Administration’s preparation of an annual report that is true and fair. The aim is to design au- dit procedures that are appropriate in view of the situation, but not to make a statement about the efficiency of the Swedish Transport Administration’s internal governance and supervision. An audit also includes an evaluation of the adequacy of accounting policies used and the plau- sibility of the estimates made by management within the report, as well as an evaluation of the overall presentation in the annual report. The National Audit Office considers that the audit evidence obtained is sufficient and app- ropriate to provide a basis for its statement.

Opinion In the opinion of the Swedish National Audit Office, the final annual accounts present fairly, in all material respects, the financial position of the Swedish Transport Administration, as of 31 December 2012, and the results and financing for the year in accordance with the Ordinance concerning the Annual Reports and Budget Documentation (2000:605), instructions, the letter of appropria- tions and other decisions concerning the Swedish Transport Administration.

The auditor responsible for deciding on this case was Leif Lundin. The auditor appointed to present the report was Anita Nilsson.

Leif Lundin Anita Nilsson

109 Board of Directors

Board of Directors

1. 2. 3. 4. 5.

6. 7. 8. 9. 10.

11.

1. Mats Sjöstrand 4. Runar Brännlund 6. Sten Nordin Marie S Arwidson Elvy Söderström Chairman, Former Director-Ge- Professor of National Econo- City Commissioner for Finance (Member of the Board up to and (Member of the Board up to neral of the Swedish Tax Agency, mics, Member of the Board of and Chairman of the Stockholm including 30 June 2012) MD of and including 30 June 2012) Chairman of SIDA, Chairman of Forma Research Council, Chair- City Executive Board, Chairman Skogsindustrierna, Chairman of Municipal Commissioner and the Swedish Author’s Fund, Mem- man of the National Institute of of the Emergency Management the Second Swedish National Pen- Chairman of Örnsköldsvik Muni- ber of the Advisory Council of the Economic Research’s Academic Council, Chairman of Stockholms sion Fund, Member of the Board cipal Executive Board, Chairman Swedish Social Insurance Agency, Council in Environmental Stadshus AB, Chairman of the Swedish National Commit- of Rodret i Örnsköldsvik AB, Member of the Advisory Council Economics, Deputy Member of Mässfastigheter i Stockholm tee of the International Chamber Chairman of the Northern Trains of Statistics Sweden, Member of of the Board of Umeå School of AB, Chairman of Stockholms- of Commerce (ICC), Member of interest organisation, Member the Board of Radiotjänst Kiruna Business and Economics, Umeå mässan AB, Chairman of the the Board of Nestor AB of the Advisory Council of the University Board of Stockholm Region Euro- County Administrative Board 2. Gunnar Malm pean Association, Vice Chairman Per Kågeson Director-General of the Swedish 5. Kent Johansson of the Board of Electrum, Mem- (Member of the Board up to Employee representatives The Transport Administration, Chair- Member of the European ber of the Board of the Stockholm and including 30 June 2012) employee representatives are man of Malm & Partners Parliament, Member of the School of Economics, Member of Associate Professor not members of the board of the AB, Chairman of Malm & Partners Board of the Swedish Agency for the Swedish Association of Local in Environmental System Swedish Transport Administra- HB, Chairman of European Economic and Regional Growth, Authorities and Regions, Deputy Analysis, KTH Royal Institute tion but have the right to be pre- Infrastructure Managers (EIM), Chairman of Johansson Sweden Member of Kungsträdgårdens of Technology, Chairman of the sent and to state their opinions Member of the European Board of Consulting AB, Chairman of Park & Evenemang AB Swedish Naturist Association, at all of the Board’s dealings. the International Railway Union, the Interest Organisation for Chairman of the trust Torsten Member of the EU Commission’s Movement-Owned Folk High 7. Marie Winslow Andersson Östermans Stiftelse 9. Charlotte Olsson senior group on transport issues Schools, Special Investigator in Sustainable Development Ma- SEKO the Cycling Inquiry (Government nager, Svenska Retursystem AB 3. Sören Belin inquiry) 10. Airi Aspman Larsson Former MD of Green Cargo, 8. Charlotta Lindmark ST Member of the Board of Con- Secretary to the Board, Chief necta AB, Member of the Board Legal Officer, The Swedish 11. Christina Eklööf of RoadCargo AB Transport Administration Saco 110 Management group

Management group

1. 2. 3. 4. 5.

6. 7. 8. 9. 10.

11. 12. 13.

1. Gunnar Malm 4. Stefan Engdahl 7. Charlotta Lindmark 10. Jan Pettersson 13. Agneta Wargsjö Director-General Head of Business Area Chief Legal Officer, Head of Head of Business Area Head of central function Investments central function Legal Matters Maintenance Strategic Development 2. Caroline Ottoson and Plan Review Head of Business Area Traffic 5. Bo Friberg 11. Per Sjöstrand Management, Deputy Director- Head of central function Finance 8. Katarina Norén Head of Business Area General and Control Head of central function Pro- Major Projects curement and Logistics 3. Wiveca Dahl 6. Christer Hårrskog 12. Torbjörn Suneson Head of central function Head of central function Com- 9. Mathias Persson Head of Business Area Human Resources munication and Information Head of central function IT Market and Planning Management

111 921 921 771 +46 Phone: 1, vägen Röda Street address: Trafikverket,SE-781 Sweden Borlänge, 89 www.trafikverket.se

PUBLIKATIONSNUMMER 2013:051, ISBN 978-91-7467-467-5 ThE SwEDISh TRANSPORT ADMINISTRATION. MAj 2013. PRODUKTION: GRAFISK FORM. TRYCKERI: INEKO AB. FOTO: MOSTPHOTOS, HELÉNE GRYNFARB, MARCUS LI UNDSTEDT, ARASH ATRI–BILDARKIVET.SE, KENNETH HELLMAN, CHRISTIAN DIRKSEN, KASPER DUDZIK, CHRISTINA SUNDIEN, STEPHAN BERGLUND, PER WESTERGÅRD, JÖRGEN WIKLUND TRAFIKVERKETS BILDARKIV.