Banverket’s Annual report 2009 The Annual Report Banverket must submit an annual report to the Government not later than 22 February each year, in accordance with the ordinance on annual accounts and budget documentation (2000:605). The accounts must refer to the most recently completed financial year, in this case 2009. Some figures are accompanied by additional figures in brackets. Unless otherwise ­indicated the figures in brackets are the figures for the previous year. As the annual report includes many monetary amounts, the abbreviations SEK thousand (thousands of Swedish kronor), SEK million (millions of Swedish kronor) and SEK billion (billions of Swedish kronor) are used.

Contents

Director-General’s comments on the past year 4

Summary of operations during the year 6

Banverket’s operational areas 8 Developing Banverket’s railway network 9 Delivery of train paths 19 Sectoral duties and administration 26

Transport policy goals and results 32 Function goals – an accessible transport system 33 Consideration goal – safety, health and environment 44

Other reports 50

Banverket’s Profit Centres 56 Banverket Production 59 Banverket ICT 60 Banverket Railway Training Centre 61 Banverket Material Services 61

Employees 62

Financial Accounts 67 Income and expenditure account 68 Balance sheet 69 Appropriation account including presentation of authorisation 70 Funds statement 72 Summary of key figures 73 Notes 74

Signing of the Annual Report 80

Auditors’ Report 81

Board of Directors and Management Group 82

The Swedish railway network

Brief facts about the railway 2009 1

Operated track (track-kilometres) 11 866 km Double tracks and multiple tracks (track-kilometres) 3 716 km Electrified track (track-kilometres) 9 780 km Normal track width 1 435 mm KIRUNA Highest point: the national border at Storlien 601 m above sea level Lowest point: the track tunnel in Helsingborg 8 m below sea level Number of railway bridges 3 781 Iron Ore Line Longest bridge: Igelsta BridgeRailway in Södertälje 2 1402009 m Highest bridge: Igelsta Bridge in Södertälje 48 m Haparanda Line Number of tunnels 147 Total length of tunnel 82 km Longest tunnel: Namtalls Tunnel 6 001 m Fibre-optic cable 12 000 km Sweden’s first railway 1856 LULEÅ First railway with electrically-powered trains 1895 Last steam locomotive on SJ taken out of operation 1972 Swedish speed record, Regina 2008 303 km/hour Main Line through Upper Norrland CO2 emissions, Stockholm – Gothenburg Train 0.4 kg Inland Line Private car 44.5 kg Commercial aircraft 6 000 kg

1) Relates solely to Banverket’s rail network. UMEÅ Botnia Line

Ådalen Line

ÅNGE

SUNDSVALL Central Line

Northern Main Line

East Coast Line

GÄVLE

Bergslagen Line BORLÄNGE Dala Line

Freight Line through Bergslagen

Värmland Line Arlanda Line

KIL VÄSTERÅS Mälaren Line STOCKHOLM Norway/Vänern Line Nynäs Line HALLSBERG SÖDERTÄLJE Svealand Line

Sala-Eskilstuna-Oxelösund Line Älvsborg Line NORRKÖPING Western Main Line

FALKÖPING Southern Main Line

GÖTEBORG Jönköping Line NÄSSJÖ

West Coast Line

ALVESTA

HALMSTAD Coast-to-Coast Line

Freight Line through Skåne HÄSSLEHOLM Skåne Line

MALMÖ Öresund Line Board of Directors

Internal Audit

Director General

Operations Division Banverket ICT

Investments Division Banverket Training Centre

Market and Planning Unit Banverket Material Services

Expert and Development Unit

Business Support Unit

Banverket in Brief

The task ­railways and light railway systems. Infrastructure Banverket is tasked with managing the ­Banverket will co-ordinate, provide ­support The Swedish railway network comprises ­state railways so that passengers and and be a driving force in relation to the some 11 900 kilometres of track currently freight arrive in a fast, secure and environ- other parties involved. Banverket leads and in service. The state network administered mentally friendly manner. This manage- follows up developments in the rail sector, by Banverket makes up about 80 percent of ment responsibility includes delivering assisting the Government and Parliament the total railway network in Sweden. The train paths by producing and selling capa- on issues that concern the ­entire rail trans- other parts are administered by compa- city on the tracks to railway companies port system. Banverket strives to achieve nies, local authorities or associations. and traffic organisations. Banverket will the transport ­policy goals. The infrastructure also includes the approx­ also develop the state-owned railway net- imately 12 000 kilometre long network of work by planning and expanding the net- fibre-optic cables that are laid alongside work for current and future passengers The organisation the tracks. The fibre-optic network provides and purchasers of transport. During 2009 Banverket had approximately the railways with secure telecom, data and In addition to this administrative 6 300 employees, of whom 3 500 worked signal services. Spare capacity is hired out respon­sibility, Banverket holds sectoral within the production units. The produ- to companies and authorities for data com- respon­sibility for the rail transport system cing unit Banverket Production was priva- munication and mobile telephony. in Sweden, which covers not only conven­ tised at the end of the year 2009/10 and tional railways, but also underground became part of Infranord AB. 3 Director-General’s comments on the past year

amongst municipalities, ­regions, trans­- port companies, freight transport ope­ rators and – not least – from political representatives.

Another new record for passenger traffic I am delighted to be able to report that ­performance this year has exceeded all ­expectations and goals: customers and ­employees alike are more satisfied and punctuality is better than in the previous year. Safety levels are very satisfactory and operations are performing in line with plans. Passenger traffic on the rail- way reached, once again, a new record ­level and freight traffic, in an international ­comparison of traffic development, did ­relatively well despite the downturn. Major savings for tax-payers were made possible due to competent handling of ­procurement and exposure to competition and, at the same time, we are building more than ever ­before. I take great pride The end of 2009 saw the completion of Transport Services) worked intensively and satisfaction in these results. Banverket’s twenty-second business year. on the ­co­ordination and rationalisation At the end of 2009, however, the rail- During the year, considerable resources of ­important functions. The collaboration way was put to the test by freezing con­ were allocated to further improving the on these services was ­directly linked to ditions, gales and snow. Sites as well as quality and reliability of delivery and ser- ­organisation committee’s initiative to vehicles were affected by traffic disrup- vice to the railway’s customers. Our vision ­create the Swedish Transport Admini­ tions, which were unfortunate and un­ during the year has been to run an optimal stration in order to gain the greatest acceptable. Despite the delays caused by and appropriate operation, characterised ­possible benefits from the work being traffic disruptions, I still believe that the by satisfied customers and contented staff done. Many of my colleagues and I have railway, on the whole, performed well who are able to develop in their work – also been considerably involved in the ­under circumstances which were some­ and see Banverket as a favourable ­research and investigative work, which times so severe that traffic for several ­employer. Banverket’s employees are is an essential determining factor for ­means of transport was brought to a its most valuable resource. whether or not the Transport Admini­ ­complete standstill both in Sweden The co-operation between Banverket stration is to perform efficiently from the and ­abroad. and the Swedish Road Administration has very first day of operation. We are happy to state that the efforts also been a strong focal point during the The work on drawing up measures and Banverket has made in recent years to in- year. The collaboration was initiated a few action plans has also dominated Banverket’s crease robustness and raise winter prepa- years ago and developed rather slowly in operations during 2009. Banverket has, in redness have yielded good results, despite the beginning, but its efforts overall collaboration with other traffic authorities, shortcomings in network capacity and ­regarding different transport means submitted the joint proposal “National plan wear and tear at certain sites. Within were ­successful and accelerated after for the transport system 2010-2021” to the Banverket’s areas of responsibility, we ­ the new infrastructure action plan was government. It is a joint measures and have helped to reduce traffic disruption drawn up. Banverket and The Swedish ­action plan for transport overall, ­detailing by conducting preventative maintenance Road Administration have rapidly investments in transport infra­structure and providing faster assistance. Another become more ­closely connected as a for the coming years. The plans included sig­nificant factor is the close contact and result of ­creating joint hubs within a ­developing agreements with various­ co-­ co­operation between the railway compa- number of ­administrative functions, financers of important projects. It is very nies in difficult situations. In total, Ban­ not least within IT. The projects:­ Sam­ clear, after preparing the pro­posed plans, verket committed about SEK 4 billion more hällsbyggare i samverkan (Building Public that there is considerable ­interest, great in funding for operations and maintenance Services in ­Collaboration) and Samhälls- ­expectations and a strong ­level of com­ as well as investments in 2009, than in the byggare i ett trafikverk ­(Building Public mitment for investments on the railway previous year.

4 Organisational changes dynamic focus number rose from 63 in 2008 Banverket has worked hard to become a At the end of 2009, Banverket separated to 68 in 2009. Banverket has also strength­ more customer-oriented organisation and from Banverket Production, which was ened its attractiveness as an employer survey findings suggest that Banverket has privatised as Infranord AB. The prepara- among young graduates in the year, which also in this regard taken a big step forward. tion work for the Swedish Parliament’s de- is positive for future skills provision. We are on track but still have some way cision was thorough and conducted over to go in achieving my lofty ambition of a a number of years within Banverket and Safety 100 percent customer satisfaction rate. Banverket Production, so that the company Rail travel is one of the safest ways to travel I am convinced, however, that this am­ would be suitably equipped for the deci­ and transport goods. This is because of the bition will be adopted by the Transport sion. I look forward to continued collabo­ long-term and systematic work on safety Administration along with a determined ration with Infranord in its new role and issues, which has always been a part of effort to achieve it. wish the new company the best of luck! railway operations. The number of fatali- Banverket will during the remaining ­Infranord will be a highly significant future ties and injuries sustained within the rail- months of 2010 focus on quality and the actor on the Swedish railway market. way system is very small, but the Zero reliability of our delivery and service for Vision goals will guide the continued pre- the railway’s customers. It is my clear am- Developing the railway network ventative work to ensure safety among all bition to hand over an efficient operation Banverket is also collaborating with the employees. with more satisfied customers, a solid infra­ Swedish Road Administration when it structure and professional staff to the new ­comes to developing the railway network. Decision to open the market Transportation Administration, including The project, ”Bana väg i väst ” (Making During the year, the Swedish parliament a railway system that is one of the most more space/laying track in the west)aims decided on a gradual opening of the pas- competent in Europe and on its way to to expand the Norway/Vänern Line and senger rail traffic market in Sweden. The ­becoming a world class railway and realis- E45 road in a shared corridor under joint “Timetable 2010”, established during the ing Banverket’s vision. management and budget and is likely to year, is yet another plan which allows an provide both parties with valuable expe- increasing number of railway companies to The Transport Administration rience and knowledge. operate more traffic. And there are strong Banverket was founded in 1988 as a new In other major investment projects, indications to suggest a continued increase special authority for the railway infra­ operations have largely proceeded ac­ as, in a few years, there will be completely structure, and intended as an instrument cording to plan during the year. The inau- free competition on the Swedish railway. of political ambitions to carry out major guration of the City Tunnel in Malmö will This initiative is a pioneering move for investments in railway infrastructure and take place earlier than previously scheduled Sweden and other countries, especially in enable the restructuring of the railway and will be much less costly than estimated. Europe, are following what we are doing sector in Sweden. Banverket has been a key The Bothnia Line will also be completed in with great interest. Discussions showed player in the modernisation of the Swedish 2010 and transport can begin. The work on that many believe that increased competi- railway and development of the railway the City Line in Stockholm also started in tion in the passenger rail market may well market, which is certainly reflected in the 2009 and the comprehensive planning lead to higher quality services and thus very positive development of railway permission sought has been granted. Ex- attract more customers. ­traffic over the past 20 years. tensive efforts focusing on short-term During the year, the subject of high- Banverket has now completed its task ­factors and aspects went on during the speed tracks has been debated in Sweden and operations will be shut down on year and the planned volume was attained. both in politics and the media, since the March 31, 2010. Banverket’s responsibilities investigation of the issue began. I think it is will be assumed by the Transport Admini­ Personnel clear from all the debates that the primary stration from 1 April 2010 onwards; it is a In 2009, the integration of equal oppor­ issue is very much about the role of rail- transport authority created to initiate a new tunities initiatives in the Banverket organi- way in future society and in the future era in Swedish transport policy and ensure sation continued with favourable results. transport system. Banverket and the Trans- a coordinated and comprehensive approach The employees completed a course on port Administration now have an interesting to traffic and traffic infrastructure. It is my ­gender and equal opportunities. In addition, task ahead of them in continuing to actively belief that there are great benefits to be equality issues were incorporated into the explore the issue further. gained from the implementation of an work on the national infrastructure plan- ­integrated traffic authority with a faster ning by creating an equal opportunities More satisfied customers and more integrated planning process. The strategy. Banverket was also one of 10 I am now the last in the line of Director- overall approach to all modes of transport ­authorities who took part in the programme Generals of Banverket. It has been a great will afford greater benefits to customers, “Staten leder Jämt” (the government leads pleasure leading this highly competent and the railway will have a key role in equally), which aims at measuring the ­organisation. It is also a great responsibility ­resolving future key transport issues. ­development of work on equal oppor­ ensuring that a major societal function The Transportation Administration will tunities using an equal opportunities such as rail transport operates at all times certainly become a model for many ­index, Jämix. Banverket achieved a very and in all weathers. A survey, conducted countries and put Sweden on the map in favourable result from this undertaking, among our customers and stakeholders, the area of infrastructure and transport. which was a clear sign that efforts are shows that Banverket in 2009 was per­ ­paying off. ceived in a significantly more positive light Borlänge February 2010 The measurements regularly made than in previous surveys. Results for the by personnel in Banverket’s psychosocial year present a 60 percent satisfaction rate work environment show very pleasing for customers and partners in their deal- ­results for 2009. In actual fact, the psycho- ings with Banverket. The task of combining social work environment is generally good the roles of regulatory authority and service- Minoo Akhtarzand and has clearly improved since 2008. The oriented societal developer is no easy feat. Director-General

5 Summary of operations during the year

Banverket’s investments are in line with undertakings. The projects aim to increase crossings are being eliminated continually. the National Track Provision Plan, and accessibility between regions and between Measures aimed at preventing people from most projects are being implemented well Sweden and other countries. Transport crossing the tracks have continued during according to schedule. The main projects work on the railway has continued to de- the year. currently in progress are the tunnel con- velop in line with increasing passenger Banverket’s contribution to meeting struction in Hallandsås, the City Tunnel in traffic, while the volume of freight traffic ­environmental quality objectives lies in Malmö, the City Line in Stockholm, “Bana has declined because of the recession. the fields of energy, noise and non-toxic väg i väst” (pave the way in the west), the The railway is a very safe system of environment. Measures to improve energy Ådalen Line and a new railway in Kiruna. transport. The number of railway accidents efficiency have risen during the year and Maintenance and reinvestments have has decreased and no train passengers have the negative impact of the railway on the been prioritised on the basis of traffic been killed during the year. Neither have environment has been reduced. Com­ ­volume and traffic structure, with the aim there been any accidents involving hazar- prehensive measures have been taken to of better meeting customers’ needs. Par­tic­ dous goods. However, the number of reduce noise pollution, so that sub-goal ular investments have been made in the people killed and seriously injured within 1 can be maintained and sub-goal 2 can metropolitan regions. Extended approp­ the rail transport system is unchanged. be achieved within the period of 2015 – riations have helped to make this possible. People being hit by trains, including suicides, 2017. In order to achieve the goal of a The extent to which goals and objec­ constitutes by far the most dominant type ­non-toxic environment, Banverket has tives of transport policy have been achie- of accident. Unauthorised track access is ­decontaminated areas of land during ved is reported and commented on here still a problem. The number of level crossing the year. according to the new structure for goals accidents has increased, although level within the function goals or goals for ­achieving an accessible transport system and goals for safety, health and the TABLE 1 environ­ment. Banverket Operating Volume, SEK million

Passenger travel has improved in 2009 2009 2008 2007 due to increased punctuality. Further im- Administration 799 647 667 provement can be seen in the quality of Sectoral duties (excluding administration) 717 579 577 traffic information and is evident in custo- Railway development 12 664 10 551 9 258 mer surveys which have been carried out. Delivery of train paths 6 625 5 927 5 031 In addition, industry transport has bene­ Production and sales to external customers 3 550 2 963 2 976 fited from better punctuality. Several in- Verksamhetsvolym 24 355 20 667 18 509 vestment projects are currently in pro­- No. of permanent staff at the gress in cities, except for certain, special respective year-end 6 303 6 542 6 493

6 Achievement of transport policy goals

Goal not met/not expected to be met Goal partly met/expected to be partly met

Goal met/expected to be met Goal cannot be assessed

Function goals – Accessibility

Passengers’ travel has improved by ensuring increased reliability, safety and comfort PAGE 33 Quality of industry transport has improved and reinforces international competitiveness. PAGE 36 Accessibility has improved within and between regions as well as between Sweden and other countries PAGE 37 Work methods, implementation and results of the transport policy contribute to an equal society PAGE 39 The transport system is designed to be accessible to people with disabilities PAGE 40 Opportunities have increased for children to use the transport system a safe way and move freely within traffic environments PAGE 42 Opportunities for choosing public transport, walking and bicycling have improved PAGE 42

Consideration goal – safety, health and environment Safe traffic

The number of people killed or seriously injured in railway transport areas is continuously decreasing PAGE 44

A sound environment The transport sector is deemed to contribute to the achievement of the environmental quality objective “Reduced Climate Impact” by gradually increasing energy efficiency in the transport system and ending fossil fuel dependence. In 2030, Sweden should have a fleet of vehicles that are independent of fossil fuels. The transport sector is deemed to contribute to the achievement of other environmental quality objectives and to a reduction in poor health. Priority is given to the environmental policy sub-goals for which the transport system’s development is greatly significant in reaching the established goals.

Environmental Quality Objectives

Limited climate change PAGE 46

Non-toxic environment PAGE 47

A good built environment PAGE 48

A rich diversity of plant and animal life PAGE 49

7 8 Banverket’s operational areas D andreports Profit centres. in the long term. Banverket also conducts commission operations, which are described in the sections: Other the general public and industry throughout Sweden that is both socio-economically and effective sustainable train paths, and duties. Sectoral In each these of areas or roles, Banverket endeavours to provide transport for Banverket’s operations are divided into the sections: Developing Banverket’s railway Delivery network, the of operational areas Banverket’s Sectoral D e eli veloping B ver paty oftrain Du ties an verket

and A h s d ’ s railwa m inistration y network

19 26 9 to the target value. Fortunately, the trend trend the Fortunately, value. to target the for relation in Banverket’s major contracts tenders of submitting in deal great interest are which skills of procurement and specialist contracts smaller the It is years. previous in is now than ­tenders for better our contracts plan. transport to national the favourable relation wholein very appears progress on the indicated, calculations original found to be than more expensive been have these of some While efforts. intensive with continue will future near the in Investments minimized. and early tified iden being risks potential and contractors with collaboration solution-focused and in sound investing specifications, accurate due tohighly good use of time, preparation values) (in 2001 monetary estimated than cheaper million SEK 900 approximately be Tunnel will forCity The most projects. rently, we that are onwe schedule estimate cur and fast, is projects major Banverket’s of most in progress of rate way. The head making are projects our general, In for both current and future travellers and purchasers transport. of Developing Banverket’s railway involves network Banverket planning and extending the railway network De r Price development GR I Summa other Investments, H Stockholm Line City Line Ådalen iväst väg Bana City Tunnel inM City Kiruna C 2A TABLE nde �� �� �� allandsås osts for new investments new for osts Interest from suppliers in submitting submitting in suppliers from Interest �� AP receiving fewer tenders. There is still a fewer is still There tenders. ­receiving x 20 � � � We ai H � igh Jan 07 07 =10 te d in v 0 de

Mar 07 lw x almö el May 07 NP Jul 07 I opi a betw Sep 07 y ne

Nov 07 ee , SEK million n 20 n Jan 08 07 664 12 2 069 5 962 1 168 1 837 2009 Mar 08 g B -0 830 749 - 49 - - 1 and20 t May 08 w Table 2a and 2b.Table 2a and 1, Graph index. weighted the on ­effect material railway-specific the of growth continued sees Banverket percent. 4.4 by increased index price retail net the while crease of the weighted index by 13.6 percent, in an represents 2009 December and 2007 index. A comparison made between January the affect rates low interest and ployment unem of rate high the rate, exchange krona low Swedish The bypercent. 1.2 creased in period same the during index price net The percent. by 2.2 year the during project. Line City the in Älvsjö Årstabron- and Mjölby Motala iVäst, Bana ded phase-Velanda Prässebo in the projects: regar plans These decision. government’s the after force legal given were peals ap of subject the been had which plans towere court. nothe submitted appeals of year, the second the In half now turned. the has of year part first the in curement pro with connection in made being were ofnumber appeals where increased an

10 55110 Jul 08 1 200 1 695 4 392 1 262 1 053 2008 859 Banverket’s weighted index has increased railway major three year, the During a 90 09 Sep 08 o -1 n Nov 08 1 9 258 1 596 5 147 rk 2007 710 658 492 655 Jan 09 v 0

Mar 09 erke

May 09 projects prioritised of financing Loan grants and Revenues financing loan Other F investments new of Financing 2B TABLE Total systems telecom and electrical of financing Loan appropriations by inancing Jul 09

Sep 09 t

Nov 09 -

- ’ - - s ­ - Table 3. 2010. during available be will million 206.4 SEK remaining the that assuming is Banverket disposal. its at million 200.5 SEK had only has Banverket 70 million, SEK of appropriations additional despite that mean appropriations to these ing apply restrictions however, For 2009, den. Swe to paid grants the to corresponding disposal at its appropriations has verket Ban 2009. in grants received have to jects pro the among are (study) Line Götaland the and (study) Central Malmö Tunnel, City The railways. of construction and planning the both for used are funds The (TEN-T). Network European Trans EU’s the for support financial as given are grants The sector. railway Swedish the within efforts development and investments for grants EU in 332 SEK paid million has Commission European the 2009, During ­investments EU grants for rail Kirun Major projects section, construction and service roads roads service and construction ­section, Kiruna. past section entire the on initiated been has construction force and legal gained have plans railway three year, the During Kiruna. in railway new the of construction the for place took ahead 2012. by operation in be must railway a new based on that projections, current estimates, ting railway in northern Sweden. Banverket exis the on impact an have will occurred has which deformation land The consequences. the by affected increasingly is society and Felling has occurred along the new new the along occurred has Felling go- official 7, the 2009, September On a . The ground in Kiruna is cracking cracking is Kiruna in ground The , SEK million 664 12 2 600 8 289 2009 931 763 81 10 55110 1 803 7 714 2008 -114 786 362

­ 9 258 7 110 1 235 2007 385 617 -89 - - - - ­ 9 Banverket’s operational areas Developing Banverket’s railway network 10 Banverket’s operational areas Developing Banverket’s railway network to start running in August 2011. August in running start to expected are 2010. spring Services into continue will and commenced ­sections work on new one of the track-laying summer, the During phase. anew ­entering is project the that means which year, the during completed also were bridges and work on land involving undertakings run. trial successful and a unique was there December early in and ERTMS, system control traffic train new the upgrade the plus centre atravel of tion construc the includes project the where Kramfors, and Härnösand Timrå, out in now begin. will tunnels of the interiors the pleting com on work The Line. Ådalen The along blasted have been tunnel of service metres 12 kilo around and track tunnel of metres 14 kilo approximately total, In tunnels. new of eight of a total to through, holed be tunnel workfinal on the blasting the ting comple Tunnel, Snaraberg in Line, Ådalen the along detonated been have explosives of round last The 2 billion. of SEK about a volume with inception, its since sive year railway. the to ships and lorries from transferred be can transport freight and reduced be can travel bus and Car transport. freight and passenger friendly environmentally- and safe rapid, for way rail acoastal form Line Coast East the and Line Bothnia Line, Ådalen of the railways combined poor.too is The old track of the condition the where railways¬ new two of partly and 100 km some of railway isting ex the of upgrading the comprises partly project The Kramfors. and Härnösand rå, Tim via Långsele and Sundsvall between environment and result in more frequent more frequent in result and environment the benefit will which doubled, be then will 2017. in operating Track capacity to begin expected it is Stockholm; central ­through tunnel a6km in stations new two with trains commuter for railway double-track Cit Å The running. up and is way rail new the until railway existing the on traffic safe ensure and on to secure going naturally is work constructed, being way begin. will structions con bridge first the and section new the along start will work ground first 2010, the of spring the During mapped. and vered unco been has Peuravaara mountain the and place in are signs reference organised, been has space warehouse built, have been y Li of a number tunnels, to the addition In for project a pilot is Line Ådalen The stations. of renovation and carried been also has work Intensive inten most project’s the been has 2009 In parallel with the new national rail national new the with parallel In da ne S ne len Li len to ckh ne ne is the 29 kilometre railway railway 29 kilometre the is o l m . The City Line is a a is Line City The ­ ­ - -

------2010. January in start will sites these at Building Odenplan. and ken–Mariagårdstäppan Fatburspar at sites work for Stockholm of City by the granted been has permission 2010. Building 25 on February expected is of Appeal Court Environmental the from clearance where Riddarholmen, of north Line, City the of stretches certain for issue for one except water-rights resolved been understanding. very were shutdown the by daily affected themselves found who passengers many the of most and planned as went work The construction. station and tunnel Line City site for the existing the reinforced SL, with collaboration in project, the when October, and June between shut down was station underground central Stockholm’s at station blue line underground’s The traffic. underground least -not rations ope other and shops hotels, of sideration con great involves work the and cramped very generally are Conditions Stockholm. central in locations at several work efforts intensive with earnest in began station lock. Södertälje through journeys transport spectacular two included has and speed, on at full ing go been has tunnel, alower Mälarstrand, Söder and Riddarholmen between Tunnel Work Söderström on the tunnel. track tual ac the be will what of stage the at arrived had project the that meant which gust, Au in completed was and March in ting opera began Mälarstrand Söder at tunnel access The sites. of other at a number and on work tunnels continued, has project the on work intensive year, the During 2009. on took place 24 project January Line City Sweden. throughout and Mälardalen inStockholm, traffic train punctual and Ha north and Förslöv in the south and will will and south the Förslöv in and north the in Båstad between stretch tunnels The toto movedrailways. roads be from 4 to 24 per trains hour, enabling more traffic from traffic freight and for passenger city capa the increase will tunnel railway long kilometre 8.7 The Lund. and Gothenburg between Line West Coast the of extension of the part is Ridge Hallandsås the rough Tunnel (construction) City Project T which for Project T Line Götaland M out) (paid Total M West and South abl ll (study) Central almö All matters of permission have now of permission matters All City of Stockholm construction The the for ofconstruction start official The a E 3 n dsås . The tunnel construction th construction tunnel The ain Line grants have been paid have been grants EN ------­

been planned over a two-week period in in period atwo-week over planned been have activities of inauguration programme A operation. putbe into 2010, site will the 2010 and about a week later, on 12 December 4December on inaugurated be will Tunnel City The time. earlier for an scheduled Hyllie. in and Triangeln at constructed being are stations new and section station underground anew have will central Malmö ground. above railway constitutes kilometres eleven and Malmö central under tunnel of it comprise metres kilo Six traffic. rail of capacity future the increase will Tunnel City The Copenhagen. Ystad and Trelleborg, towards railway the with of Malmö north railway the links nel Skanska-Vinci HB. Skanska-Vinci consortium Swedish-French the is ractor - cont Banverket’s along. moves it as itself behind lining, as known pipe, watertight a builds machine the tunnel, the seal to order In machine. boring tunnel ­advanced removed. be can crossings level of number a large that means construction 1885. in tunnel The inaugurated was which track single winding and asteep ­replace and opened for traffic in 2015. traffic for opened and inaugurated be will tunnels Förslöv. The workplace, south the from Workstart will pipe. puttunnel to and worksecond on the be disassembled will drill metre long tunnel 200 the this, After completed. be will pipes water. of quantities substantial and conditions geological by difficult disrupted been has Progress year. the of end the by completed been had tunnel main kilometre 8.7 of the cent 63 per total in and built, was tunnel new of biotopes. and areas natural sensitive of irrigation the include may out; this carried are measures security necessary, When monitored. closely being is vironment en natural the on impact its tunnelling, the with parallel In met. be may project of the stipulations ecological the so that groundwater of amount the minimize and is to conditions geological master the varied challenge The groundwater. of quantities large by characterised is and complex is The Cit The Operating and traffic commencement is is commencement traffic and Operating The geology in the Hallandsås Ridge Ridge Hallandsås the in geology The an using built being is tunnel The During 2010, the first of the two tunnel tunnel two the of2010, first the During kilometre one approximately 2009, In , SEK thousand

y Tunnel i y Tunnel n M a l m ö. The City Tun City The 219 722 219 331 974 27 086 79 74979 Grant 5 417 ­

- -

­ l “B begun. has Tunnel City the to connect that tracks new the work with and up torn nowbeen have yard the of part northern the in tracks The hall. station of the south station train local rebuilt the to hall station six-track the from moved was traffic train 13, all cember when 2009 De on began work the of two Phase nel. City Tun the with in fit to order in rebuilt with. dealt and on early identified being risks potential all with risk, on reducing work systematic the is factor contributing Another results. satisfactory highly these for reasons main the are contractors the with collaboration a solution-focused and specifications detailed preparation, Good (2001 values). expected than less million 885 to SEK amount will Tunnel City for the operating personnel. of training and runs trial testing, sequent sub be will There tunnels. in and stations Tunnel City at the completed be will tions schedule. of ahead currently is tunnels the in tracks the laying on work The tunnel. the above buildings the in noise borne structure- reduce to order in laid being is noise, and vibrations dampens and ces redu greatly which track, ballast-free new stations. City the see and tunnel the ­through a train ablebe to take for example, will, public general The associations. and tions organisa municipalities, with cooperation Trollhättan. The double tracks with new new with double tracks The Trollhättan. and Gothenburg road between a four-lane and tracks double to upgrading compasses a y a Malmö Central and its yard are being being are yard its and Central Malmö cost final the that shows Aforecast new installa of majority the spring, the In a Malmö underneath tunnels the In i n n a v g t ä r g iv a ck i ck ä n t st ” (M he we he a k st i n ). g mo The project en project The re spare Tunnel ­Tunnel ce/ ------grade single tracks to double tracks on the the on tracks double to tracks single grade tion 2012).tion (comple schedule project’s the on impact a positive of course, has, This 2009. cember De in decision government the after ce for legal gained project the and overruled, was Prässebo and Velanda between way Trollhättan. and Gothenburg between section the to nected con nowbeen have tracks double new of 30about kilometres total, In long. metres 11 kilo approximately is connected was that section The shutdown. long 168 hour the during plan to according went work The Bohus. and Älvängen between ted connec was track double new the cember, De of end the at Line /Vänern Norway volumes. freight increased and trains more high-speed services, more commuter for space provide stations train commuter Mjöl Mäl financing. and design detail and studies from led compi being is information da-Barkarby, Tomtebo section the section: inner the For 2011. early in start will construction ans 2011, of me 2010 of end which start or the by completed be to expected It is Kallhäll. Barkarby- section the section: outer the west. further as and well Bålsta as for the regional trains Central Stockholm between train commuter the for delays fewer and time travel ter shor traffic, frequent more allow will This Tomtebodabetween planned and Kallhäll. and upgrade struction to a four is line track a recon Line, Mälar the on demand traffic The appeal against the stretch of rail of stretch the against appeal The in occurred that stop train the After Work is continuing on the rail plan for plan rail on the Work continuing is a b r Li y–M ne. ota In order to meet the increased increased the meet to order In l a . This project aims to up to aims project This ------run in parallel rather than consecutively. than rather parallel in run being are bridge the on tasks work tion, addi In quickly. work start could and site at the established already was contractor the because production of pace the raise to able was year the of part latter the during table. time the to according run may project the 2010 so that force by 1 April latest, at the legal gain will stipulations vironmental en current and plan local the that hoped is It time-critical. still is appeal, of an subject the plan, local municipality’s The force. legal now gained has project quently, this conse and, plan, railway Motala–Norrsten the against lodged appeals all dismissed nt punctuality. of rate her ahig and safety improved commuting, and for traffic tunities regionalincreased train oppor providing traffic, freight for capacity The double haveSkänninge. tracks a higher and a new commuter station is being built in Motala station is structed, being upgraded con being are flyovers Simultaneously, 2012. in completed be will section entire the that estimated It is Motala–Mjölby. section necting tracks to Skutskär rail yard. yard. rail to Skutskär tracks necting con include to expanded been has project The timetable. initial the behind months five is project the At present, progress. in is documents system and plan railway the on execution from 2011 to 2010. work the building rescheduling for earlier Banverket is intolooking ofthe possibility is accordingcontinuing to the timetable. and development ofactivities construction outline The /accessibility: capacity creased ments are being drawn up and compiled. compiled. and up drawn being are ments docu system time, same 2010 the at and 15 and 17 2009 January tween December be issued was plan railway The approved. been has Assessment Impact vironmental studies. in indicated previously than more much be comprehensive will lines to move power action The timetable. to the according continuing is planning Detailed station: passing new hospital, Sunderby M Li Coast East The achieved. and the projected volume for 2009 has been efforts intensive involving progress in are ­investments and below,described measures, ofnear future SEK 1 020These million. the in investments certain included 2009 in Banverket’s appropriations for investments the near future Investments in ai On Norrsten–Mjölby,section the project governme the November, of end the At Skutskär-Furuvik, double tracks: Work double tracks: Skutskär-Furuvik, Vännäs North (East), new stop: the En the stop: new (East), North Vännäs n l n i ne ne t hr o u g ne. h h Upp Gävle-Sundsvall, in Gävle-Sundsvall, er er No rrl a n d . -

- - - - ­ ------11 Banverket’s operational areas Developing Banverket’s railway network as Sävastklinten, new passing station: the Iron Ore Line. Kopparåsen, rail yard upgrade: has progressed at full speed during 2009.

re railway plan/system documents have been pre-studies are complete and concluded. The drawing of lines for electrification

y network purchased. A new site for the passing Banverket’s position is that a railway plan is of the line will commence in February. l a

a ­station has been determined among areas not necessary as the next stage is about Work on the new section between Kalix n previously investigated. planning for building work. and Haparanda is progressing according s railwa ’ Vännäs–Brännland (Brattby), new Harrå, rail yard extension: The technical to plan.

atio passing station: Work is progressing demands which form the basis for the erket v er ­according to the timetable. ­budget differ from the technical guide- Other lines. Söderhamn–Kilafors, in- an lines received­ by the project. creased capacity: work on the railway plan

s op Bergslagen Line. Borlänge, a point con- Abisko, rail yard extension: After and system documents is ongoing. Plan- ’

t nection and link to SSAB’s rail yard: the ­working on the railway plan, the solution ning of construction documents will start eloping B

v point connection was up and running at initially decided on now appears to be un- soon for sections not covered by the rail- e D

erke the end of November. The original time­ suitable from a technical point of view. way plan.

v table had stipulated commencement in Nykroppa–Kristinehamn, electrification: n

a the first half of 2010. Good progress has Freight Line through Skåne. Åstorp– planning of system documents is in progress.

B been made on the project and Banverket Teckomatorp, track upgrade: The line has The railway plan has been issued and is was given­ extra running time on the been closed until the week beginning 28 esti­mated for finalisation in March 2010. track ­because of SSAB’s three-week March in 2010. Contracts are progressing Planning of implementation is in progress. ­production stop. according to plan. All tenders for contracts have detailed significantly lower costs than Värmland Line. Kil–Skåre, new passing calculations have indicated. station: pre-studies have now been con­ Implementation of the cluded, and work on the railway plan is Haparanda Line. Haparanda Line, maxi- Track Provision Plan going ahead with the chosen alternative. mum axle load of 25 tonnes: Production The annual report presents investments made in 2009, accumulated investments, total planned investments, extent of im­ TABLE 4 Follow-up of investments according to the Track Provision Plan2, SEK million plementation, and significant deviations Cost Outcome Outcome Outcome from the timetable or changed standards. according to plan 2009 2004–2009 in % The report lists the results for each line in Western Main Line 1 186 116 825 70 accordance with the Track Provision Plan. Southern Main Line 4 719 127 669 14 Table 4 presents the volume of invest- West Coast Line 8 660 1 108 5 887 68 ment per line and the extent to which the Coast to Coast Line 2 158 34 512 24 Track Provision Plan has been implemen- East Coast Line 2 909 324 1 929 66 ted or begun. The amounts stipulated in- Dala Line 257 95 164 64 clude investments made with external Main Line through Upper Norrland 2 001 378 1 768 88 financing. In the chapter under the Northern Main Line 407 27 486 120 heading “Delivery of Train Paths” more Freight Line through Bergslagen 4 365 527 1 836 42 detailed information can be found on Bergslagen Line 963 17 199 21 ­investment projects aimed at increasing Norway/Vänern Line 6 229 746 4 101 66 ­c a p a c i t y . Värmland Line 376 14 50 13 Skåne Line 157 24 88 56 Western Main Line: At the stations in Jönköping Line 437 7 105 24 Hallsberg and Skövde, accessibility measu- Älvsborg Line 499 12 64 13 res for people with physical disabilities The Mälar Line 1 932 175 687 36 Svealand Line 1 475 211 440 30 have been implemented during the year. Sala–Oxelösund 47 0 40 85 An investigation is in progress regarding Nynäs Line 533 59 466 87 increasing capacity between Gothenburg Central Line 148 17 216 146 and Alingsås. A pre-study has begun for Iron Ore Line 227 61 447 197 increasing capacity between Stockholm Stockholm 10 159 1 476 5 139 51 and Järna. An investigation is in progress Gothenburg 1 894 228 1 020 54 regarding platform extensions on the sec- Malmö 8 208 1 455 7 813 95 tion Kungsbacka–Gothenburg–Alingsås. Freight Line through Skåne 1 066 87 225 21 Haparanda Line 2 670 258 921 35 Southern Main Line: Investigation work is The Ådalen Line 4 353 2 026 5 567 128 in progress on increasing capacity on the Blekinge Coast Line 710 3 848 119 section Flackarp–Arlöv. A railway in- Other Lines 5 659 437 868 15 vestigation is also in progress on the Ost- Government grants for regional rail vehicles 4 500 19 1 897 42 länken/Järna–Linköping section, and Other 12 407 1 667 3 125 25 Åby–Linköping (new line). An investiga- Total 91 311 11 733 48 400 53 tion has been initiated concerning the 2) Table 4 compares the outcome against costs according to the applicable Track Provision Plan of 2004-2015. A possible opportunities of Krösatåg/Påga- proposal for a revision of the national infrastructure plan has been drawn up during 2008/9. No decision has been tåg Nordost Skåne. The commuter station made on the revised plan, which is why it is not presented above. Note that the values in table 4 are presented in in Kimstad and functional adaptation of different price levels. Cost according to plan is at January 2004 prices. The outcome values are presented at current prices. In outcome as a %, the value is slightly too high, as the calculation does not take this price level difference Nässjö rail yard was completed during into account. the year.

12 West Coast Line: In addition to the con- as

struction of the tunnel through Halland- re

sås, the Förslöv–Ängelholm section is y network l a being upgraded to double tracks, with a ­services planned to start in 2010. In ad­ n s railwa dition, Ängelholm will undergo functional ’ adaptation of the rail yard, with services atio erket v planned to start in 2009. A railway investi- er gation is also in progress regarding double an

tracks on the sections Ängelholm–Maria s op ’ and Varberg–Hamra. In Helsingborg, t eloping B

­Banverket is taking part in the City of v e D

Helsingborg’s investigation into the Söder erke

Tunnel and the preliminary study for double v n

tracks on the Helsingborg Central–Maria a section. An investigation is in progress re- B garding platform extensions on the section Kungsbacka–Gothenburg–Alingsås.

Coast to Coast Line: Projects regarding the conversion of Nybro rail yard, inclu- ding a new signal box and centralised traf- fic control on the Borås–Värnamo and Emmaboda–Kalmar sections were comple- ted during the year. Level crossing measu- res are in progress on the entire Borås– Kalmar section. New pre-studies have begun in order to increase capacity on the Stockholm Central, Arlanda Express platform. section Alvesta–Växjö-Kalmar and at Växjö rail yard. An investigation is in progress for the Western Link, and Gothenburg– yard and a new passing station in Notviken. capacity is in progress on section Gävle– Borås. Production of system documents is A pre-study has been completed and a rail- Ställdalen, as well as the work regarding in progress for the upgrading of the section way investigation has begun for a railway system documents for upgrading and capa- Emmaboda–Karlskrona. connection to mining operations in Pajala. city reinforcement between Ställdalen and A pre-study is in progress for Sunderbyn– Hällefors. The East Coast Line: The conversion of Gammelstad, extension of the rail yard and Uppsala rail yard and travel centre is con­ extendable track for the combi terminal. Norway/Vänern Line: The main project on tinuing. Construction documents are being Investments in the near future (Sunderby this section is called “Bana Väg i Väst” produced for Gävle–Sundsvall regarding hospital, new passing station, Vännäs (Gothenburg–Trollhättan), which is described increased capacity and accessibility. Con- North (East), new stop, Sävastklinten, new above under the separate heading “Major struction is expected to be able to start passing station, Vännäs–Brännland, new projects”, and which is progressing at full during 2010. The railway plan for double passing station) are described above, under speed in various stages. tracks on the section Svartbäcken–Samnan the heading Investments in the Near Future. has commenced. Pre-studies are in pro- Skåne Line: Work on system documents gress for Gävle port, double crossover and, Northern Main Line: Pre-studies are in regarding measures to increase speeds on in the future, double tracks between Gävle progress for measures to raise capacity on the Skåne Line has started. and Sundsvall. The double track con­ sections Kilafors–Holmsveden and Ockel- version on section Skutskär–Furuvik is bo–Mo Grindar. Jönköping Line: No activities at present.. ­described above, under the heading Invest­- ments in the Near Future. Several invest­ Freight Line through Bergslagen: The The Mälar Line: Work on the railway plan igations are in progress regarding the upgrading of Motala–Mjölby to double and system documents for section Barkarby– future development of the East Coast tracks is in progress and is described above, Kallhäll is ongoing, as well as a pre-study Line, the Stockholm–Gävle section and in under the heading “Major Projects”. Investi- on measures to increase capacity on section and around Sundsvall. gations of capacity reinforcement on section Västerås–Eskilstuna. Hallsberg–Degerön are in progress. In Tälle Dala Line: The installation of a pedestrian south of Hallsberg the construction of a new Svealand Line: A third passing station has and cycle gate at Insjön was completed converter for the electrical power plant is in been put into operation during 2009 (two during the year. Two pre-studies are in progress. Pressure banks are being built for passing stations were opened to traffic at progress for measures to enhance capacity, maximum axle load 25 tonnes on section the end of 2008). The construction of double partly for the entire section of Mora– Avesta Krylbo–Frövi. The flyover at Lillån tracks on section Nykvarn–Ryssjöbrink is Uppsala and partly for the Sala–Borlänge in Örebro has been opened to traffic. ongoing and completion is planned to take section. place by the end of the year 2010/11. A Bergslagen Line: A new point connection railway investigation is under way for up- Main Line through Upper Norrland: for SSAB in Borlänge has been completed grading to double tracks on the Södertälje– Construction is in progress for Umeå rail and opened to traffic. A pre-study on raising Eskilstuna section.

13 as Nynäs Line: Measures for increasing capa- progress on the Olskroken–Gubbero sec- and overhead cable upgrade is in progress

re city on the line are being executed. An ear- tion. The viaduct has been replaced, as the for the Åstorp–Teckomatorp section.

y network ly implementation loan has resulted in the old one is dilapidated. Gothenburg’s port l a

a project’s implementation occurring earlier track is the subject of pre-studies for me- The Bothnia Line: The Bothnia Line is n than planned. asures to increase capacity. At Älvsborg rail ­being built by a project company, Botnia- s railwa ’ yard investigations are going on into signal- banan AB, which is owned by the state and

atio Central Line: No current activities. ling infrastructure in the area. At Skandia affected local authorities. The majority of erket v er rail yard, signalling infrastructure is being the construction project has been implem­ an Iron Ore Line: The Kiruna project is in pro- constructed. The replacement of signal box- ented, and staged completion is planned

s op gress, see description above under the es has commenced at Gothenburg Central. for the period 2008–2010. According to ’

t heading “Major projects”. In addition, the An investigation is in progress for the West the agreement reached, the Bothnia Line eloping B

v extension of the rail yard in Ljuså has been Link and measures to raise capacity at will be leased to Banverket for administra- e D

erke completed and opened to traffic. A new Gothenburg Central–Almedal. tion and services. It is anticipated that the

v track connection is under construction in entire section from Nyland to Umeå (190 km n

a Aitik. Pre-studies are under way for capaci- Malmö: The construction of the City Tun- of new railway) will be opened to both pas-

B ty measures on the Iron Ore Line and for nel is continuing. See the report above un- senger and freight traffic in autumn 2010. the passing station in Koskivaara. Several der the heading “Major projects”. On the near future projects are in progress (Kop- Arlöv–Malmö section, the infrastructure North Bothnia Line: The North Bothnia paråsen rail yard upgrade, Harrå rail yard for switching between right-hand and left- Line project is divided among six railway extension, Abisko rail yard extension) ac- hand traffic to and from the Continental studies, of which three are currently in cording to the description above, under the has been completed. The Malmö Central progress for a new railway between Umeå heading Investments in the near future. rail yard adaptation project got under way and Luleå. One study has been completed, during the year. The project is being imple- and the two remaining studies, which have Stockholm: In the Stockholm region, mented in part to adapt the rail yard to the been given the go- ahead, are expected to work is being conducted on the City Line, new conditions, i.e. with through traffic to start in 2010. which is described above under a separate and from the City Tunnel. The platform ex- heading, “Major projects”. A major rein­ tensions in Skåne are continuing at full Haparanda Line: : The upgrading of the forcement of the power supply in the speed. The extensions are being implemen- Boden–Kalix section is in progress. For the Stockholm area is in progress, aimed at ted earlier than planned in order to in- new coastal railway Kalix–Haparanda, ­safeguarding supplies to existing infra­ crease capacity in conjunction with the construction is now in progress. structure and future expansions. In addi- opening of the City Tunnel. tion, a major number of measures are in The Ådalen Line: The Ådalen Line project progress within the Stockholm–Mälardalen Freight Line through Skåne: The railway is described above, under the heading joint initiative. An investigation into the study for the Kävlinge–Arlöv section is “Major projects.” Investigations are in pro- Riddarholm Line between Norrström and currently with the Government for per- gress regarding the railway’s future services Söderström is ongoing missibility assessment. An appeal has been in and through Sundsvall. lodged against the study. The railway Gothenburg: In the Gothenburg region, a study for the Malmö–Trelleborg section is Bohus Line: : The upgrading work involving freight train viaduct is now open to traffic in in progress. The building of power supply the introduction of centralised traffic ­control between Gothenburg and Uddevalla is progressing. A pre-study has begun for measures to raise capacity on the line.

Blekinge Coast Line: No current activities.

Other Lines: A new traffic control system is being designed for the Västerdal Line, with implementation planned for 2009–2010. Construction documents are being drawn up and produced regarding double tracks between Södertälje and Port of Södertälje and the electrification of section Nykroppa– Kristinehamn. Investigations are in pro- gress into the capacity between Söderhamn and Kilafors. Pre-studies are going on for the Götaland Line. Kil–Skåre, new passing station – pre-studies are concluded and work on the railway plan is now continuing.

Government Grants: Banverket handles applications for government co-financing (previously government grants) for the procurement of regional rail vehicles and regional public transport infrastructure Traffic information, Stockholm Central. connected to the railway transport sector.

14 TablE 5 Follow-up of infrastructure costs for as

Construction costs for objects opened to traffic in 2009, SEK million objects opened to traffic in 2009 re

Line Object Estimated estimated Follow-up Örebro Lillån, flyover. The aim was to y network cost in cost at start of cost after l a plan construction implementation achieve a flyover between cars and trains. a n Freight Line Örebro Lillån, 56,1 52,6 47,8 Construction was originally scheduled for s railwa through Bergslagen flyover 2004-2005, but will now take place at a la- ’

Bergslagen Line Domnarvet point connection 70,0 96,7 98,5 ter date and carried out in stages. In con- atio erket

Gothenburg Olskroken–Gubbero, 425,5 370,8 356,6 v nection with the decision on the start of er

area near signalbox freight train viaduct an construction, it is planned for during

2008-2009. The main part of construction s op ’

work was carried out during 2009. t eloping B

Government co-financing can in total ac- len Line, Haparanda Line, the City Tunnel v e D

count for up to 50 percent of investment and Malmö central. The Domnarvet, point connection. The aim erke and/or rent costs. In 2009, Banverket paid Bothnia Line is first, and tests with ve- was to achieve construction of a new point v n

out SEK 196 million in government co-­ hicles were in progress throughout 2009. connection that conveys the freight train a financing. The greater part of this amount, Two stages have been put into operation to Domnarvet using a shorter route and in- B SEK 177 million, concerns measures for and commercial traffic is now running. On creases capacity at Borlänge rail yard. The boosting regional travel by public trans- the last section of the Bothnia Line, there train to Domnarvet had previously been port. Banverket has also paid out SEK 19 still remains some installation work and forced to turn around at Borlänge rail million the procurement of rail vehicles tests to be conducted. ERTMS traffic will yard. The most considerable differences in for regional rail transport. start running in August 2010. On Västerdal relation to planning costs remain, in terms Line, installation work is being carried out of a more complex and comprehensive sig- Other Measures: ERTMS (European Rail in stages, and tests of vehicles are schedu- nalling infrastructure, massive price in- Traffic Management System) is the new sig- led to start by the end of the year 2009/10. creases on special materials for the railway nalling system according to a European ERTMS Regional traffic will start running and costs of project administration. standard. ERTMS will help the railways to in October 2010. On the Ådalen Line, in- Changes in project details have arisen. stand up well to the competition with other stallation work has been completed, and in Construction had originally been planned transport alternatives, as well as making November, the first test was conducted of for 2013, but the object was then scheduled cross-border traffic easier. In the long ERTMS Level 2 on a road protection in- within Investments in the Near Future. In term, according to European directives, stallation. connection with the decision on construc- the system will be introduced in all EU So that vehicles equipped with ERTMS tion start, construction was planned for countries and will thereby form the foun- can also run on lines with the traditional 2009–2010. The main part of construction dation for a common platform that will traffic control system, ATC, they have to be work was carried out during 2009. simplify freight and passenger transport equipped with the STM unit (Specific Trans­ across national boundaries. mission Module). This translates information Olskroken–Gubbero, freight train via- As part of the work of introducing from the ATC system to the ERTMS system. duct. The aim of the project was that the ERTMS in Europe, six freight corridors The STM unit was tested in traffic in 2009. new bridge would enable safe and robust have been prioritised. Sweden is affected During the year, a number of train drivers transport between north and southbound by corridor B, which runs from Stockholm have also been trained and are authorised lines, without the risk of unplanned inter- to Naples. For each freight corridor, the to drive vehicles equipped with ERTMS. ruptions on account of construction faults countries included are expected to In December, the EU decided to award on the bridge. The speed over the bridge agree on a declaration of intent regarding Sweden a grant of 22 million Euros for the has been raised, making it possible for the the introduction of ERTMS. For corridor B, ERTMS project. The funding will be used freight train to emerge quickly from sur- a declaration of intent was signed on 11 for testing activities and railway company rounding lines. Consequently, disruptions June, and those countries which are inclu- investments in on-board systems for are reduced for other traffic on these lines. ded in the corridor are agreed that con- ERTMS equipment. In addition, the noise situation has impro- struction should be completed by 2020. ved significantly. Construction was origi- During late autumn, the first meeting was nally planned for 2013, but the object was held in order to create an organisation for Follow-up of investment then scheduled within Investments in the the work on corridor B. objects in Banverket’s Near Future. In connection with the deci- sion on construction start, construction All projects and activities linked to the long-term action plans was planned for 2007–2009. The main part introduction of ERTMS in Sweden are Every year, Banverket follows up on cost of construction work was carried out gathered under the sector programme outcome, effects and socio-economic pro- during 2008-2009. ERTMS. Banverket is responsible for the fitability for a number of objects included overall coordination and control via its in Banverket’s long-term action plans. Pre- Effects for objects opened to own ERTMS programme. This includes sented here are objects opened to traffic traffic in 2004 technical development, implementation of during 2009 and their costs in the long- Presented here is a brief follow-up of im- projects, training and sector issues. Ban- term action plan, costs at the time of the portant effects and socio-economic profi- verket has an ongoing dialogue with rail- start-up decision and costs after comple- tability for objects opened to traffic in 2004 way companies, for coordination and tion. For objects that were opened to traffic and which are subject to follow-up. This follow-up of issues related to ERTMS. during 2004, a follow-up of the most im- means that they are objects of investment The six facilities that are acting as pilot portant effects that justified the action and which are included in the National Track lines for ground system installations are of the object’s socio-economic profitability provision Plan with well-defined effects. the Bothnia Line, Västerdal Line, the Åda- is presented. For each object that has been followed up,

15 as a report has been produced that describes a continued high rate of advantage, and in

re the follow-up in more detail. Table 6. terms of average amount of freight for the

y network period 2004-2008, it has even increased l a

a Iron Ore Line, north circulation Kiruna- slightly. A deeper analysis shows, however, n Narvik3, largest axel load 30 tonnes . that most benefits from 2004-2008, came s railwa ’ The north circulation mainly transports from the increased demand for iron ore on

atio refined ore from LKAB’s works in Kiruna, the global market. The socio-economic erket v er Svappavaara, and to a certain extent Gälli- ­benefits followed up for 2009 reflect this, an vare and then on to Ofoten Line in Norway in that they are considerably lower than

s op to Narvik Port for shipping. The south circu­ average for the period 2004-2008. This is ’

t lation between Kiruna and Luleå was com- because the gross profit per tonne of ex- eloping B

v pleted in 2000 and was followed up in 2005. ported finished products in the northern e D

erke The project owes its success to Banverket circulation has fallen by 60 percent since

v and MTAB (Iron Ore traffic in Kiruna joint-­ last year. n

a stock company). Banverket has under-

B taken to upgrade the line’s capacity to Capacity measures on the Piteå Line. 30 tonne axel load and extend a number The project which consists of five sub-­ of passing stations so they can manage projects 4, one of which was financed via trains of 750m. MTAB has undertaken the county plan5, was completed during to procure trucks able to carry 30 tonne the period 2003–2005. They were followed axel load as well as engines that can carry up together in a joint costing in 2004, which ­heavier loads. is the reason for why the effects were The planned benefits of the project were to ­followed up in 2009. The main purpose increase iron ore-mining capacity, by rai- of the measures was to increase capacity sing transport volumes to Narvik port to a on section Älvsbyn (Nyfors)– Piteå and at Assembly on auxiliary Power line on the stretch of higher level than before. This would lead the rail yards in Piteå and Svedjan. The line Vännäs-Mellansel. to corporate financial gain for LKAB who most significant advantages of boosting is solely responsible for 98 percent of the ­capacity would be the transferral of freight estimated effects of the project. Other ef- from roads and seaways to the railway and that one of the two diesel locomotives that fects were improved capacity because of because of this, lower transport costs 6. In served the system could be discontinued, fewer trains and reduced traffic costs. addition, this would have considerable but this was not possible due to technical Moderate growth is shown in the out- ­environmental advantages and lower conditions in Svedjan yard. It was possible come of these measures in shipments of ­operating costs for trains. Terminal costs to reduce the number of yard workers even ­finished products since 2004, although would also, most likely, be reduced, firstly, if this measure is not yet complete. The ­annual freight volumes have varied consi- because of the diminished need for diesel ­expected savings for exchanging diesel lo- derably. In the wake of the 2008-2009 engines and secondly because rail yard comotives have been partially achieved. downturn, the quantity of freight in 2009 personnel would have time over for other In conclusion, while the socio-economic is at a lower level than the original position responsibilities. profitability afforded by the object has of 1997. The amount of freight is expected The follow-up shows that the shift from been greatly reduced, the net present value to increase during 2010 and may reach the road and sea transport to rail has largely ratio is still positive. Even if costs rose projected volume around 2012. The ex­ failed to materialise. This is largely owing slightly above expectation this is of secon- pected decrease in the number of trucks to structural changes in the companies dary importance to the outcome- has so far not occurred, because not all whose freight is transported on the line. 30 tonne trucks have been delivered yet. Another explanation is that long-term Electrification of the Port Line in The remaining vehicles will be delivered, contracts in the sea freight shipping industry ­Gothenburg. Skandia Port in Hisingen is however, in 2010 and a transition to long effectively outcompete part of rail transport. part of the Port of Gothenburg, handling trains in double circulations is planned for In addition, the forecast of increasing freight all container traffic, and deliveries of the 2010/11 timetable change. This will volumes at the turn of the millennium was ­vehicles and paper. It is connected to the ­allow for the expected reduction in the slightly overestimated in relation to actual rail network via the Port Line. number of trains. outcome. Electrification of the Port Line was The socio-economic profitability of the The costs of terminal management after ­implemented with the declared aim to project at the investigation stage was very completion, have decreased somewhat, but ­substantially reduce diesel traffic on the high. The results of the follow-up indicate not to the extent expected. It was assumed track and to run freight shuttles or other

3) Some of the effects and costs associated with the lowed up results are compared. Updating the previous county plan 1998-2007 and was completed in 2003 measures relate to the Norwegian part of the track, calculation to include only the Swedish part of the line after earlier scheduling as a result of acute lack of capa- Ofotenbanan. From a strictly socio-economic point of is not relevant, because investment in Norway is vital city. Since the project is not part of the National Track view, only effects (and costs) in Sweden should be ob- for achieving effects in Sweden. Provision Plan, it is not subject, according to the defini- served according to the current method of calculation. 4) Passing station in Arnemark, centralised traffic tion of the official document regarding appropriations, In this case, an exception to this principle is justified control and ATC (Automatic Train Control) on the section to Banverket’s follow-up responsibility. However, the because it is about following up on a previous invest- Nyfors-Piteå, introduction of AT system (AutoTransfor- object has been included in the follow-up because it is ment calculation based on the entire section between mer) on the same section, rail yard extension of Svedjan so closely linked with the other four that it would have Kiruna and Narvik. rail yard as well as electrification between Piteå and been difficult to differentiate effects. The complete Consequently, a deviation in the methodology Svedjan. benefits of the various objects become apparent only occurred in the previous calculation with which the fol- 5) Passing station in Arnemark was motivated in the when all are finished.

16 direct traffic to the Skandia Port, without but remains clearly positive. If synergies The follow-up shows that the effects which as

having to change engine at Sävenäs yard from the reversing triangle track at Marie- motivated the measures taken have largely re

or Kville yard. It would enable shorter holm-Olskroken, completed in 2007, had been realised. There are today more pas- y network l a journey times and more efficient service, also been included in the effects of elec­ sengers and freight trains frequenting the a because every change takes about 30 trification, profitability would be even line than was assumed in the planning sta- n s railwa ­minutes and requires an additional diesel ­higher. ge. There would not have been enough ’ engine. The project would also contribute room for some trains on line without the atio erket v to a better environment, through, for Blomstermåla rail yard conversion. action taken. The original socio-economic er ­example, the reduction of greenhouse ­gases. The rebuilding of the rail yard in Bloms- assessment of the object was based on cer- an

The follow-up shows that the effects termåla was part of the county plan, “Plan tain assumptions made on economising on s op ’ are consistent with those expected, but a for infrastructure 1998–2007 for Kalmar travel and driving time, which could not be t eloping B certain volume of traffic is still running County” and is not formally included in realized in practice. Follow-up is based on v e D

between the port and Sävenäs, because Banverket’s follow-up responsibility accor- effects which partly take other forms, erke one of the operators has chosen such an ding to the official document regarding mainly, for example, that of more in- v n

approach to traffic. The Port Line’s elec­ appropriations. A financial costing was creased frequency, rather than time saving. a trification has also contributed greatly to made however in connection with the The follow-up shows a significant negative B the market being opened up to compe­ ­project being opened to traffic in 2004, socio-economic profitability for the effects tition, in that more operators in connection which means that the project’s effects are that have been quantified. A major contri- with deregulation of the freight market followed up this year. Banverket has even buting factor is that of the large proportion have been able to establish operations on investigated the object and have compiled of procured regional traffic, which cannot the line. Electrification means that new documents for decision-making to supp­ be sustained commercially, but must be operators can avoid costs by being able lement the county plan. subsidised. This charges the calculation as to run electric the whole way 7. Whereas The object’s objective was first and a deduction. Even though this ratio is ad- before electrification Green Cargo was the ­foremost to facilitate a change in the traffic justed the result is negative. The project’ only operator, there are today ten actors on set-up at Stångådal Line, by enabling pas- profitability, would actually have been able the line. It is not possible to determine pre- senger trains to arrive at Blomstermåla at to bear the costs as they were assumed to cisely how much electrification has contri- the same time. This would increase county be in the original calculation of 1997. buted to their establishment. traffic frequency and adapt the traffic The original project costs were revised, ­better to X 2000 and intercity trains in in particular due to construction costs Linköping. Freight traffic on the line ­having increased. The socio-economic profi- would also benefit from the measures in tability of the project has fallen slightly, that there would be room for more trains.

TablE 6 Effects for objects opened to traffic in 2004

Fulfilment estimated Followed-up Line Object Planned effects of effects NPVr nPVR Iron Ore Line STAX 30 tons, Kiruna-Narvik Decreased transport costs Gul 3,5 1,4 8 Increased capacity Gul Improved environment Grön Piteå Line Capacity measures Improved environment Röd 2,8 0,3 Increased freight traffic Röd Reduced train operating costs Grå Reduced terminal costs Gul Shorter transport time/ Grå reduced delays Gothenburg Port Line Electrification Shorter transport time Grön 1,7 1,2 Improved environment Grön More efficient traffic Grön Stångådals Line Blomstermåla Rail Yard Conversion Increased capacity person Grön 0,7 -1,2 and freight traffic Shorter travel and Röd transport time Improved safety Grön

Followed up effect in line with or in excess of planned effect. No effect or only a small effect has been achieved. A significant effect has been achieved but not in line with planned effect. For various reasons it has not been possible to follow up the effects or compare them with the planned effects..

6) It has not been possible to follow up train operating effects. as transports that are green all the way are seen as a costs, time gain for freight traffic and reduced delays, 7) It could be argued that new actors in the com- competitive advantage. since it was not possible to measure their effects or parison alternatives could use diesel the whole way, 8) The difference between 3.5 and 1.4 is largely due to differentiate them from other clear, exogenous effects and thus be exempted from the costs of double sets the downturn in the economy. If the net present value that have occurred in the system. They are assessed as of trains. However, although this is true, it does not ratio is calculated on the average effects for the period having parity with the expected effects as the number take into account the environmental disadvantages 2004–2009 compared with the average for 1997–2003 of trains in the calculation is the same as actual number that are transferred to the operator, both in terms of it amounts to 3.7. of trains after measures. Their net share of total a higher track fee which eventually leads to increased benefits is also relatively small in relation to the other differentiation and in terms of decreased goodwill,

17 18 Banverket’s operational areas Delivery of train paths s h as pat

Delivery of train paths re train l a f a o

The organisation: Delivery of the train paths, means that Banverket produces and sells capacity y n er on the tracks to rail companies and traffic organisers. v eli atio D er Operations management ­non-discriminatory and competition-­ to a directive from the Swedish Transport

Operations management includes pre­ neutral. Allocation is performed in a plan- Agency. Another project is on the develop- s op ’ paring and establishing capacity allocation ning process resulting in a timetable that ment of the system ”Webb-ansökan” t on Banverket’s infrastructure in the short covers both international and national (web application) which enables customers

term. It also includes managing the traffic traffic, planned engineering works as well to monitor their matters. erke agreed on in a safe and effective manner, as spare and residual capacity. Prior to the v n

as well as limiting the effects of any dis- planning process, Banverket publishes Timetable a ruptions. Banverket is also responsible a network statement, about which Ban­ The work on allocating train paths B for supplying traffic information to rail- verket consults with rail companies and ­commenced with the application on way companies and passengers. Ope­ traffic organisers. 14 April 2009, and the final number of rations management comprises traffic Capacity utilisation has been high ­established train paths totalled 7,085. control, electricity power management during 2009 and is expected to increase Around 52 percent of these were passenger and traffic information. The traffic is ­ further. This entails increased risks of the trains and around 32 were freight trains. ­controlled ­remotely from eight dispatch infrastructure in certain areas not being During the process up to the establish- centres, and a number of stations are sufficient to meet all needs. In the event of ment of the timetable, two work meetings also controlled ­locally; it is here too that a dispute, and if the applicants cannot agree were conducted with customers, one contract work which has been planned and through voluntary co-ordination and dis- ­before and one after the proposal. Ex­ procured is controlled, managed and ­ pute resolution, Banverket will declare part periences from the external work meetings followed up. of the infrastructure to be congested. Ban- are positive, and they are appreciated by The year has included a number of verket may also declare in advance that the the cus­tomers. Banverket extended the ­measures for improving transport quality infrastructure is congested if there is an number of days per meeting from two to in the rail system, which include joint obvious risk of a lack of capacity. three. At the time for dispute resolution, ­initiatives in the metropolitan regions. In the event of congested infrastructure Green Cargo, SJ AB, Swedish Tågkom­ These projects will be discussed in the a capacity analysis will be made within six paniet AB and ­Veolia Transport Sweden chapter headed, “Transport policy goals months and a capacity boosting plan AB registered and results” under the sub-heading within 12 months. Contents and processes a dispute. All of these matters were dealt ­“Citizens’ travel experience”. are regulated­ in the Railway Ordinance with during the dispute resolution period, Banverket has continued work on (2004:526). Plans to boost capacity incor­ and Banverket consequently declared the ­improving operational communication, porate measures to be taken over the next section Frövi–Krampen a congested line. both internally and externally. The infor- 1–3 years. These measures are drawn up The engineering works plan is a part of mation will be able to reach the correct based on the four-step model, in which the Timetable. It describes Banverket’s time functions more rapidly, and measures timetables and traffic measures are first planning for maintenance and develop- will be able to be implemented as early ­investigated. If the problem cannot be ment of the infrastructure and when access as possible.­ This work will also lead to ­solved the next step is to examine smaller to the infrastructure is required, for example, a more uniform approach and way of investments in infra­structure. when shut-downs of the lines are necessary. ­working with customers. During the Banverket is also drawing up plans for Banverket applies for capacity for engineer­ year, parts of the Bothnia Line have been congested sectors in order to achieve more ing works at the same time as railway com- completed and trial operations have been efficient use of line capacity and in order to panies apply for capacity for train paths. conducted with the new traffic control ensure punctuality and robustness in the Before the last date of appli­cation, 14 April, ­system ERTMS. traffic system. The plan for what is known information meetings took place with The cost for operations management as a congested sector contains pre-planned ­cus­tomers in which Banverket presented overall, including traffic information, was train path channels, information about a preliminary engineering works plan. It SEK 705 (664) million. In 2009, operations ­infrastructure and the shortest time inter- ­gives customers the opportunity to com- management was reinforced by a new vals between trains. During 2009, plans for ment and give feedback on the engineering ­function that handles special transport congested sectors have been produced for works, while at the same time adapting permits across the country, and helps to Timetable 2011, for Stockholm–Mälarda- their application for train paths. During provide enhanced traffic information. In len and for the Gothenburg area. The plans the allocation process which followed after addition, the infrastructure bulk has in- for congested sectors are part of the net- 14 April, consultations with customers were creased, brought about by taking over work statement and are published on held, in which they could give feedback on parts of the Bothnia Line. Banverket’s external website Banportalen. the proposed engineering works plan. Costs for the overall traffic planning Above all in 2009, it is the discussion amounted to SEK 123 (93) million. In 2009, on execution of the engineering works that Traffic planning traffic planning invested in development was improved. Any potential risk factors Banverket processes applications regarding projects to facilitate handling for our involving engineering works conflicting infrastructure capacity from organisations customers. Among other activities, deve- with trains has clearly been made visible that are entitled to operate or organise lopment is going on of IT support for the early on in the process. In this way, more traffic. Capacity allocation must be handling of prioritising criteria, according time has been available to find alternative

19 s infrastructure amounting to SEK 304 (290) h

as million and electrical energy consumption pat

re in railway infrastructure amounting to SEK 184 (151) million. Electricity consumption train l a f a

o increased by SEK 38 million between 2007 y n and 2009. Indirect costs also include on­ er v going control of maintenance contracts eli atio D ­totalling SEK 114 (117) million. Other major

er items are: station administration, support agreements for railway infrastructure, IT

s op systems and IT support, in particular for ’

t operations and maintenance, analysis ­activities and administration work regar-

erke ding specific railway systems (standard­ v Rail traffic is managed from Banverket´s dispatch centres. isation, maintenance strategies, operating n

a dependability etc.).

B In, 2009 intensive efforts were made solutions, both for works and for trains. trains were constructed for Timetable 2009 to optimise and develop maintenance Banverket is working on clarifying the and were utilised to a certain extent. Efforts ­operations. A large part of the work was ­importance of starting the planning work were made during the year to make the started in 2008 and began to produce at the right time. ­catalogue timetables more attractive. ­results in 2009. Control has developed In June, planning started on the engi- ­aided by the introduction of infrastructure neering works plan for 2011. First of all, classes, in which there are goals that may major engineering works were to be iden­ Maintenance and arise per track metre, depending on how tified and potentially rated as planned ma- reinvestments much traffic there is on the track. This jor engineering works. In November ­facilitates the prioritising of measures when planning started on other engineering In order to ensure that there is a sufficient planning maintenance. works to be carried out in 2011. number of contractors willing to conduct Life Cycle Management has been in During the year, the planned work time maintenance, since 2002 Banverket has ­focus and a number of activities have been schedule for maintenance of infrastructure procured contracting services with a plan carried out. Participation in the European has had a low instance of utilisation. As for exposure to competition. At the end project, “Innotrack,” has provided know­ freight traffic decreased during 2009, due of 2009, 88 percent of the maintenance ledge of discrepancies between when to the downturn in the economy, other work was procured in competition ­measures are implemented within different more suitable times were available for ­(calculated according to number of track railway administrations and how this contractors to use for maintenance. metres). ­affects costs. The results will successively ­ Costs have been reduced as a result be incorporated into maintenance strategies Train formation of the exposure to competition of main­ in Sweden. In line with increasing traffic and the tenance work. Contract price per track met- In order to ensure that maintenance ­de­regulation of freight traffic, the re has now stabilised at a much lower level strategies are implemented and that new demands placed on Banverket’s knowledge than before exposure to competition. ­investments are planned in view of future and ­control are increasing as regards train A large part of operations and maintenance maintenance and operating dependability, ­formation at rail yards. In the project contracting services was procured as Banverket has increased resources in these “Train Formation Strategy,” Banverket has a functional contract works, or in other areas. Investments consist partly of increa- developed a plan regarding exposure to words where Banverket buys a pre-deter­ sing numbers of staff and partly of boosting competition. Working on the basis of 50 mined functionality of the track. The competences by taking on external consul- large rail yards, 12 have been selected ­contractor then decides, on the basis of tants. As part of indirect costs, these costs ­where the train formation operation could completed inspections and maintenance have increased by almost SEK 300 million potentially be purchased. The intention is, ­regulations, on the measures to be carried from 2007 to 2009 although comparisons ­ in dialogue with the customers, to deter­ out on the track. Banverket ensures the to 2007 are not completely accurate because mine the rate of exposure to competition. ­exchange of accurate and up to date in­ Banverket’s accounting model was changed At present, train formation is only pur­ formation about the condition and quality in 2008. chased for Hallsberg. of the track by holding regular ”construc- In 2009, it became possible during tion” meetings in which both the contractor ­inspections for the contractors to report Capacity allocation in Europe and Banverket participate. ­deficiencies in the infrastructure via a During the year, Banverket has been active Costs of the operations of the railway ­mobile interface. This simplification in- in the Corridor Managers and Time Table infrastructure are included within the creases the completeness and accuracy Group forums, which are included in Rail ­category of direct maintenance costs and of infrastructure data. Net Europe (RNE).Banverket is responsible reinvestments, for example: emergency cor­- Infrastructure design has changed in for RNE transport corridor nr 1, which rective maintenance, track point main­ several places, including in central runs through Norway, Sweden, Denmark tenance, vegetation control, overhead cable ­Stockholm. Capacity (ability to fit in more (via Öresund Bridge) and Germany. In ad- maintenance, maintenance of signalling frequent trains) has been increased, as has dition, it is connected to Finland by a ferry and tele-infrastructures and bridge and operating dependability and the ability to route. In 2009, the corridor was extended track changes. recover in the event of disruptions. Several to include a connection to Germany via Indirect costs include, for example, programs have also come into use in for Trelleborg–Sassnitz. Catalogue timetables ­other telecommunication costs within the exchange of components with recurring planned in advance, for international freight and between dispatch centres and railway errors.

20 Concentrated efforts have been made in A large number of interfaces have been and worked intensively with the network s h the area of analysis activities and because analysed, and by so doing Banverket have statement in 2011, to provide efficient as pat

of training and recruitment this compe­ managed to create the right conditions ­management under the new demand. re tence has been developed. The use of a new for a more defined and neutral customer Amendments to the network statement train l a f a

analysis tool, Optram, has commenced for and supplier relationship between Ban­ ­include developing prioritisation criteria, o y both track and overhead cables. Optram verket and the company, Infranord AB. changes in pricing with more differen­ n er facilitates the analysis of faults and defects The ­project, Secure Operations was tiated prices in time and space and v eli atio and will be an important prioritising and ­officially completed on the 31 December ­increased accountability for delays to D

planning tool. 2009. the terminal owing to infrastructure. er Reinvestments are made when infra­

structures reach a level where main­tenance Deregulation Investments in the near future s op ’ costs are rising dramatically and operating The Riksdag (Swedish Parliament) decided The business plan describes a number t dependability is affected. The service or on June 16, 2009 to gradually open the of assignments which are included in the

operational life of the tracks, rail points, market for rail passenger services. The government’s Investments in the near erke overhead cables and so forth are affected ­decision means that SJ AB’s exclusive ­future, as they are known, among others: v n

mostly by how much traffic runs on the right to commercial passenger service at • Track upgrade Ställdalen–Hällefors and a line, but also by weather conditions, natural the state railway system is revoked. Initial- Emmaboda–Karlskrona B wear and tear etc. Some of the major re­ ly, weekend and holiday traffic was opened • Centralised traffic control on section investments which have taken place during to other operators on 1 July 2009 and after Hällefors–Kil 2009 are: this, the market for international passenger • Upgrade of the Dala Line • Södertälje lifting bridge on Western services on the Swedish rail network, • Joint initiatives in the Gothenburg and Main Line (will be completed in 2011) 1 October 2009. On 1 October 2010, the Malmö area • track replacement between Kiruna and right to operate traffic was extended to Riksgränsen on Iron Ore Line (completed) apply to all domestic passenger services, The projects are in progress, but because • renovation of old Årsta Bridge (will be with some exceptions for services between of limited time for planning, procurement completed in 2012) Stockholm Central and Arlanda airport. and planning of works on the track, certain • efforts made to combat “sun kinks” As one step towards the deregulation parts of the projects have been postponed (will be completed in 2011) of passenger traffic, Veolia has started to to 2010. The outcome for the Investments • Lidnäs–Alvesta, track replacement on operate on the section Malmö–Stockholm. in the near future in 2009 is SEK 245.7 Southern Main Line (will be completed Last summer, Veolia also ran a weekend ­million. in 2010) train (the Lapland train) between Malmö/ Job creation measures in 2009 were • Klevshult–Värnamo, track replacement Gothenburg and Narvik, via Stockholm. conducted particularly concentrating on (will be completed in 2010) The importance of Banverket further bridges, and power supply measures, in­ • Lund–Arlöv, track replacement (will be developing capacity allocation is em­ cluding bridge replacement on the Hjuls- completed in 2010) phasised in documents which provide bro-Sturefors section, painting of the • Hallsberg–Örebro, track replacement the basis­ for the decision to deregulate bridge at Rautasjokk, an overhead cable (will be completed in 2012) ­passenger traffic, and the economic upgrade on the Frövi-Jädersbruk section, • Sjölunda Viaduct in Malmö, bridge re- incentives are mentioned. Banverket has the replacement of overhead cables on the placement (will be completed in 2010). intensified development efforts and has Kiruna Riksgränsen section, the reinforce- Costs for these projects amounted to taken comprehensive measures, for ment of feeder cable Lulea-Boden, and ex- SEK 843 million in 2009. Table 7a and 7b. ­example, the development of prioritising tension of the tree management project by criteria and the possibility of eventually SEK 40 million. These projects are essen­ using bidding as a method for settling tially complete. Only minor delays have Other ­disputes between parties who have app­- occurred in two of the projects. The out­ Secure Operations (Säkra driften) lied for same capacity. come for the job creation measures in 2009 The project “Secure Operations” was initi- Short term planning has also been is SEK 151.7 million. ated in 2008 so that Banverket could se- ­reinforced. This involves having an over- cure operations of the infrastructure in view of technology, staffing, administration connection with privatisation of the profit of applications and more efficient ways of Maintenance efficiency centre Banverket Production. The goal of working on engineering works planning. According to directives, Banverket should the project was to define what has to be During 2009, Banverket has conducted concentrate particular efforts on raising done before privatisation. customer meetings with potential players efficiency in maintenance work and that

TABLE 7A TablE 7B Costs for operations, maintenance and reinvestments, Financing of operations, maintenance and SEK million reinvestments, SEK million

2009 2008 2007 2009 2008 2007 Operations management 705 664 608 Appropriation-financed operations Traffic planning 123 93 59 and maintenance 4 001 3 513 2 965 Direct maintenance costs 2 644 2 513 2 341 Appropriation-financed reinvestments 1 626 1 171 1 060 Reinvestments 1 940 1 779 1 499 Loan-financed electrical and telecom Indirect operations and maintenance costs 1 150 910 655 reinvestments 266 596 330 Other 63 28 -131 Charges for access services for state-owned rail infrastructure 503 514 529 Operations, maintenance and reinvestments 6 625 5 987 5 031 Other income 229 194 147 Total operations and maintenance 6 625 5 987 5 031

21 s GRAPH � GRAPH � h

as Traffic volume, million train kilometeres Arrival punctuality per type of line, percent pat 2005 2006 2007 2008 2009 2005 2006 2007 2008 2009 re train l a ��� ��� f

a 133 o y n

��� 95 er

�� 92 v

eli �� atio D 91 �� 90

89 er 59 89 ��

36 �� �� 26 s op ’ 11 t 1 � �� City Major lines Other important Minor lines No or All lines City Major lines Other important Minor lines No or All lines freight and little traffic freight and little traffic passenger traffic

erke passenger traffic v n a B every line has the standard appropriate to tonnes that burden the infrastructure. At how many faults may occur in relation to its importance for traffic. a particular level dilapidation, it may be the number of track metres. Increased The section has, as far as possible, been necessary to make a reinvestment or to competence in aspects of analysis facili­ adapted to the plan for infrastructure ­reduce the speed on the line. The costs of tates choice of the right measures to 2010-2021 and the strategies for operations replacing the track are high and for those reduce faults. and maintenance activities which are pre- years in which this is implemented for The number of faults has decreased sented there. The division of the network a certain type of line the figures clearly on lines within the metropolitan areas, differs, therefore, from that presented in signify this measure. ­despite dense and frequent traffic. The the annual accounts for 2008. The traffic volume measured by train tracks are heavily burdened, which The plan for infrastructure again con- ­kilometres has increased over a number makes efforts to improve punctuality tains goals for each type of line, which are of consecutive years, although some more ­challenging. connected to service levels including punc­ decline occurred in 2009. The most signi­ Throughout the country, faults are t­uality, traffic information and convenience. ficant­increases have been on the major ­reported more efficiently and those that Traffic congestion, as measured in ­routes and other important freight and had not previously been registered are terms of train kilometres per track metre, ­passenger sections. now included in the number of faults. is most severe on the lines in the metro­ The traffic volume measured by train ­Traffic­volume has increased, but at the politan regions­ (Stockholm, Gothenburg kilometres has increased over a number same time, Banverket has managed to and ­Malmo), while traffic congestion of consecutive years, although some ­reduce faults. It is, inter alia, national ­measured in gross tonnes-kilometres ­decline occurred in 2009. The most signi­ ­efforts on the exchange of specific per track metre is greatest on the major ficant increases have been on the major ­com­ponents in rail points and on a new routes (Iron Ore Line, Western Main Line, routes and other important freight and type of signal light system that have the Southern Main Line, East Coast Line passenger sections. Graph 2. had an ­impact on the number of faults. and others). In the metropolitan regions, Arrival punctuality9 (this includes Graph 4. the pro­portion of passenger traffic is both passenger and freight trains) im­ The quality and condition of the track large while the major lines have a high proved on all types of lines in 2009. In is measured several times per year. The pro­portion of freight traffic. the metro­politan regions, for example, average quality grading for track condition Banverket allocates most resources joint initia­tives have resulted in punctu­ is measured for longer sections and ex- to the metropolitan regions and the least ality improving, even though traffic has pressed with a Q-factor or K- factor. The resources where there is light or minor ­increased over a number of consecutive higher the speed allowed on a particular traffic. The costs however do not run in years. Maintenance activities have con­ section, the higher the demands that are parallel with the traffic. When investments tributed by working methodically to placed on the track condition. This is sig­ are analysed in relation to traffic volume, ­reduce the number of errors. The highest nificant both for the comfort of the pas- lines with light or minor traffic incur the inci­dence of deficiencies in punctuality sengers during the train journey and for highest costs. Lines may not receive traffic in ­relation to demands and expectations the dilapidation of the track. unless maintenance is at the basic level ­occurs on major routes. Graph 3. ­required to ensure safety, no matter which Today, the highest incidence of faults route they serve. ­occurs where there is most traffic, and 9) The trains’ arrival punctuality is measured as the The dilapidation of tracks and track any fault could lead to disruptions in the proportion of trains which arrived at their terminal points is connected to the amount of gross traffic. Each type of line has targets for within five minutes compared to the timetable.

Table 8 Facts per type of line 2009

Train km Gross tonne km Maintenance reinvestment Maintenance reinvestment per track-metre per track-metre Track km per track-metre per track-metre per train km per train km Metropolitan regions 21 7 323 1 190 410 424 19 20 Major lines 14 8 059 4 355 187 164 14 12 Other important freight and travel lines 9 5 415 3 941 165 75 18 8 Light traffic 4 1 327 2 531 148 123 35 29 None/minor traffic 1 387 1 133 92 67 101 73

22 GRAPH � Number of hours that traffic information equipment failed to function GRAPH � 2005 2006 2007 2008 2009 s h as Faults per track kilometre ��� pat

2005 2006 2007 2008 2009 2 re 15 ��� train �� l a f

��� a o

10 y �� n

�� er � v

�� eli atio D 45 � 42 33 32

�� er

� 4 1 3 3 � 0, City Major lines Other important Minor lines No or All lines � 2 s op

freight and little traffic ’

1 passenger traffic t � City Major lines Other important Minor lines No or All lines freight and little traffic passenger traffic GRAPH � erke Development of traffic volume and costs v n Index 2002 = 100 a

GRAPH � Train delay hours, infra Train km Direct B maintenance costs Comfort measured as track condition quality (Q-factor) ��� 2005 2006 2007 2008 2009

��� ��� 92 91 90

86 ��� ��� 76 �� ��� ��� ��� ��� 58 ��� ��� ��� ��� �� ��� ��� ��� �� ��� ��

�� �� �� �� �� �� �� �� �� �� � City Major lines Other important Minor lines No or All lines �� freight and little traffic �� passenger traffic ���� ���� ���� ���� ���� ���� ���� ����

In 2009, track condition and quality Traffic volumes have increased,­although outcome for 2008. One deficiency is that ­improved on all lines. While the quality there was a slight decrease in 2009. The the values used for evaluating freight traffic factor (Q) of the busiest routes has been ­volume of funding used for maintenance delays are very low. Unfortunately, it is not ­relatively stable over the years, there has measures has decreased somewhat during currently known which delay values are been a tendency for the Q-factor to fall the whole period. Train delays vary from ­suitable for assessing freight. Graph 8. on the less frequented routes, but in this year to year, but overall there has been Metropolitan regions: The goal is to area there was a recovery in 2009. some reduction. Meanwhile, Banverket ­achieve a punctuality rate of 96 percent ­ Graph 5. have been able to reinvest more, which for all traffic by 2021, the value of which Passengers have considerable demands over time increases the chances of amounts to between SEK 347 and SEK 530 on traffic information and always expect ­reaching targets for punctuality, traffic million per year. equipment to work. Reliability is almost ­information, comfort and convenience Major lines: the goal is to achieve consistently over 99 percent. The total dis- and so forth. Reinvestment volumes have a punctuality rate of 96 percent for all ruption time is still significant to note. The almost doubled from 2002 to 2008. The ­traffic by 2021, the value of which amounts more traffic there is, the more passengers ­effects of reinvestments remain for a con- to between SEK 1 072 and SEK 1 554 will be disturbed by faults that occur. The siderable length of time. Graph 7. ­million per year. number of hours when equipment has Viewed over a longer period of time, Other important freight and passenger ­failed to function has increased in metro- ­reinvestment volumes have been too low traffic has a 90 percent goal for punctuality politan regions, but declined on the major in relation to the useful life of infra­­- while light traffic as well as minor or no routes and within other major freight and struc­ture. While the increase in recent traffic has a goal of 88 percent. Among the passenger transport services. The increase ­years has resulted in some of the replace- different lines, the proportion of freight is slightly misleading because the proce­ ment needs being dealt with, there is still traffic is high and the value of reaching dures for reporting faults have become an ­urgent need for action, not least in the punctuality goal for this traffic is not more stringent in recent years, which has the group­ known as lines of low-traffic included. affected the number of registered faults. volume. Graph 6. The measures implemented by Ban­ The graph shows, using the index verket on different lines can currently be Capacity ­series, how the volume of maintenance socio-economically assessed only partially. Capacity utilisation is measured in terms has de­veloped from 2002 to 2009, in One practicable way is to evaluate the of the proportion of the time the track is ­relation to traffic trends measured in ­socio-economic profitability of improving used by trains. The proportion depends train kilometres and hours of train punctuality according to the objectives on the number of trains, the types of train, delay caused by infra­structure. The ­stated in the action plan. The graph shows vehicle performance, how the traffic index series for maintenance is based this value expressed as standard deviation ­control system is designed and on on price-adjusted values. and the median. The chart is based on the whether the track is single or double.

23 Table 9 s h

as Capacity utilisation 2009

pat GRAPH �

re Macro-economic value of improved punctuality 24 hours 2 hour period Line sections with capacity utilisation 81–100% 12 81 train l a of passenger traffic f

a Line sections with capacity utilisation 61–80% 53 66 o Standard deviation Medium y n Line sections with capacity utilisation 60% and lower 174 92

er � ��� v Total number of line sections 239 239 05 eli atio D � ��� 2 3 er � ��� TablE 10 54 46 1 5 1 5 Capacity utilisation, comparison for 24 hour period

s op � ��� ’ 2009 2008 2007 t 1 072

��� Line sections with capacity utilisation 81–100% 17 17 12 1 53 7 Line sections with capacity utilisation 61–80% 48 48 53 34

erke 000 � Linjedelar med kapacitetsutnyttjande 60 % och lägre 169 172 174 v City Major lines Other important Minor lines No or All lines

n freight and little traffic Total number of line sections 234 237 239 passenger traffic a B

­Capacity utilisation is calculated for the traffic­amounted to 131.78 million train ­Svågertorp station, in connection with day as a whole and for the two hours of ­kilometres, which is a 2.8 percent decrease Malmö Central building, has begun to the day that the track is used to the in comparison with 2008. be used as an alternative terminal, while greatest extent. Freight traffic has declined throughout about ten trains in the north turn around If the level of utilisation exceeds 80 the entire country, but mostly on the in Lund. Plans for dealing with disruptions ­percent, sensitivity to disruptions is high, ­Western Main Line (Gothenburg–Halls- and handling train delays have been the average speed will be low and there berg–Flen), Southern Main Line (Malmö– drawn up. will be serious problems involved in Mjölby–Katrineholm), Bergslagen Line In Skåne conversions of platforms ­finding the time needed for track main­ (Gävle–Borlänge–Frövi), Värmland Line are in progress in order to adapt them tenance. Utili­sation in the range 61–80 (Laxå–Karlstad–Kil) and Freight Line for longer passenger trains. In 2009 it percent means that it is necessary to ­through Skåne (Malmö–Trelleborg). ­became possible to drive 240 metre long weigh up between the number of trains on ­However, freight traffic has risen on trains on the section Malmö–Lund–­ the track and the demands of the traffic ­section Umeå–Holmsund. Helsingborg. In Lund, the platforms with regard to quality.­ Traffic is still sen­ Passenger traffic has risen on the West have been widened, which provides sitive to dis­ruptions and it is difficult to Coast Line (Gothenburg–Helsingborg– better platform capacity. find the time needed for track main­ Lund), Öresund Bridge (Malmö–Copen­ In Gothenburg the freight train via- tenance. If the level of utilisation falls hagen), the Coast to Coast Line duct connecting the West Coast Line ­below 60 percent,­ on the other hand, (Växjö–Kalmar), Bohus Line (Gothenburg– with Western Main Line through Goth­ there is room for additional traffic and Stenungsund–Uddevalla) and Ystad–­ enburg has been replaced. Signal control more time for track main­tenance. Simrishamn. Passenger traffic has, has been implemented at Älvsborg rail For an average weekday 24 hour period however, declined on the Dala Line yard and Skandia Port in the Port of during 2009, capacity utilisation has only ­(Uppsala–Sala) and Sala–Västerås–­ Gothenburg. Centralised traffic control exceeded 80 percent on a small number Eskilstuna. in Gothenburg–Stenungsund was com­ of line sections. For the two-hour period, pleted in December 2008, and passenger a large number of line sections have Measures for increased capacity traffic started during 2009. Double track a capa­city utilisation above 80 percent. In the metropolitan regions Stockholm/ conversion is in progress between Goth­ This ­means that the potential to increase Mälardalen, Gothenburg and Malmö/ enburg and Troll­hättan, which has slightly traffic at certain times is limited on large Öresund, capacity utilisation is high and reduced infrastructure capacity. parts of the railway network. Table 9. the opportunities for increasing train In Stockholm, signalling measures An analysis of changes between 2008 ­traffic are restricted. have been implemented in order to im­ and 2009 has been made for capacity Within the frame of the joint initia­- prove traffic flow and run trains more ­utilisation per 24 hours. tive projects in Stockholm/Mälardalen, ­frequently on the East Coast Line and During 2009, total capacity utilisation ­Gothenburg and Malmö/Öresund, The Mälar Line. On the Svealand Line per 24 hours has declined compared to ­measures are being taken to increase single track (Södertälje–Eskilstuna) 2008. This is due, first of all, to the sub- ­punc­tuality and capacity. This consists a new passing station is being constructed stantial reduction in freight traffic. Other of track patrols who work with repairing in Almnäs. Work is in progress on the factors effectively cancel each other out. faults, ­extension of infrastructure and ­conversion of Uppsala Central, which Completion of infrastructure has a favour­ enhancing the quality of train operations has reduced infra­structure capacity able impact on capacity while shut- at railway companies and at Banverket. during the time of construction. downs during the construction phase In Malmö, construction is going on of On the Southern Main Line, a bypass have a negative effect. the City Tunnel. Part of this project is the track in Eslöv has been extended and Passenger traffic in 2009 amounted conversion of Malmö Central, from a one in Lund has been removed. The to 87.00 million train kilometres, which ­terminal to a station that allows trains to ­Graversfors tunnels (Katrineholm–Åby) is an increase of 2.1 percent in comparison pass through. During construction, au- have ­undergone works, which meant the with 2008. The equivalent figures for tumn 2009 and spring 2010, the number speed limit could be raised from 40 till freight traffic are 38.75 million train of trains has been reduced by half. In order 70 km/hour. A new station is now in ­kilometres, which is a decline of 14.2 to cope with this limited capacity, there ­ser­vice and receiving traffic in Kimstad ­percent. Including other trains, total have been certain changes to services. (Norrköping–Linköping).

24 On the East Coast Line (Gävle–Sundsvall) Capacity restrictions Southern Main Line, Western Main Line, s h

two stations have undergone conversion There are capacity restrictions on those the East Coast Line, Värmland Line, as pat

for simultaneous entry. On the Ådalen parts of the rail network where the Freight Line through Bergslagen south re Line, Timrå station has been extended. ­demand for train paths cannot be met of Hallsberg, and Bergslagen Line and train l a f a

A new station, able to receive 750 metre owing to excessively high utilisation. Northern Main Line, where the opposite o y long trains, has been established on the Some capacity restrictions are known by is true. Please see map, “Capacity restric- n er Iron Ore Line. On section Umeå–Holm- the rail companies, and, as a result, they tions 2009”. v eli atio sund a new station was opened, Umeå East. refrain from applying for access to the D

On the Haparanda Line the section Budd- ­infrastructure. Consequently, demand ­ Electrical energy restrictions and er byn–Morjärv was upgraded. for rail capacity is underestimated. Capa­ measures

In Borlänge, at SSAB Domnarvet, the city restrictions also occur at rail yards Electrical power supply is an essential s op ’

track has undergone conversion and been and stations. ­prerequisite for the traffic. In general, t extended, which improves the capacity of There are serious capacity restrictions ­capacity utilisation of the power supply

and facilitates marshalling while reducing in the metropolitan regions of Stockholm, system is very high. For example, the erke

capacity utilisation at Borlänge rail yard. Gothenburg and Malmö in contrast with ­power converter stations which supply v n

rail traffic have a capacity utilisation rate a

of over 80 percent. In addition, the traffic B control system’s transferral capacity is Capacity restrictions 2009 ­heavily utilised, which means there are ­limited possibilities of increasing train traffic. This high level of utilisation also Large means the electrical power system is vul- Medium nerable in some places and during periods of heavy traffic congestion. When disrup- Small or none Kiruna tions occur, the electrical power system crashes, affecting numerous trains and ­resulting in severe delays. The electrical power system needs to improve in the metropolitan regions of Stockholm, Malmö and Gothenburg, but also especially in west and south Sweden10.

Luleå To this end, in 2009 effects installed have

Piteå increased at power converter stations in Ånge, Älvsjö, Tälle (near Hallsberg) and Skellefteå Olskroken.

Alingsås Reinforcement measures are in pro- Kungälv gress at Häggvik power converter station Umeå and are prioritised in a plan for power Lerum converter stations and traffic control Östersund Örnsköldsvik ­network onwards until 2020, drawn up

Ånge in connection with the infrastructure

GÖTEBORG Sundsvall planning.

Åstorp

HELSINGBORG Gävle Arlanda Märsta Borlänge

Uppsala Landskrona Eslöv Kil Västerås STOCKHOLM Kävlinge Örebro Södertälje STOCKHOLM Karlstad

Lund Halls- berg Södertälje

Norrköping Linköping Falköping Jön- GÖTEBORG köping Nässjö Nynäshamn

Lund

Alvesta

Halmstad Kalmar Hässle- holm MALMÖ Staffanstorp Helsingborg Kristianstad Lund MALMÖ

10) For more information please see, “Infrastructure planning, energy supply, reinforcement measures and costs for the period 2010 – 2020”, Banverket Delivery Infrastructure 2009 – 03 – 06.

25 26 Banverket’s operational areas Sectoral Duties and Administration A attractive. In 2009, concentrated efforts efforts concentrated 2009, In attractive. more transport public make to laboration col their continued have sector the and Banverket year the during mind, in this With transport”. public for share market the in increase “A as significant formulated been has fortransport public goal overall and 2007. combined The December in Government to the reported Framåt”, “Koll entitled transport, of public development the for action of programme national the with earnest in took off matters transport system. transport the for plan infrastructure of a national creation the of afor ofnumber example, projects, taking under the of because partly and tration, Adminis Transport the authority, new the with to replaced be is Road Administration Swedish the and Banverket that ­decision the to due partly intensified, has This relationship. collaborative well-developed a had years, over several have, nistration duties. and role organisation’s each of ­basis on the sector, the within collaboration rationalises and develops Council Sector The Banverket. as well as councils, county and authorities Sweden’s local närsforum, Rese Jernhusen, Swedtrain, ­Association, Transport Public Swedish the Sweden, of Ports Association, Freight International Swedish the Operators, Train of Swedish Association the Council, Shippers’ Swedish the Agency, Transport Public National the includes currently This railway. for the Council Sector the within year the during continued has players other alongside railway work tothe develop Banverket’s Overall sector investments phrase, “assignment for Banverket”. change means that the term, “sectoral responsibility,” is now redundant and has been replaced by the clearer sector. At the end the of year 2009/10 the government decided on anew regulation in Banverket’s directive. The ments within and the sector by being collective, supportive and adriving force in relation to other players in the rail are sector aligned with the transport goals. policy Banverket takes this responsibility by following develop anAs authority with sectoralresponsibility, Banverket is responsible for ensuring that developments within the Sec Collaboration with the sector on public on public sector the with Collaboration Road Admi Swedish the and Banverket dmi to n r ist a l Du r ­ atio ­ - - - duties during the year include: year the during duties Sweden. southern in stations eight with worked has Banverket ­stations” “Attractive project pilot the In points. at changing services and quality ­regarding needs, passenger identify to made were • • • • ti

Examples of other important sectoral sectoral important other of Examples been launched in order to market it. it. order to market in launched been has campaign a large and improved and updated been has railwaysjobb.se website the autumn, the During sector. railway the to skills of provision term long the order to safeguard in skills of provision on the sector the roughout th efforts intensified and Continued infrastructure. the in improvements for proposals submitted and infrastructure existing of use the optimising on trated concen also have efforts councils’ The works. government and operators port trans industries, between and groups transport various between operation co the boost and develop to year the during councils transport freight regional five the by work Continued goals. policy transport by steered partly or wholly are which authorities other as well as Agency Transport and Administration Maritime Swedish Road Administration, the with collaboration in goals, policy transport new the cement to ­assignment astate of undertaking Banverket’s rights passengers’ on ordinance EU an is to this ground back The guidance. of exercise the and points meeting centres, operation network assurance, quality on ­guidance to provide system a countrywide of creation Jernhusen’s and Banverket e n s a n d ­ -

- - -

• • ding to a four step principle – from stage –stage from principle tostep a four ding network. rail state the with connection in structure infra of designing the for proposals for requests also are There infrastructure. tical logis such establishing on ­collaboration of possibility the about parties rested inte other and municipalities industry, the from enquiries receives often verket Ban areas. unloading and loading and for intermodal at terminals solutions establishing and finding in level regional and a national on both interest increased been has there years, recent In transport. of intermodal development the ­support to as so actors railway’s and industry rail the with works continually Banverket

köping and Uppsala local authorities. authorities. local Uppsala and köping Norr Jönköping, as well as Regions and Authorities of Local Association Swedish the with cooperation in town) good (The staden” goda “Den ­entitled project the running who are ning Plan and Building Housing, of Board National the and SRA the Banverket, by planning social and planning transport Development of integration the of April of beginning at the Communications and Energy of Enterprise, ­Ministry the to presented was work ment assign The “accessibility”. of area the for group administrative of an part was Banverket growth. regional tainable, sus long-term, on work ­collaborative sector-wide at strengthening aimed 2007 by 21in authorities, ­assignment agovernment of undertaking The Banverket works on these issues accor issues these on works Banverket between ­between traffic ­traffic ­

­

- - ­ ­ - - - - operations, maintenance and development development and maintenance operations, Banverket’s concerns only latter the that is development own Banverket’s and RD&D between difference The development. own their for and (RD&D) demonstration and development for research, aprocess new developing been 2007, has Since Banverket R ­responsibility. sectoral of context the in research to related costs the of percent 60 imately 122SEK for Approx 2009. (81) million to amounted demonstration and ment develop research, for costs Banverket’s ( and demonstration R traffic. intermodal rationalise and in orderstimulate to defined are resources and measures actions, which in planning, infrastructure of the framework the within developed been has strategy ­intermodal a year, special the During infrastructure. of types various to build for undertaking guidelines and principles government’s the demonstrates year the over developed has ment of infrastructure. establish the from result which volumes traffic and utilisation of capacity aspects into looks and profitability, economic socio- and consequences the assesses ket Banver needed. are infrastructure new in investments where four to stage tratively, adminis solved be may aproblem not or whether investigates Banverket where one R D&D process esearch, development D&D) The freight strategy that Banverket Banverket that strategy freight The ­

- - - - versities and colleges may be heard. be may colleges and versities where ­ where networks these in created also are work ­ and ­sector railway the in stakeholders other with ­oppor Banverket offer forums these Both (UIC). Railways of Union ­International Ad Research Rail European the railway, the for platform technology Commission’s EU to the commitment strong Banverket’s is principle five-step the for implementing tool essential An created. be may projects large and others, with shared are risks and way, costs this In alone. projects ­financing over research collaborative national and Nordic European, prioritises verket Ban- that means this short, In RD&D. new about decisions making when ciple operations. main the with integration through managed is ment develop Banverket’s and RD&D petition. com in procured is and infrastructure of strategic areas identified by Banverket. byBanverket. identified areas strategic 14 17 the of 2010–2012, encompassing years the for RD&D new about ­publication a in collated were views These ­subjects. research new on comments and views their to give were invited academy the and industry the where time second the for out carried was analysis needs a specific 2009, spring In sector. railway for the important most are that areas research the strategic 17 identified has Banverket year’s this in research of line Banverket’s N ew R ew visory Council (ERRAC) and to the to the and (ERRAC) Council ­visory Banverket follows the five-step prin five-step the follows Banverket Programme. Project consortiums consortiums Project ­Programme. tunities to discuss research needs needs research to discuss ­tunities Banverket and the Swedish uni Swedish the and Banverket D&D publication 2009 2009 D&D publication influence the EU’s Frame- the influence

­

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- - implemented. implemented. be should onproject how the negotiations start 50 and with to go further chose ket Banver these, Of areas. various the to ted - submit been had 121 end, proposals an to come had of publication period the When period. publication for the 59SEK million budgeted had and of date publication, final the as 28 August set 15on and June report the published administration The 2010 onwards. for for RD&D new proposal of the part are which projects the among also is planning infrastructure the in culations cal better create to order in methods calculation ment of socio-economic develop- The Line. Bothnia the of ding foun- the on based aproject in studied ­ for ficance signi- railway’s the addition, In port. trans- freight for solutions ­intermodal flexible and transport for passenger whole journey the support that research in investments with reinforced further is perspective user The of punctuality. area the in example, for traffic, the of running operating and timetabling of methods improved regarding projects with are matters control Traffic planning. munity com- and socio-economics ­logistics, transport, public vehicles, of areas the in research sector and investment ­control, traffic maintenance, and ­operations within investments means publication year’s this in research of line Banverket’s N publication publication ew research initiated inR initiated research ew important and Banverket is continuing continuing is Banverket and ­important regional expansion will be be will expansion regional way E6, Helsingborg. E6, way motor the X11 crosses Skånetrafiken’s Pågatåg D&D - ­

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- 27 Banverket’s operational areas Sectoral Duties and Administration 28 Banverket’s operational areas Sectoral Duties and Administration by planning maintenance more effectively. more maintenance planning by 10-12 by percent, track the on tenance main for time the reduce to is goal The studied. be will tracks to the accessibility improving of methods Technology, of sity In O E X61. Skånetrafiken’s Pågatåg drive test Alstom forms, with a view to finding forms of co of forms finding to aview with forms, contract and of organisation rent forms diffe study will that aproject for basis the be will works construction ofnent railway compo cost amajor as works ­construction factured. manu longer no are that relays the for important particularly is which reliability, its enhancing and by maintaining relay the of life operational to increase is aim The boxes. old signal in found be can which relays, safety of life operational or service the extending of possibility the into on processes. grinding *and welding improved and changes design for proposals to lead may Results lysed. ana are crossings and points to ­damage of causes the aproject, new In work. inspection and grinding welding, quiring re area, high-maintenance extremely an constitute which traffic, with systems in points track 6 500 approximately has xamples of new research new of xamples p v er In a new PhD project at Luleå Univer Luleå at project PhD anew In going are studies project, another In e stmen atio n s a ts . The aspect of mountain mountain of aspect The n d mai n t en a nce. Banverket Banverket ­ ­ ­

­

­ ­ - - one can go further and identify measures measures identify and further go can one basis, this On identified. be will network capillary the of maintenance and rations ope installation, of costs the ­project, anew In network. line capillary the in receivers or and/ senders with trains cerns con traffic to related work the of much because issue important an network, capillary on the production of train costs high the is important as put forward stry indu the that area One transport. for way rail the of utilisation increase to used be can that results gain and ­competence build to as so logistics within RD&D the ­ the have will they where areas the to system rail the in improvements to direct is approach an such of purpose The journey. whole the of part as railway the use can disabilities with passengers totent which ex the measure can that amethod needs Banverket measures of such usefulness the assess better to order In mobility. reduced or disabilities physical with passengers to accessible is system railway the that ­ensure Logistic Pu difficult geotechnical conditions. conditions. geotechnical difficult under tunnelling for safer of amethod new application the study will project Another operation lower that incur production costs. b greatest positive impact. positive greatest l i c Tr s. a Banverket has long supported supported long has Banverket n spo r t . Banverket works to to works Banverket

­-

- - - - y ­S and traffic-related solutions. traffic-related and technical new with as such costs, reduce to administrations. The project is in its final final its in is project The administrations. infrastructure for the costs substantial cur in both which points, and tracks for costs maintenance reducing of methods ying stud is project The this. of impact the and traffic of levels rising of face the in tem, sys track the of costs reinvestment and ce maintenan reduce to solutions innovative to achieve is purpose Its 2006. in started which programme framework sixth the B results of examples C Tr used for this. for used be can systems information ­different Banverket’s how examine will project ­ ­increasing by quality transport for raising tunities oppor studying of aim the with ­initiated rative ope the in disruptions minimise can that control traffic for need the and market railway re-regulated and regulated ade on timetables producing of ways new find to need the is efforts these drives What control. train operative and tabling time on research financed has ­Banverket a ompleted Project: Project: ompleted T S affi n a –Inn e S M activities. A new project has been been has Aproject new ­activities. c Co . ) Innotrack is an EU project under under project EU an is Innotrack ntr access to operative data. The The data. operative to access ot r o a l. l. ck (Inn ck For several years, years, For several ovativ e Tr a

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­ ­ - - - - - Veh • • • • • following: the include results Project over 50 reports. delivered so far has project The JVTC. ty Universi Luleå at (JVTC) Centre Research Railway Luleå the and Charmec Banverket, with along side, Swedish on the cluding in 32 partners, has which project, the ning run in and proposal the formulating in role ahad key both has Banverket stages. Within the market, traffic-and train con train traffic-and market, the Within bogie cars with active lateral suspension. and fast evaluationtrains of forreliability inter the aerodynamicalia, optimisation of passengers. Results theduring year include, mise the impact on the environment and mini time same the at and traffic the in task designedcally in order to best manage their techni be should trains high-speed how at The part andlooks trains. technical ­traffic, with the concept ofaspects the market, parts: andapart onetechnical which deals took place in 2009 can be divided into two theduring spring of 2011. Operations that is gramme estimated to reach completion pro The lines. existing of upgrading the a future Swedish speed high network and adaptedon trains high-speed both to “Green Train”, to gain knowledgeaiming a other sector stakeholders, established and Bombardier KTH, with ­Banverket, been in charge of this action. . action. of this charge in been has (UIC) union railway ­international The portal. Internet an and newsletters workshops, conferences, of form the in for instance, of results, news municate com to aplatform of creation the been has project of the part important Another

­vehicle research programme, the tenance costs. tenance main reduce to necessary innovations may serve as the basis for discussion of knowledge This performed. been have mental causes of track dilapidation funda of prioritisation and Analysis lifecycle costs. lifecycle reduce can which methods of al potenti the order to appreciate in tions administra infrastructure different for grinding for track of strategies Outline stage. early an at faults/problems of indications vide pro will parameters Key crossings. and points of forperformance significant most are which to der ablebe to assess or in parameters key of Identification costs. cycle life calculate and dilapidation track to ablebe to simulate order in adatabase of Construction the problems of dilapidation in this area. this in dilapidation of problems the has been outcarried in order to reduce Study of new methods for welding seams i cle s –t he “Green Tr “Green he ai n”. In 2005,

­

­ -

- -

­ ------­C K booking system. ­booking ticket and functions its car, PRT /pod the of description adetailed ­received delegates and ministers The spring. the during established exhibition, car pod PRT / the show to Banverket invited 2009 Sweden in for Meetings EU Secretariat The Åre. in meetings of informal for a series gathered were EU the of ministers mental environ and July, energy in days For three sign of interiors in a fast train. afast in interiors of sign de the as well as Lines Main Southern and demands and timetables for the Western cepts, studies have been made of transport N E collaborations Major En P Chalmers University of Technology. of University ­Chalmers at Mechanics Railway in ­Excellence of Centre the at participation their of extension on the agreement an signed also has Banverket 2009–2012. period for the is agreement The companies. power plant and Agency Energy Swedish the as such actors other with along initiative ­industry a joint “Electra”, programme ­research electricity the in part to take agreement effects and noise disruptions. noise and ­effects barrier regarding example, for to, buted contri has Include which sector, each of knowledge in-depth requires also analyses sector overall out Carrying infrastructure. for plan worknational on the as well as projects, infrastructure new of several ning plan physical the permeated has a whole as landscape the of idea viewing this landscape; of the view on a holistic based experience, their and culture environment, of the to issues for approaches new ideas and tools the provided and ­understanding and awareness increased has “Include” objectives. quality environmental national inter and national the with harmonises which and environment, the in properties cultural and natural the with integrated well is that system transport sustainable environmentally an achieving for tools and methods strategies, developed has programme the 2009, in submitted ­report final the with 2006, in Begun Research. Environmental Strategic for Foundation the by funded aprogramme Include” – Landscape the with Infrastructure port Trans Harmonizing to “Research support their have given Board” Heritage ­National Swedish the and Agency ­Protection Environmental Administration, Road lec R h T ew ew T (Per H Rai r vi a l t m f r o r a er n am lw so . Banverket has signed a new anew signed has Banverket men s. a ew n KTH Railway Group and and Group Railway KTH y Gr a t Tr l Rapid o . rk rk Banverket, the Swedish Swedish the Banverket, o u ag p a ree n d C a m n en sit h a ts )/ r m

c pod fo ec atec r r t he he a

r s ­

­ . - -

- - work agreement which goes on until 2012. until on goes which agreement work frame anew signed have Charmec and Ban interface. to rail wheel the in isspecialised Charmec planning. traffic as well as lines and vehicles between interaction the and vehicles in lised specia is Group Railway KTH JVTC. sity Univer Luleå at (JVTC) Centre ­Research Railway Luleå the is third The with. agreements framework has Banverket that environments academic of three two are at Chalmers) mechanics railway in of excellence (centre at Chalmers ­Charmec the project consortia who have put forward who have put forward consortia project the in 2010. included is in on given Banverket decisi the and evaluated be will proposals 2010. in on 15ends Subsequently, January funding. EU seeking consortia five project the in UIC, and RAC ER in involvement to due role, a central has also has Banverket publication. fourth for topics the to formulate underway now is Work EU’spublication. the fluence in to order in publications 2009 and 2008 own administration’s the with connection in generated data the used has Banverket programme. framework of the publication EU third the in subjects most of ment develop the UIC, and ERRAC via in, ved invol been has Banverket years, the Over E The Station in Malmö. in Station Central train, Öresund the for room Waiting The period of EU’s third publication publication of EU’s third period The uropean Dimension uropean verket ­verket

­ - ­

­ - - - - 29 Banverket’s operational areas Sectoral Duties and Administration

as proposals on infrastructure matters, but dance with the agreement regarding the joint procurement of consulting services.

re also on projects related to freight and construction of the Öresund Link. In Joint training courses in the field of crisis / ­logistics. In their work with the project 2009, Banverket paid out SEK 325 (289) emergency management have been carried inistration l a m a

d consortia, Banverket has brought Swedish million. The main reason for the change out and a crisis management seminar with n RD&D providers on board as their partner. is because the value of the Swedish cur­ external stakeholders has taken place in Banverket is chairing a working group rency had weakened considerably against southern Sweden.

atio within ERRAC which is responsible for the Danish currency during the autumn Internationally, Banverket has parti­ ties and A

er ­developing research needs in the area of 2008 and spring 2009. cipated in the cooperation EAPC (Euro-­ of long-distance passenger and freight Atlantic Partnership Council) and on the

s op traffic (Road Mapping). The work forms Planning Board for Inland Surface Trans- ’ t

S ectoral Du the basis for influencing the Commission’s Public Safety port, in order to develop international publications in the EU’s Seventh Frame- In the area of security, Banverket has ­crisis management mechanisms. Efforts to

erke work Programme and establishing ­produced a preliminary report on the identify European critical infrastructure

v contacts which enable Banverket and ­current situation in the work on public have been in progress, and so too have n

a ­Swedish research environments to join ­safety. Civil emergency and contingency ­developments in security for the Euro­-

B the consortia who submit proposals for planning have been undertaken for certain pean railway system within the European ­publication. infrastructures so that Banverket and its Infrastructure Managers (EIM) and the partners are well prepared in the event of ­International Union of Railways (UIC). an accident. Systematic fire protection In the area of key public operations, Grant awarded to Inland work (SBA) is continually in progress, and a method for dependency analysis has been Line and Öresund Bridge during the year, Banverket began deve­ developed in SoTp, to identify vulnera­ loping a web-based training system on bilities, both our own and those that are Consortium SBA. Within the area of safety and pro­ common to the transport agencies. SoTp tection, work is in progress on access have also examined the circumstances in Inland Line ­protection and the protection of hazar­- which vulnerabilities can lead to serious The Inland Line incorporates the sections: dous goods and materials. social consequences. The transport sector’s Mora–Brunflo and Östersund–Gällivare. In order to increase operational capa­ goal is that the flow of goods and passengers The line is administrated by the Inland city a number of exercises have been per- should work as smoothly as possible. Line AB (IBAB), which is owned by the formed, for example, on the Bothnia Line. Infrastructures that are classified as 15 municipalities along the line. IBAB’s During the year, planning is also con­ ­hazardous operations have been deter­ operations are financed by traffic fees ducted for a pandemic emergency so that mined. This work has also included the and by government grants via Banverket. Banverket may be prepared for a possible ­development of examples of contingency In 2009, Banverket paid out in total crisis. The documents that support crisis measures in rail yards which are classified SEK 112 (111) million to IBAB for line management have improved and are part as hazardous operations. maintenance and traffic control. of the permission process for new in- As a result of the changed conditions Table 11. frastructure objects. within civil defence, during the year Within crisis management, Banverket ­Banverket has discontinued the use of The Öresund Bridge Consortium has participated in the “Collaborative Area ­certain materials and the final emergency According to a Government decision, Transportation” (SoTp), of which the admi- engines have been sold. ­Banverket pays the transport charges for nistration was also Chair for the first half of which rail services are responsible to the the year. The authorities within SoTp have Öresund Bridge Consortium, in accor­ developed framework agreements for the

TablE 11 TablE 12B Kilometrage on the Inland Line Financing of sector duties, SEK million

2009 2008 2007 2009 2008 2007 Freight kilometrage in millions tonne-kilometres 74 72 75 Appropriation-financed 679 560 550 Passenger kilometres in millions of kilometres 6 6 6 Grants from the Civil Contingencies Agency 20 13 19 Income 18 6 8 Total 717 579 577

TablE 12A Costs of sector duties, SEK million

2009 2008 2007 Overall sectoral activities 181 107 117 Research, development and demonstration (RD&D) 74 55 52 Timetabling and track provision 5 4 7 Grant to Inland Line 112 111 115 Grant to Öresund Bridge Consortium 325 289 267 Contingency planning 20 13 19 Total 717 579 577

30 31 Banverket’s operational areas Sectoral Duties and Administration 32 Transport policy goals and results C F each goal on the basis Banverket’s of own work. within the railway sector. An account is given here, together with comments, the of level achievement of of In order to the meet goals by the set Government for Banverket, actionis required on the all of part players and results Transport policy goals u onsideration nctional

goals

goal – – – – an sa

accessible f et y,h ealt

transport h h and

en v

s iron y ste m m m ent

44 33 m ts ste y ul s

Functional goals – an accessible s d re n transport transport system s a

The rail transport system’s design, function and utilisation shall contribute towards providing all citizens with l

fundamental accessibility, good quality and service and be a force for development throughout the country. The accessible

transport system shall afford equal opportunities, that is, an equitable response to the transport needs of women an – cy goa i and men respectively. l goals

t po r

to the rails, which improves wheel/rail is to cut the delays for rail passengers by nctional u spo ­adhesion. Banverket has been using this half between December 2006 and ­December F

Citizens’ Travel n

method for a number of years on some 2011. Alongside SL and SJ AB, Banverket a ­Experience sections of line, but only recently in 2009 has identified 44 different ­projects that will Tr has the method been used on a large scale. be implemented prior to the end of 2011, in The goal is that the travel experience During a certain period of time analysed order to achieve the goal. Of these 44 pro- of our citizens shall be improved by Banverket in 2008, the train services jects, Banverket is ­responsible for 30. In- due to increased reliability, safety 1 in Sweden were delayed by around 370 vestments include, for example, new and comfort. hours because of low wheel/track ad­ double tracks, more frequent signalling, Goal met/expected to be met hesion. This year that number has fallen extended platforms, new passing stations to 250 hours. and so forth. In 2009, 10 of the projects Indicators for assessment of goal achievement: So as to reduce the number of faults mentioned were carried out, which means Punctuality for passenger traffic. Punctuality in the infrastructure work is currently in that 23 of the total 30 projects have been to Stockholm, Gothenburg and Malmö, punc- progress to change control sensors and completed. During the year, additional tuality for SL traffic in the rush-hour period, heating apparatus in rail points. Banverket maintenance measures have been imple- customer satisfaction index CSI for passengers. are also installing LED (Light Emitting mented, for example, ­modifications and ­Diode) lamps in signal lights at level cros- alignment of points and replacement of Actions sings. In our assessment, these measures sleepers and insulation joints. These main- In order to achieve the goal, a high rate have the most significant impact on the tenances measures have led to a significant of punctuality for train traffic, especially fault rate. reduction in short-term, recurring disrup- for passenger traffic within and to the As a consequence of the poor punc­ tion and, consequently, considerably en- ­metropolitan areas. It is also essential that tuality rate of fast trains in 2008, a number hanced operative quality in the areas. passengers receive quick and accurate of measures were taken which led to sig­ The measures in the joint initiative in ­traffic information, especially in the nificant improvements in 2009. Punctuality the Gothenburg area also taking place in event of disruptions. increased by 7.1 percentage points between collaboration with traffic operators, and 2008 and 2009. Below are a few examples are generally the same as in other joint Punctuality of the measures that were taken: i­nitiatives. Communication of information Banverket carry out tree management • Banverket has more frequent contacts has improved at stations during the year, ­action along the railway, which involves with contractors so as to be able to track patrols have prevented faults on the clearing of trees and vegetation closest to ­respond more rapidly to faults in the tracks around Gothenburg and the signal the track area so that they do not cause infrastructure. Banverket is also system at Kungsbacka has improved. disruptions to train traffic during storms. ­quicker to confirm that a problem has The joint initiative in the Malmö area Throughout 2009, this work has been been rectified so that speeds may be with SJ AB, Skånetrafiken, Green Cargo ­going on at a fast pace, and the project is ­raised again as soon as possible. and the Association of Swedish Train estimated to reach completion in 2012, • The dispatch centres have begun to ­Operating Companies (Industry associa- by which time a total of 5000 kilometres contact engine drivers if they suspect tion, Tågoperatörerna) continued during will have undergone tree management an X 2000 train has a problem. 2009. This work has concentrated on star- ­action. Up till now, around 1800 kilo­ • Banverket has increased contact ting and implementing the measures that metres of railway has been completed. with SJ, and also has personnel at SJ’s were created in 2008. When it comes to This has meant that the number of train operative management division. Banverket itself, all 26 investment projects delay hours due to falling trees has fallen began during the year, of which nine are by 25 percent. During 2009, since action Joint initiatives completed. In addition, while a number was taken on section Stockholm–Malmö, Further initiatives are being undertaken in of measures within operations and main­ no delays due to falling trees have been the form of joint initiatives in the areas of tenance work have got underway, main­ ­registered. Tree and vegetation manage- Stockholm, Gothenburg and Malmö in tenance work was begun in the latter part ment also reduces the amount of leaf ­order to improve punctuality in metro­ of the year and in this area the effects of ­debris or mulch, which forms a hard politan regions. Banverket has received the action are as yet not in evidence. In ­teflon-like coating on the tracks causing ­additional appropriation funds for these the Malmö area, track patrols and the trains to slip and slide. undertakings. shorter call-out times for remedial action In order to prevent this problem, The first joint initiative started in on faults have resulted in fewer faults a friction-enhancing paste is applied Stockholm/Mälar Valley, of which the goal and swifter response times.

33 Table 13 m

ts GRAPH � Train delays for passenger traffic and the number ste y ul s of cancelled trains, hours Punctuality for different traffic types, percent s 2007 2008 2009 2009 2008 2007 Train delay hours passenger traffic 31 002 28 312 26 377 d re Number of cancelled train departures 26 030 12 431 15 489 n ��� % transport

�� �� �� �� �� �� �� �� �� �� �� s a �� ��

�� % �� l �� �� �� �� �� �� Table 14 �� % ��

accessible Customer satisfaction index survey (CSI)

an �� % 2009 2008 2007 – cy goa

i Satisfaction with Banverket’s channels 48 48 47 l �� % Satisfaction with the clarity of the information 55 52 50 goals

Satisfaction with the reliability of information 48 43 44 � % t po Passenger Long distance Express Regional Commuter Arlanda Freight Overall satisfaction with traffic information 55 49 50 r trains total trains trains trains trains Line trains total Total customer satisfaction index 52 48 48 nctional u spo F n a Tr Track Condition Quality temperature. In addition to direct track Results Track condition quality is measured by the ­measures, there has been a review of infor- railway measurement wagon called STRIX. mation material, reporting routines and Punctuality The average quality figure for track condi- ­regulations, which has succeeded in ­­­­The arrival punctuality of the trains is tion is calculated for longer sections and is ­reducing the incidence of sun kinks com­ ­measured as the proportion of trains that expressed by a Q-factor. The higher the pared to previous years. have arrived at their destination within speed allowed on a particular route, the five minutes compared to the timetable. higher the demands that are then placed Traffic information Overall punctuality in 2009 amounted to on the track condition. Track condition has When a fault arises in the railway in- 90.9 percent, which is 1.2 percentage significance both for the comfort of the frastructure, quick decisions are required, points higher than for 2008. For passenger passengers during the train journey and both from Banverket and the railway com- traffic, punctuality stood at 92.5 percent, for the dilapidation of the track. Track panies. In order to give an accurate prog- compared to 91.7 percent for 2008. alignment and measures in connection nosis, technicians working on the fault The overall arrival punctuality for with investments can improve track need to make four calls to Banverket’s dis- ­passenger traffic during the year stood at ­condition. patch centre while action is being taken: a relatively high and stable level, except in In order to improve comfort levels, when they are on their way to the site of December. The reason for this was extremely Banverket’s approach is preventative and the fault; upon arrival and starting to trou- severe winter conditions, including rail ­includes track alignment. The aim of track bleshoot; when they have found the fault breakage and overheated wheel bearings and point alignment is to restore and main- and can estimate the time required to rec- on vehicles, because of frozen wheels. tain the geometric design of the track and tify the problem; and when they are ready. Graph 9. it is an important maintenance measure. Banverket has produced the film, “The As part of the efforts to improve punc- While track condition that has deteriorated importance of the four conversations,” tuality, one of Banverket’s goals has also leads to greater wear and tear on both tracks which must be seen by all who work with been to raise levels of punctuality for SL and vehicles, increased track forces gene­ emergency call-outs and corrective main- underground traffic during the rush-hour, rated by poor track condition exacerbates tenance on our railway infrastructure in which can be measured with a shorter time the situation even further. It is therefore order to understand why they have to en- margin - two minutes’ delay at Stockholm ­important to keep track in good condition sure close contact with the dispatch centre. Central. The outcome was 81.4 percent, to avoid loss of comfort, service disruptions The pilot project, “Passenger Feedback” compared to 77.5 percent in 2008. and in the worst case derailment. In total, (www.banverket.se / resenarsrespons) was Fast train traffic improved by 7.1 per- 1 700 km of Banverket’s tracks in order implemented during the year, consisting of centage points between 2008 and 2009. of size are aligned in a year, representing panels of passengers who, on a number of ­Elsewhere, arrival punctuality improved 14 percent of the total infrastructure occasions, have submitted their comments for commuter trains, regional trains and ­v o l u m e . on traffic information via an online ques- the Arlanda Express. An additional quality issue is what is tionnaire. The purpose of “Passenger Feed- Train delays for passenger traffic in- known as sun kinks, which can cause dis- back” is to have better control of creased by around 9.5 percent, from 28 312 ruptions and even operational derailment. information by carrying out more frequent hours in 2008 to 31 002 hours in 2009. The A sun kink is a distortion of the track caused appraisals, which in turn will lead to swif- number of cancelled trains has doubled in almost exclusively by deferred maintenance ter action and hence continual improve- comparison with 2007 and 2008, when or deviations in track design coupled with ments for passengers. The pilot project was there was no change. Table 13. high pressure forces prevailing in the track a success, and the method will be introdu- Regularity for passenger traffic in 2009 due to solar heating. Usually a sun kink ced throughout the country, its advantage was 96.7 percent, compared to 97.7 for ­occurs when a train passes or brakes. being that Banverket receives relevant and 2008. Regularity shows the proportion of During the year, further preventative sufficiently up-to-date information in or- trains, compared to the planned number, ­measures have been taken on the tracks der to be able to take action and have a an that have completed their entire planned to prevent sun kinks from appearing, impact on the outcome rather than just route. such as rectifying ballast deficiencies, joint measure whether the target has been The number of adjustments (cancel­ ­regulation and control of stress-free track reached or not. lations and assignments) in the fixed

34 m ts ste y ul s

s d re n transport

s a l accessible

an – cy goa i l goals

t po r nctional u spo F n a Tr

­timetable almost doubled between 2008 2008 to 82.2 percent in 2009. On the should therefore be developed and im­ and 2009. One of the reasons for this was other hand, arrival punctuality has proved. Table 14. the implementation of the one year old ­de­clined slightly, from 89.8 to 86.6 per- In addition, the results show that infor- timetable. The consequence is that appli- cent. In this area, the measures that were mation given in connection with delays cations for train paths must be made with planned and taken, including the for­- is not satisfactory. In particular, forecasts more planning in advance than previously mation of an operations group with are not reliable while changes made to the and the need for adjustments in the fixed a particular em­phasis on operative func- ­initial information provided must be timetable has increased. tion, resulted in traffic still largely going as ­clearer and more accurate. The analysis Passenger traffic in 2009 amounted to planned. The development of plans to deal ­reveals the need for action in this area in 87 million train kilometres, a rise of 2.1 with dis­ruptions for the sections of Lund- order to raise passengers’ customer satis- percent in comparison with 2008. Malmö and Malmö-Östervärn also helped faction ­rates. Many have requested that to speed up handling and lessen the con­ infor­mation be provided in the form of Joint Initiatives sequences of disruptions which occurred text messaging, for example. Punctuality for commuter traffic in Stock- during the period. holm is better than ever, and Banverket Quality of the track condition can also see that the quality of both freight Traffic information The comfort level of the track condition and passenger traffic is developing well Banverket is continually working to deve- increased between 2008 and 2009. The within the area. Punctuality for SL traffic lop and improve the information to rail Q factor for 2009 is 86 (83.9). More detailed during 2009 has improved by 3.9 percent, passengers at the stations. In order to mo- results and analysis of the Q factor may be while arrival punctuality for passenger nitor the passengers’ experience of the in- found in the feedback regarding main­ trains to Stockholm has improved by formation and how this changes over time, tenance efficiency in the section, “Delivery 1.2 percent. Banverket implements a regular, recurring of the train paths”. In the Gothenburg area, the effects of customer satisfaction index survey. the implemented measures, as in previous The aim of the survey is to: years, can be seen most clearly for • chart the behaviour and needs of Goal achievement Västtrafik’s commuter and regional trains. ­passengers as regards information at The total punctuality rating for passenger Arrival punctuality for these trains im­ the stations traffic has increased by 0.8 of a percentage proved significantly during the first half • act as a follow-up tool regarding in­ point in 2009. The positive trend also of 2009. The high-speed train services centives in future traffic information ­applies to SL services in the rush hour were given a boost on a yearly basis and agreements ­period, where arrival punctuality has ­recovered from the poor figures of 2008. • follow up the sector goal, i.e. that ­increased by 3.7 percentage points. Arrival punctuality for passenger trains to the proportion of passengers who ­High-speed trains also show a signifi- Gothenburg has improved from 89.3 per- are satisfied with the traffic infor­ cantly ­positive development. cent in 2008 to 90.8 percent in 2009. mation in the event of disruptions The surveys conducted regarding ­Nevertheless, all traffic was affected by shall increase. customers and travellers show a rise in weather-related problems during the last customer satisfaction compared to 2009 months of the year. Results for the year show an increase in and indicate that our “customer orien- During the year, track capacity at the index compared with the previous CSI tation activities” are heading in the right ­Malmö Central was reduced by half, while studies. The channels with the highest direction. about 90 percent of traffic was maintained. ­ratings are the platform signs and multiple It is considered that the goal has been Despite the reduction in capacity, depar­ture destination train signs while loud speakers achieved. punctuality has risen from 77.5 percent in receive the lowest ratings, and this area

35 m ts ste y ul s Business and s industry transport d re n transport

the goal is that quality of busi- ness and industry transport has s a l 2 improved and reinforces inter­ national competitiveness. accessible

an Goal met/expected to be met

– cy goa i l Indicators for evaluating goal achievement: goals Punctuality for freight traffic, CSI for freight

t po transport buyers.. Green Cargo’s freight train with containers. r nctional u spo F n

a Actions A follow-up tool has been implemented traffic punctuality stood at 78.3 percent, so as to monitor contacts with the rail- compared to 76.5 percent in 2008. Tr Punctuality way companies, and during the autumn Delays for freight traffic decreased by A great deal of work was done on freight an internal­ CRM system was implemen- about 6 percent, from 61 181 hours in traffic during the year including on ted with the purpose of improving 2008 to 57 601 hours in 2009. The number ­de­parture punctuality and track plan- quality and answering customers of cancelled trains doubled compared to ning. While a major test was conducted more promptly, both internally and 2007 and 2008 when it had remained over the course of one week, in which ­externally. ­unchanged. Table 15. ­departure punctuality was prioritised, The website, Banportalen, was de­ Regularity of freight traffic in 2009 the effect a­chieved was not as favour- veloped to provide information about amounted to 79.5 percent, compared to able as had been expected. Track ­congested sector plans, the rail network 90.9 in 2008. One of the major reasons for planning has previously been handled statement 2011, customer day 2009, the lower regularity is that numerous freight using unintegrated instruments, which daily graph 2010 and “Här & Nu,” which trains are cancelled owing to the falling have proved inade­quate in the increas- is a web application with functions for demand for transport. Regularity shows ingly complex ser­vices consisting of ­monitoring trains’ actual status and pro­ the proportion of trains, compared to the ­numerous railways and ­capacity re­ viding train traffic reports. In addition, planned number, that have completed their quirements given at short-­notice. Con­ there is now information on courses and entire planned route. Punctuality for sequently, in 2009, a preli­minary study a new public page on the route book. freight traffic was as usual both lower and was conducted on track planning in­ During the year, Banverket has pub­ featured greater variation than passenger struments, which, following a detailed lished four issues of the customer maga­ traffic. In December 2009, there was a high ­specification of requirements, would be zine “Godset,” whose purpose is to rate of delay, owing to harsh winter condi- developed during 2010. change attitudes and support Ban- tions. This caused problems such as rail verket’s brand. According to a reader breakage and overheating of wheel bea- Customer orientation ­survey (500 telephone interviews), rings on the vehicles, due to frozen wheels. Banverket has focused on communication 76 percent of readers think well of the Outcome has been quite normal during the with the railway companies in 2009, in ­magazine. “Godset” is the most widely other months. ­order to enhance customer orientation. read magazine for information on rail- The reason for low punctuality levels In particular, Banverket held a highly way freight transport. 80 percent feel for freight traffic in comparison with pas- ­successful customer event aimed at the they have gained new information and senger traffic has to do with a number of freight transport sector, “Road to the knowledge through “Godset”. factors; above all, punctuality is adversely ­railway,” on 20 October in Stockholm, affected by delays in departure from the ­attended by almost 150 people. Evalu­- terminal, problems with track condition ­ations of the event show that the content Outcome and trains which cannot be driven at the provided was much appreciated. During Punctuality planned speeds. The number of adjust- the spring, Banverket has held meetings, Train arrival punctuality is measured ments (cancellations and assignments) in information seminars and had discus- as the proportion of trains that have the fixed timetable almost doubled bet- sions in writing with the railway com­ ­arrived at their end station within five ween 2008 and 2009. One of the reasons panies about its de­velopment projects ­minutes compared to the timetable. for this was the implementation of the one and on the process for capacity allo- ­Overall punctuality in 2009 amounted year old timetable. The consequence is that cation, in ­connection with the work to 90.9 percent, which is 1.2 percentage applications for train paths must be made on the network statement. points higher than in 2008. For freight with more planning in advance than pre-

TablE 15 Train delays for freight traffic and number of cancelled train departuresr, hours

2009 2008 2007 Train departure hours for freight traffic 57 601 61 181 65 829 Number of cancelled train departures 111 424 57 716 54 528

36 m ts ste y ul s Accessibility ­between regions s

and other countries d re n transport

THE GOAL IS Accessibility has s a l improved within and between

regions as well as between Swe- accessible 3

den and other countries. an – cy goa

Goal met/expected to be met i

l goals Indicators for assessment of goal achieve- ment: Number of contacts with other t po r countries, measures for increasing accessibility. nctional u spo F n Actions and results a Tr

Kilometrage on the railway in 2009 Thalys high-speed trains in Belgium. Final data for the development of transport kilometrage for 2008 are not yet available. An assessment based on existing data indi- viously and the need for adjustments in oriented organisation. In 2005, this cates that passenger kilometrage on the the fixed timetable has increased. Another ­proportion was only 16%. A significant railways increased slightly and amounted reason for the higher number of cancelled ­improvement has also been made in the to 11.1 billion passenger kilometres, which trains is the downturn in the economy perception of Banverket as an active orga- is the highest level ever. which means that companies no longer nisation. In 2009, 43% agreed that Ban­ Long distance kilometrage (more than ­require the capacity that was originally verket is an active organisation, while the 100 km) by railway may be preliminarily planned for. corresponding figure for 2005 was 20%. estimated at 6.3 billion passenger kilomet- Freight traffic amounted to 38.75 million Overall, the findings are that partners res, which is a slight decrease. However, train kilometres, which represents a de- within the public sector and freight buyers journeys rose in number on the high- crease of 14.2 percent compared to 2008. tend to have a generally more positive atti- speed train routes: Stockholm, Gothen- In early 2009, freight traffic volume de- tude to Banverket, while the rail operators’ burg, Stockholm-Malmö/Copenhagen and creased by almost 20 percent compared responses are slightly less so. Gothenburg-Malmö/Copenhagen. The in- to 2008, due to the declining demand for crease in journeys between Gothenburg- transport. The situation has since impro- Relations with the railway companies Copenhagen is partly explained by the fact ved gradually over the year. Survey results show that 27 percent of that traffic authorities on the West Coast ­respondents - railways / transport autho­ Line received transport rights for long-­ Customers’ view of relations with rities - believe that Banverket is customer- distance traffic in parallel with SJ AB’s Banverket driven. This exceeds the 2008 outcome long-distance traffic. The increase in jour- During the year a comprehensive cus- of 13 percent also shows that work on neys between Malmo-Stockholm can tomer survey was conducted, as part of the this issue has had a positive impact. ­partly be explained by the fact of Veolia ­project: “The customer in focus,” aimed at ­However, we can conclude that there is starting to operate services on the route af- defining and measuring customer satisfac- still much to work to be done in devel­- ter deregulation of the week-end traffic tion. A total of 775 telephone interviews oping and strengthening relations with from July 2009. The railway also benefited were conducted in the target groups: rail- the railway companies. For example, it from an increase in climate and environ- way companies / transport authorities, was found that only 13 percent of the mental awareness. The railway and, to an partners in the public sector and buyers 245 respondents felt that Banverket’s even greater extent, aviation, both suffered of freight transport. The questions have ­decision-making processes were clear, however, as a result of the recession, but changed slightly compared to previous while a mere 8 percent felt that Ban- also because the price of petrol fell by surveys. verket takes decisions in a timely and 3.5 percent. A relatively large decline in Survey results show that the majority ­efficient manner. For speed and efficiency aviation is primarily attributable to the of customers / partners - 60% - are satis- in handling various issues, the figure ­decrease in travel to and from Stockholm, fied with their dealings with Banverket. was 14 percent. Gothenburg and Sundsvall. This is a significant improvement in re­ Short-distance kilometrage (100 km lation to the previous survey in 2005, or less) by rail can preliminarily be esti­ when only 49% of customers / partners Goal achievement mated at 4.8 billion passenger kilometres, had a generally favourable attitude to Punctuality for freight traffic has improved which is a slight increase. The increase can ­Banverket. by 1.2 percentage points. In addition, the be explained by a continued expansion of Furthermore, customers / partners customer satisfaction index (CSI) for rail- regional traffic, including in the Öresund ­perceive that Banverket is much more way companies has increased compared region, where integration between Den- customer-oriented today compared with to 2008 and it is considered that the goal mark and Sweden has been extended as previously; in fact, 30% of all interviewees has been achieved. a consequence of earlier investments in agree today that Banverket is a customer- the railway.

37 m ts

ste Overall long-distance passenger transport Sweden and other countries. Presented y ul s decreased slightly, while the proportion ­below are some of these projects, and s of rail transport kilometrage remained how they are expected to contribute to ­unchanged. The short-distance passenger the goal. d re

n transport increased slightly, but here too, transport

the railway’s share remained unchanged. Ådalen Line. When the Ådalen Line was s a

l The total long-distance freight transport inaugurated in 2011, unprecedented con­ decreased, while the proportion of rail ditions were created for rail transport in accessible transport remained unchanged. Graph 11 the region. The Ådalen Line has become an and 12. the essential link for the increasing rail – cy goa i traffic between northern and southern l

goals Communications between Sweden. It stretches between the Bothnia

the metropolitan regions Line in the north and the East Coast Line t po

r Services between the metropolitan in the south. Travelling by passenger

nctional regions: Stockholm, Gothenburg and train from Stockholm to Umeå will be u spo F Malmö/­Copenhagen, account for 30 per- much ­faster than before, and the trains n

a cent of the number of passenger kilo- will be able to make stops at upgraded metres by railway in Sweden. Traffic has ­travel centres. Tr increased the most on these routes in In addition, the Ådalen Line is ex­- ­recent years. In 2009, traffic increased pected to contribute to the economic, on The West Coast Line because traffic ­social and cultural development of authorities obtained the rights to run northern Sweden in that, for example, Ticket machine, Malmö Central. ­inter-regional passenger services on the ­colleges and univer­sities will be accessible section Gothenburg–Copenhagen, which to more people in northern Sweden and were previously run in cooperation with businesses will have access to the efficient In the case of international passenger SJ AB. Consequently, SJ AB decided to freight transport. transport, the Öresund traffic has in- ­expand long-distance services with their creased most of all in recent years. Other own trains, which led to the number of Götaland Line. From 2009, Banverket international passenger transport has ­return journeys between Gothenburg and has been organising the planning of the ­remained relatively constant. Graph 10. Copenhagen rising from 15 to 21. technical and logistical elements of the Freight kilometrage by rail during On the Southern Main Line, traffic Götaland Line in what is known as 2009, is estimated at 19.4 billion tonne-­ ­increased when SJ AB raised the number a major project. Götaland Line is a new kilometres. This is a decrease of 3.7 billion of X 2000 trains, running between double-track, high-speed railway that tonne-kilometres, or 16 percent. However, ­Stockholm and Copenhagen with no will extend between Stockholm and the reason for this considerable fall lies in ­change, from two to five. The number of ­Gothenburg via Linköping, Jönköping the abrupt descent in 2008, from an inter- journeys increased even further from July and Borås. It will link Sweden’s two national upturn into a downturn, as tra­ onwards when Veolia started running largest cities and the surrounding, ditionally Swedish primary exports, for week-end traffic, that is, traffic on Friday, ­densely-populated regions with fast example, iron ore and steel were among Saturday and Sunday, between Malmö and energy efficient transpor­tation, rein- the first industries to suffer in the deter­ (Svågertorp) and Stockholm. Capacity was forcing the competitiveness of business iorating economy. Significantly, the trans- boosted between Stockholm and Gothen- and providing more people with access port of these products is usually by rail. burg due to an additional X 2000 train to work, education and culture. Other substantial decreases can be related ­being put into operation. to manufacture and other more refined Haparanda Line. Banverket is running the products, which impacted various trans- Ongoing Investment Projects Haparanda Line project in order to upgrade port methods to an even greater degree Banverket is pursuing a number of invest- and rebuild the section: Morjärv Boden- than iron ore and steel transport, parti- ment projects that will lead to improved Kalix Karlsborg, and build a new railway cularly transport by lorry. accessibility between regions and between between Kalix and Haparanda. In addition,

GRAPH �� GRAPH �� GRAPH �� Trips across the Passenger kilometrage on Freight kilometrage Öresund Bridge, number in millions the railway 2007–2009, by rail 2007–2009, billions passenger kilometres billions of tonne-kilometres

��,� ��,� ��,� ,� ,� ,� ,� �� �� ,� �� �� ,� �,� �� ��,� ,� ��

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�,� �,� �,� ���� ���� ���� ���� ����(prel) ���� ���� ���� (prel) ���� ���� ���� (prel)

38 m ts

the project has been implemented in order equal opportunities begun in 2008 conti- ste y ul s to enable heavy freight traffic between nued. All new employees at administrative A Society of Equal s ­Finland and Sweden. units have undergone courses on gender The Haparanda Line is the only rail Opportunities and equal opportunities, incorporating d re

link that connects Sweden and Finland. theory with historical, scientific and politi- n transport

It is also part of the NEW corridor, a THE GOAL IS that job design, imple- cal perspectives. The aim of the training is s a freight transport path going eastward mentation and results of transport to enhance employees’ general knowledge, l towards Russia and China. The corridor 4 policy contribute towards a society raise questions and promote discussion on accessible consists of a combination of rail and sea of equal opportunities. issues of gender and equal opportunities in transportation and the EU has, in par­ day-to-day work. an

Goal met/expected to be met –

cy goa ticular, pointed out its importance for Equality issues have been highlighted i l

­international freight transport. Indicators for assessment of goal in the sub-projects of in the contingency goals

­achievement: Board of Directors, manage- plans for Sweden’s infrastructure from t po

Pajala Project. The iron ore deposits in ment group representation and actions taken. 2010 to 2021. The Swedish Road Adminis- r

the area around Pajala in Sweden and tration and Banverket have together pro- nctional u spo ­Kolari in Finland are of great interest in duced a strategy for equal opportunities in F n

terms of mining opportunities. In a joint Actions the infrastructure planning. a project with the Finnish Rail Administra- Diversity is a strategic matter and a ques- ”Staten leder Jämt” is a programme Tr tion and the mining company, Northland tion of the development of business, custo- whose objective is to increase the propor- Resources, Banverket looking at oppor­ mer relations, organisation and the tion of women in leading positions, both as tunities to build a railway linking ore individual. managers and as experts. The programme ­deposits with the existing railways in Banverket’s goals and values should be has both an individual and a structural ­Finland, which would also allow for aligned and reflect the requirements of perspective and aims to create favourable ­transport of other activities. customers and society for competence and conditions and support the authorities in diversity and equal opportunities for diffe- their efforts to bring about change. This City Tunnel and the conversion of rent individuals regardless of age, gender, work was begun in the spring of 2009 and ­Malmö Rail Yard. The City Tunnel is physical disability, sexual orientation or will be completed in the beginning of 2010. a transport solution that connects the transgender expression, religion and Ten authorities in total are taking part in ­railway north of Malmö with the railway ethnicity. the programme. lines to Trelleborg, Ystad and Copenhagen. Banverket’s equal opportunities and di- The City Tunnel also means that the rail- versity plan 2009–2011 focuses on skills Equal opportunities in the planning way will be comfortably accessible to provision and development, working con- process a large part of Malmö, just as in turn, ditions, recruitment, parenthood, harass- VTI, the Swedish National Road and ­Malmö will become more accessible to ment, salaries, procurement, responsibility Transport Research Institute and WSP the region. and appraisal. Sweden, the analysis and technology com- Examples of activities include addres- pany have studied equal opportunities in City Line. Rail passengers, traffic operators sing harassment issues at workplace meet- consultation with each other and Banver- and municipalities along the railway in ings, integrating the equal opportunities ket took part in the consultative group. The Mälardalen have requested an increase and diversity plan into the checklist for final report for the project, which was fi- in the number of trains to and from Stock- consulting and sub-contracting assignme- nanced by the Swedish Road Administra- holm during peak periods. Today, however, nts and the identification of potential ma- tion, was submitted in 2009; the findings of this is impossible because track utilisation nagers among staff, especially focusing on the project have confirmed the assumption has reached its maximum capacity. Track women and ethnic groups. that there are more men than women who deficiency is therefore an obstacle to the participate in the consultation process. further development of rail transport. Integration of equal opportunities in Banverket’s goal is for the equal oppor- The start of traffic operation on the Banverket’s operations tunities perspective to be an integrated City Line will double capacity on the During 2009, the work on integration of part of the planning process regarding tracks through Stockholm. The invest- ment will provide for more frequent, ­punctual and faster train services in the Stockholm region and across the country. Moreover, the three new stations - Stock- holm South, Stockholm City and Stock- holm Odenplan – will allow greater access to the rail network.

Goal achievement Services to Copenhagen have increased during the year and several projects are in progress aimed at improving accessi­ bility between regions and to other countries. The goal is deemed to have been achieved.

39 m ts

ste construction of railways. Within the physi- The Transport Forum y ul s cal planning process, consultations with Banverket has had a representative on

s Usability for people the general public are arranged, as well as VTI’s subject committee for equal opportu- working, project and reference groups. nities in the transport system for the with physical d re

n Banverket strives to ensure that men and Transport Forum 2010. This means that ­disabilities transport

women are equally represented in these Banverket took part in the work and influ- s a

l contexts. The distribution between women enced the contents of two sessions, which THE GOAL IS that the transport system and men in consultation meetings, howe- focused on “equal opportunities in the should be designed in such a way accessible ver, is difficult to influence when other sta- transport system”. This took place during 5 that physically disabled people are an keholders appoint representatives for the the autumn of 2009. able to use public rail transport. – cy goa i meetings. l Banverket shall significantly inten-

goals In order to create the opportunities for sify efforts to increase the usability equal representation of women and men in t po Results and accessibility of the railway sta- r the physical planning process Banverket tions for people with physical disa-

nctional has continued to work on the following for The Board of Directors and bilities. Banverket should adapt at u spo F example: ­Management Group Representation least 40 stations by the end of n

a • Special children’s corners have been ar- Banverket’s Board of Directors is made up 2010. The administration shall also ranged at public consultation meetings of 8 individuals, comprising 4 women and allocate a further SEK 150 million Tr for preliminary studies and railway 4 men. Banverket’s senior management until 2010 for this purpose in line studies, to make it easier for families to group is made up of 11 individuals, com- with the infrastructure proposition: participate. prising 6 women and 5 men. Travel and transport in the future – • Open house days and exhibitions have The division of management groups in infrastructure for sustainable been arranged to provide people with Banverket’s other organisational units is growth (prop. 2008/09:35). (Letter the opportunity to speak directly with presented below: of Regulation) Banverket’s representatives, instead of Community and Planning – 7 women Goal met/expected to be met • being forced to speak in front of a large and 6 men group. • Business Support – 5 women Indicators for assessment of goal • The time of meetings has been adapted and 6 men ­achievement: Number of adaptations im­ to make it easier for families to partici- • Expert and Development – 1 woman plemented and number of stations being pate. and 6 men ­prepared for adaptation. • Advertisements and information, in or- • Delivery Division – 3 women and der to obtain the most varied represen- 11 men Measures and results tation possible. • Investments Division – 5 women and 6 men. Stations Other When travelling by public transport, the In 2009, close collaboration was initia- Other results on equal opportunities station is an essential link that should work ted with the Swedish Road Administration and personnel can be followed up in well for all travellers, but stations must be to work on the issue of equal opportunities the ­section entitled “Employees”. adapted especially for people with disabili- in the transport system. Several meetings ties. The extent of these measures is critical have taken place. An in-depth paper on Women’s and men’s representation to the ability of the physically disabled to equal opportunities has been developed during consultations use public transport. Most of the measures and may be used as the basis for a Swedish One way of evaluating the success of also make travel much easier for many Transport Administration document. Work Banverket’s measures for achieving equal other passengers, such as children and the on this will commence immediately. representation is to measure the proportion elderly. The subject of equal opportunities was of women and men who participate in During 2009, intensive efforts conti- one of the areas taken up in the RD&D pu- ­consultation meetings and similar. nued on Banverket’s project ”Stationer for blication in 2009, regarding: ­Measurements such as these are done in alla” (stations for everyone), in order to all the project districts in the Investments adapt those stations which are defined in 1. The effects of different measures from division. Measurements in 2009, show ­ the prioritised public transport network the perspectives of equal opportunities that women’s representation amounted and which will be adapted for people with and gender? to 37 percent, on average. The correspon- physical disabilities. This network consists 2. Methods for reaching potential public ding proportion was 34 percent in 2008 of 150 stations, and in the first phase 40 transport travellers and informing them and 28 percent in 2006.. stations will be adapted by 2010 (10 by the of the particular advantages of using end of 2009 and 30 by the end of 2010). public transport. By the end of 2009, Banverket had be- Goal achievement gun work on adapting 13 of the 40 stations, Six applications within the field were received. Work has continued in 2009 on integrating of which 10 were completed during 2009: The evaluation resulted in the prioritisation the equal opportunities perspective in Skövde, Falköping, Herrljunga, Alvesta, of this project on equal opportunities, which operations. In addition, Banverket has Hässleholm, Katrineholm, Örebro, Väster- can be seen as a continuation of the research worked on increasing women’s potential to ås, Hudiksvall and Söderhamn. Measures project “JämSam”. It is urgent that further influence the planning process, and hence included the following: lifts, stairs, ramps, progress is made in finding ways of inte- the potential to influence the design of the guardrails, contrast markings, warning grating the work and findings on equal railway. The goal is considered to have markings, guide routes, protected zones, opportunities and gender into railway been achieved. lighting, weather protection and benches. planning and forecasting. Other measures such as tactile information

40 m ts ste y ul s

s d re n transport

s a l accessible

an – cy goa i l goals

t po r nctional u spo F n a Tr

signs (adapted for the visually impaired) in Banverket promotes and provides in­- Banverket and Jernhusen have signed a the form of orientation maps and track for­mation about the measures that are contract mutually procuring the services number signs are also very important. In ­im­plemented at the stations in the Access­ of Riksfärdtjänsten Sweden AB (National addition during 2009, programme and ibility Council jointly run with the ­Swedish Transportation Service), who will be project plans were produced for 15 of the Road Administration, as well as in regional ­responsible for the execution and opera- 30 stations that will undergo adaptation in and local organisations for people with tion of the service. Banverket and Jern­ 2010. Further plans will be made in 2010. disabilities. husen AB have jointly chosen designated From 1 July 2008, a new EU directive In addition to these combined and points at the railway stations and have and associated technical specifications for ­targeted packages of measures at stations ­ensured they are clearly and uniformly operating compatibility (TSD PRM) have in the public transport network continuous marked out. applied for people with reduced mobility. improvements are being implemented for Tour operators are responsible for These regulate the way in which platforms people with disabilities, including in the ­booking routines and ensuring that should be designed, for example. Ban­ general rebuilding and conversion work ­travellers are able to book assistance for verket has chosen to implement measures at stations. the entire journey in conjunction with at the stations according to TSD PRM, the purchase of their train ticket. This as far as possible, despite the fact that this Assistance also applies if the journey involves principle applies to new buildings. In New EU regulations entered into force on several tour operators. other regards, Banverket’s own advice 3 December 2009, on rail travellers’ rights and ­guidelines constitute the point of and obligations, which stipulate, for ex- depar­ture for the measures being imple- ample, that station managers should pro­ Goal achievement mented in the stations. vide assistance to persons with physical ­ Of the stations that are defined in the The entire station, from where the disabilities or reduced mobility free of ­prioritised public transport network, trains pull in and the station building to charge at stations in connection with rail 10 were completed in 2009. In addition, the way to and from the trains, must be travel. programme and forecasting work was adapted in order for it as a whole to be Banverket, in collaboration with Jern- ­carried out at 15 stations. Banverket has considered as adapted and for the traveller husen and railway companies, now offer planned and allocated resources for 2010 to be able to complete his or her journey assistance for travellers at 124 stations. SJ, in order to achieve the government’s re­ safely. In the project ”Stationer för alla” Veolia, Tågkompaniet, Arlanda Express, vised target that 40 stations will undergo (stations for everyone) Banverket has taken Merresor and Upplands Lokaltraffik are adaption by the end of 2010. According the initiative, in consultation with actors all users of the service. Discussions are in to Banverket’s assessment, this goal will responsible for the stations, such as the progress with a number of traffic authori­ be achieved. municipalities and real estate owners, to ties on how this nationwide service may try and create stations where the whole be combined with regional assistance ser- ­environment is adapted. vices already in operation.

41 m ts

ste marking of obstacles and the positioning of alongside other actors, is working with the y ul s hand rails at a lower height on stairways. upper secondary school in Kiruna. Views s Children and and comments have been collected from Young People Information work students at the meetings. d re

n Children and young people lack maturity Consultation is available for parents transport THE GOAL IS The opportunities for in their awareness and understanding of and young people and is an important in-

s a children to use the transport sys-

l traffic. It is therefore important to provide formation channel. In order to make it ea- 6 tem safely and be able to move information about the risks associated with sier for families to attend consultation and freely in traffic environments shall accessible increase. the railway. During 2009, Banverket’s in- information meetings, times for meetings an formation officers visited 263 schools, and have been adapted to include open day – cy goa

i Goal met/expected to be met in total around 36 500 pupils have been in- ­times as well as afternoon and evening l

goals formed about safety on the railway and ­sessions. In addition, a ”kids’ corner” has Indicators for assessment of goal achieve- about rail travel. The goal of informing 30 been arranged in the meeting room. t po ment: Number of measures implemented r in order to improve accessibility for children 000 children and young people is deemed

nctional and young people. to have been reached. u spo F During 2009, Banverket increased Goal achievement n

a numbers of personnel within the area of Children and young people have not been Actions and results school information. There are now three in the past a particularly prioritised target Tr In Sweden, there are about two million more full-time employed safety informa- group. In recent years, this has changed, children and young people, or persons tion officers and a further 20 members of however, due to the development of the ­under the age of 18. This group accounts the personnel who, aside from their ordi- railway transport system. The focus on for a third of all journeys on public trans- nary duties at Banverket, work on provi- making the railway available and acces- port and are therefore an important target ding information on safety. sible to everyone has led to the needs and group for the railway. At the same time, Banverket’s findings from studies show considerations of children and young special conditions apply to children and that older children are most receptive to people coming to the fore. Banverket is young people that need to be taken into safety information given by those who ­increasingly working towards the gath­ ­account when planning and designing the have real-life experience. Consequently, ering and analysis of children’s and young rail transport system. Banverket recruited two safety ambassa- people’s views when new investments are Banverket work with children’s issues dors during the year, both with personal made. In addition, considerable efforts are fall into three main areas: physical measu- experience of railway accidents, who have being made to improve information to res, communication of information to agreed to meet young people around the schools. The physical measures being im- school pupils and child impact analyses country in order to share their experiences plemented in the project ”Stationer för and other methods of gathering informa- with them. alla” (stations for everyone) ensure that the tion on the opinions and needs of children stations, or rather the actual entrances to and young people. Collecting information about the the railway, are made safer, more secure needs of children and young people and more accessible for children and Physical measures on the railway Within each investment project, Banverket young people. All in all, the goal is All conversions during 2009 have been collects views and feedback from the pu- deemed to have been achieved. ­aimed at making the station environments blic through consultation, while prelimi- more secure, more accessible and safer. nary studies and investigations The measures implemented in the station continuously investigate accessibility and environments are meant to benefit every­ the impact of various measures for many Public transport one; none in particular are especially different groups of travellers. oriented towards children. The adaptation In a railway study for North Bothnia and bicycling of stations for people with disabilities also Line, a child impact analysis, including in- improves conditions for children making terviews with children, was conducted in THE GOAL IS The prerequisites for it easier for them to find their way around connection with a social impact analysis choosing public transport, walking the station environment. A few examples that was produced for presentation in the 7 and bicycling are improving. of measures taken include improved traffic final report. While this social impact ana- Goal met/expected to be met

information, new protection zones and lysis will be completed in 2010, there will new walkways. be a child impact analysis conducted for Indicators for assessing goal achievement: In the project, ”Stationer för alla” each of the two remaining rail studies for Number of measures carried out to improve ­(stations for everyone) action to adapt 10 the North Bothnia Line. The project will the prerequisites for choosing public transport. stations in the prioritised public transport start in 2010. network has been taken. In Skåne the con- In the Old Uppsala project Banverket version of Lund Central was completed will cooperate with Uppsala local authority Measures and results during the year. In addition, a number of office in the planning process regarding regional train stations in Skåne have re­ children and young people. A child impact Attractive stations ceived extensions to platforms and im­ analysis will be conducted. Banverket will Attractive stations is an industry-wide proved traffic information, a project in consult regularly with schools and nursery ­project by around ten parties. The project which Banverket has collaborated with the schools on safety issues during construction. started in 2008 against the background of municipalities and with Jernhusen in order In the Kiruna project joint planning all the changes happening on the market to improve accessibility for several target meetings are being held with other invol- and the need and the improvement po­ groups, including children. Examples of ved parties, in which accessibility for tential that exists in the work with the more minor measures include clearer young people is also discussed. Banverket, country’s stations. Banverket is one of two

42 m ts

project managers driving forward the work ste y ul s via eight pilot stations. s The aim is to produce concrete and suc- cessful examples of how the sector jointly d re

can develop and improve the passenger n transport perspective in terms of stations. Passenger s a surveys have been carried out, both at the l beginning and at the end of the project. accessible The work at local level has focused on im- proved collaboration and minor measures an – cy goa at low cost. i l

At the end of 2009 and the beginning goals of 2010, the project has collected and dis- t po cussed experiences and knowledge gained r

from the collaboration. This material is nctional u spo ­being processed and will form the basis F n

for the model for collaboration that will a be developed­ during spring 2010. The Tr ­model will then be disseminated and be used as support for other development work relating to station areas. The project has focused on improved local collaboration, but also on minor ­measures within the framework for the ­existing budget of the collaborating par- ties. Using local passenger needs as the starting point, we have jointly defined a number of priority areas, and have also ­tried to start implementation during 2009. Examples of measures are coordination of guards and cleaning, and improved traffic information.

Travel centres In a travel centre, traffic and service is ­coordinated within and around a railway station. Travel centres include trains, ­buses, taxi and car parking. The aim of ­travel centres is to facilitate the transfer of passengers between different means of transport. Travel centres create conditions for improved public transport, and make it easier for individuals to commute to work and to choose the location of their homes, education and leisure activities. Travel centres also improve the opportunities for companies to recruit staff. During 2009, Banverket has had partial responsibility for a number of projects, such as travel centres in Uppsala, Karlskrona, Nybro and Frövi. Other measures where Banverket has participated through co-­ financing are the renovation of stations and installation of a new ticketing system for the underground in Stockholm, adap­ tation of tram stops in Gothenburg and building a flyover on the Roslagen Line.

Goal achievement The physical measures taken during the year have improved the prerequisites for choosing public transport, and the goal is considered to have been met.

43 ts ent m ul s

iron Consideration goal – safety, v d re n

h and en health and environment s a l ealt The design, function and use of the transport system shall be adapted so that nobody is killed or seriously y, h y,

et ­injured, and shall contribute to the achievement of environmental quality goals and to improved health. f cy goa i l

Actions with Banverket using various means to t po

r Safety As railway traffic is characterised by try to prevent unauthorised access to the great physical power in combination with tracks, partly through camera surveillance

spo THE GOAL IS The number of persons limited deceleration ability, there is a risk and erection of fences in exposed areas, n onsideration goal – sa killed or seriously injured within rail- C

a of rare catastrophic events, where many and partly through information to school way transport is continuously falling. 1 people are killed and/or seriously injured children and the general public. In addi- Tr Goal partly met/ expected to be partly met during a single event. Examples of cata- tion to this, Banverket is financing a re- strophic events are train collisions, train search project aimed at investigating the Indicators for assessing goal achievement: derailments or collisions with heavy attitudes of those who cross the tracks in Number of persons killed or seriously injured ­vehicles on level crossings. authorised areas. In order to test different in railway accidents. Number of accidents on The overriding strategy for rail traffic methods of preventing unauthorised level crossings. is to prevent incidents and accidents. Both ­access at and near to commuter train the technical systems and the operational ­stations, Banverket has also started a pilot Railway traffic is very safe for passengers. regulatory framework shall be designed so project in Upplands Väsby together with This is due to long-term and systematic that single mistakes or functional faults A-train and SL. work on improving the technical safety of cannot lead to death or serious injury. The During the year, Banverket has started the system. At the same time, a number of probability of both rare catastrophic events a project to develop a new electricity safety people are killed or injured every year th- and more frequent events with more limi- programme. rough being run over. Many of these ted consequences shall be further reduced The number of full-time safety infor- events are suicides. A smaller number of to the extent it is technically and financial- mation officers, working with schools persons are also killed or injured in level ly reasonable. ­information has been doubled, from three crossing accidents and electrical accidents. Banverket works to reduce the proba- to six, and a further 20 has been employed Banverket has a safety policy that lays bility of derailments and thus further im- part-time. Two safety ambassadors have down the aim of the safety work. A zero prove the safety of the railways. Using also become associated with Banverket. vision for the number of dead or seriously detectors, vehicle damage that may cause These are persons who against all odds injured shall guide the safety planning. derailments and contact cable demolition have survived serious accidents on the We are constantly striving to improve the is detected. railway and who are now committed to safety work and to act to prevent accidents. ERTMS is a joint traffic management try to get school children to respect the The policy also emphasises that everybody system for Europe. It aims to create pre­ railway. has a responsibility for safety. requisites for cross-border train traffic Reviews are carried out in collabo­ with maintained or improved safety. ration in accordance with a review pro- Work is in progress on implementing gramme. The reviews have been aimed ERTMS on the Bothnia Line and the at divisional management systems and Västerdalen Line. purchasing systems for operational and On lines lacking a block system, train maintenance contractors. Reported diver- traffic is controlled manually through gences are followed up and checks carried a train reporting system (TAM). Traffic out to ensure they have been dealt with. on these TAM lines is increasing. Ban­ verket has developed a decision support system for train dispatchers (ETAM), Results with the aim of increasing safety on During 2009, the expansion and exchange these lines. of detector systems has continued. De­ Banverket is working systematically tectors are also being introduced for dif­ towards abolishing level crossings. For ferent types of wheel damage (wheel plate, those remaining, the traffic environment is crush damage, oval wheels). Oval wheels improved, so that the level crossing has at can cause great damage to the tracks. least the same standard as that of the road Wheel damage that is not dealt with can elsewhere. Level crossings are being re- also lead to damage to wheel bearings, built, so that heavy vehicles cannot get causing heating of the bearings. stuck, and where this is not possible, ETAM has become operational at ­warning signs are erected instead. around a hundred junctions with manual The measures against injuries in­- train reporting. With the new system, the volving persons continued during 2009 safety level is raised compared to before.

44 ts ent

GRAPH  m ul

, s Number of accidents with railway vehicles iron including five year rolling average v Number of accidents Average value d re n 50 h and en s a l 40 37 ealt 32 y, h y, 30 26 et

24 f   20 18 cy goa i l 

10  

0 t po r 2005 2006 2007 2008 2009 spo n onsideration goal – sa C a

GRAPH  GRAPH �� Tr Number of persons killed or seriously injured, Level crossing accidents 2005-2009, including five year rolling average including five year rolling average Injured Other persons killed Suicides Medelvärde Number of accidents per year Medelvärde

120 50

100 100  102 102 100 96   40 

 32 80 30 31 29 29

30  

60     20 40     20 10      0,0 0 2005 2006 2007 2008 2009 (prel) 2005 2006 2007 2008 2009

Eleven level crossings have been equipped Figures for 2008 are shown below bing on vehicles are the dominant types of with extra protection, and 48 have been within brackets. According to Banverket’s accidents with fatal outcomes for children abolished or closed. One new level cros- preliminary statistics, 8 (13) accidents and young people. No passengers were sing has been built. ­involving railway vehicles occurred ­killed during 2009. A big problem in the Fencing has been erected over a total during 2009. As a five-year rolling ave- rail traffic system is people who gain distance of 75 kilometres. A further rage, this type of accidents fell from 24 unauthorised access to places in the track 12.5 kilometres of wildlife fencing has during 2008 to 18 during 2009. During area which are not open to the general been erected on the section between the year, no ­accidents involving dangerous ­public. These are often people taking Jörn and Älvsbyn. freight have been reported, i.e. no emis- short-cuts across tracks, children playing A trial structure for camera surveil­lance sions in con­junction with moving railway and climbing on parked carriages and of the track area has been installed in Aspe-­ vehicles. Graph 13. people who are intending to commit dalen, between Gothenburg and Alingsås. According to Banverket’s preliminary ­suicide. Graph 14. The cameras are activated by detectors and information, the total number of persons The number of level crossing accidents are linked to a surveillance centre. The aim killed or seriously injured within the rail- was preliminarily reported as 28, which is to counteract unautho­rised access to way network administered by Banverket is 5 less than last year. As a five-year tracks. At four stations, another­ trial is in was 102 (102), of which 83 (87) were killed rolling average, the outcome was 29 acci- progress to monitor ­safety on platforms and 19 (15) seriously injured. The number dents. Of the accidents during the year, when trains are passing. of confirmed suicides was 49 (71). There 12 occurred at level crossings with some During the year, Banverket has pro­ is always a lag in police reporting of type of road protection device. Of these, vided information to around 36,500 school ­suicides. For this reason, the figure for 4 crossings were equipped with barriers. children under 16. 2009 is uncertain. Where information Graph 15. Banverket has investigated 157 accidents about sex has been reported, the distri­ and incidents occurring during 2008 and bution shows 36 (28) women and 42 (59) 2009, and a further 14 are in progress. men were killed, and 5 (3) cases lack any Goal achievement The investigations point out 53 proposed information about sex. During the year, According to the preliminary figures, the measures. For 17 of these measures, 7 (7) children were killed, of which 4 (4) number of persons killed or injured is un- a decision to carry out has been made, were established to be suicide, and 2 (1) changed compared to last year. The num- and 11 have been carried out. children were seriously injured. The acci- ber of accidents involving railway vehicles Management systems and purchasing dent figures for children and young people has fallen, and level crossing accidents systems for operational and maintenance are fairly low, which makes it difficult to have also fallen during 2009. The goal is contractors have been the subject of ­ assess any development trends. Collision, deemed to be met in part. 14 reviews during the year. suicide and electrical accidents while clim-

45 ts ent m ul

s Environment iron v THE GOAL IS that the transport sector con- d re

n tributes to the achievement of the environ-

h and en mental quality objective Limited climate s a

l impact is achieved through gradually im- ealt proved energy efficiency in the transport y, h y,

et system and reduced fossil fuel dependency. f By 2030, Sweden should have a vehicle fleet cy goa

i that is independent of fossil fuel. l The transport sector contributes to the ­achievement of other environmental quality t po

r objectives and to reduced ill health. Priority is given to the interim goals of environ­

spo mental policy, where the development of n onsideration goal – sa

C the transport system is of great importance a for the chances of meeting the goals set. Tr The Riksdag has adopted sixteen national environmental quality objectives. The main environmental impact of Banverket lies within the areas covered by the goals for Reduced climate impact, A non-toxic envi- ronment, A good built environment and A rich diversity in plant and animal life. Banverket’s contribution to the achieve- ment of the various environmental quality SJ Norrland train on the Iron Ore Line between Kiruna and Narvik. objectives is assessed below.

project consists of two parts, where the ­(developed by Vattenfall) and partly by using Reduced first is an update of the report “Bicycle a new method for quantifying noise pollu- climate impact handling at railway stations”, and the tion on animals and people in the landscape. ­second is an evaluation of the planning Bureau Veritas Certification carries out­ Sub-goal: The average value for and design of bicycle parking places at a third-party audit of the ­supporting Swedish emissions of greenhouse Uppsala travel centre. The project is due documents for the EDPs, and this is plan- 1 gases during the period 2008-2012 to be completed by summer 2010. ned to be completed in ­February 2010. shall be at least four percent lower For a couple of years, Botniabanan AB The interest in the work is great, and the than emissions in 1990. has worked with a certified environmental method is now used in other infrastructure Sub-goal: By 2020, emissions of product declaration, EDP, for the Bothnia projects, not just in Sweden, but also in Nor- greenhouse gases in Sweden from Line. The aim is to summarise the en­ way and England. In a ­project run by the operations outside the system of tra- vironmental effect of this large-scale Network for Transport and the Environ- de in emission rights shall fall by 40 ­project in a clear and quality-assured way. ment, harmonised product-specific regula- percent compared to 1990. In the longer run, the declarations can be tory frameworks for all types of transport used to communicate environmental per- are also being ­developed. Goal met/expected to be met formance to decision-makers, passengers Indicators for assessing goal achievement: and transport purchasers. During the Increased energy efficiency within the Energy usage for railway traffic per kilomet­ year, the technical committee of the Inter­ railways rage. Carbon dioxide emissions from railway national EDP Consortium approved the Charting and measures for increased traffic per kilometrage. product-specific regulatory framework for ­energy efficiency of vehicles and infra­ railway infrastructure and railway trans- structure is in progress within the railway port developed by Botniabanan AB sector. Through the installation of energy Measures ­together with Banverket, Linköping Uni- meters and the use of Drive Style Manager, Increase of railway market share of versity and a large number of stakeholders energy use in both new and old vehicles is total kilometrage within the railway sector. The regulatory falling. A number of measures are being An increased share for public transport framework describes the supporting docu- carried out to reduce energy consumption and freight by rail contributes to a climate- ments required and the scope required of in the infrastructure, such as improved smart and energy efficient transport life-cycle analyses when an environmental ­power management in order to avoid ­system. During the year, the following product declaration is developed. transferring power from the north of ­measures contributing to this have been Apart from showing environmental im- ­Sweden to Stockholm, and reduction of carried out. pact in the form of emissions and ­resource power losses in conjunction with trans­ Banverket is carrying out a project in- consumption, the EPDs for the Bothnia Line forming into electric energy. volving bicycle parking at travel centres in shall also describe the impact of the infra­ In a countrywide project, Banverket is collaboration with Uppsala Municipality, structure on the landscape in quantified expecting to make 59 large station areas within the framework for the project “The form. This has been done partly by using and railway yards more energy efficient in good town” (www.vv.se/dengodastaden). The what is termed as the biotope method terms of lighting of yards and platforms,

46 structure managers, Banverket is parti­ ts cipating in an EU-financed project, ent A non-toxic m Infra­GuidER. The aim of the project is to ul s

­environment iron

develop joint guidelines for environmental v requirements for purchasing material for Sub-goal: All polluted areas that d re

building infra­structure. The project is n entail acute risks in the event of ­inspired by a previous project developing h and en

direct exposure and such polluted s a

2 l guidelines for environmental requirements areas that today, or in the near future, ealt

for purchasing railway vehicles. The goal threaten important water sources h y, et

is that infrastructure managers, by setting or valuable areas of nature shall be f well balanced environmental require- investigated and as necessary dealt cy goa ments, are able to reduce both the climate i with by the end of 2010. l impact related to the life cycles of the Sub-goal: Measures during the ­materials and also avoid future costs ­years 2005-2010 have been carried t po ­re­lating to dangerous substances in r out at such a large proportion of the materials. The InfraGuidER project is prioritised polluted areas that the ­being implemented during 2009-2010. spo n ­environmental problem in its entirety onsideration goal – sa C may be solved in principle by 2050 at a Results the very latest. Tr Goal met/expected to be met The total energy consumption has fallen during 2009 compared to 2008. It is pri- Indicators for assessing goal achievement: marily the energy requirement for freight The number of polluted areas investigated and traffic that has fallen, which is probably dealt with. mainly due to the recession. Table 16, 17 and 18. The energy used for operating track Actions SJ Norrland train on the Iron Ore Line between Kiruna and Narvik. ­vehicles and railway infrastructure comes Railway operation has been carried out from electricity and diesel. Electricity for a long time and in many places. The ­constitutes around 90 percent of total en- building, operation and maintenance electrically heated points and technology ergy usage. Since 2003, nearly all electric over the years mean that land and water buildings. The opportunities for saving en- energy comes from renewable energy may have become contaminated. The ergy and therefore money are great. In the sources. In 2009, 98.65 percent of electric conta­mination may have occurred longer term, these savings amount to energy came from renewable sources. partly through­ emissions from defined around SEK 50 million per year. In a pilot sources of contamination (specific project at Östersund Central, Banverket sources) and also from more general is collaborating with Östersund Munici­ Goal achievement ­contamination load (diffuse pollution). pality and Jernhusen on the largest full- Energy usage per kilometrage varies very In accordance with the knowledge re­ scale test of LED lighting in Scandinavia. little from year to year. For passenger traf- quirements in the Environmental Code, Five different LED light fittings are being fic, energy usage measured as kWh per Banverket is carrying out inventories tested, and also long-life high-pressure passenger kilometre has fallen slightly in order to identify specific sources ­sodium lights. The collaboration with during 2009. For freight traffic measured within our properties. ­Information ­Jernhusen and ­Östersund Municipality as kWh per tonne-kilometre, energy usage from inven­tories and inves­tigations also entails a number of positive effects, has also fallen slightly. Carbon dioxide are registered in our property ­register. as there are ­several parties that can benefit emissions per kilometrage have increased Our assessment is that Banverket is directly from the test results and use them somewhat during 2009, which is due to in- ­responsible for around 4 000 specific for measures­ leading to reduced energy creased use of diesel for freight traffic. In ­sources, of which 2 684 are identified, consumption. its operation, Banverket has contributed to ­risk-classed and registered. In addition, more efficient energy use, and the goal is parts of Banverket’s circa 22 000 pro­ Material-related energy usage considered to be met. perties, ­including track areas, may be Together with other European infra­ ­diffusely contaminated.

TablE 16 TablE 17 Energy use per kilometrage Energy use per usage area, GWh

2009 2008 2007 2009 2008 2007 Energy use for passenger traffic in GWh 960 1 113 1 136 Track traffic 1 881 2 442 2 401 Kilometrage in billion passenger kilometres 11,1 11,0 10,4 Infrastructure 296 266 421 Energy use, kWh/passenger kilometre 0,09 0,10 0,11 Total 2 177 2 708 2 822 Energy use for freight traffic in GWh 921 1 329 1 265 Kilometrage in billion gross tonne-kilometres 19,4 23,3 23,3 Energy use, kWh/gross tonne-kilometre 0,05 0,06 0,05 TablE 18 Emissions of carbon dioxide from railway traffic

2009 2008 2007

Kg CO2 per passenger kilometre 1,3 1,4 1,5

Kg CO2 per tonne-kilometre 2,7 2,2 2,1

47 Banverket is working long-term at redu- ts ent cing the number of contaminated areas m A good built ul that may harm or cause inconvenience to s

iron ­environment

v people’s health or the environment. The work is done through gradually inven­ d re Sub-goal: The number of persons

n torying, investigating and treating the exposed to traffic noise pollution h and en ­areas that in the longer term may cause

s a exceeding the guideline values laid l

ealt 3 ­negative consequences. The higher risk down by the Riksdag for noise in

y, h y, an area constitutes, the earlier Banverket housing shall have fallen by 5 et f is carrying out measures. percent by 2010 compared to 1998. Goal partly met/ cy goa

i expected to be partly met l Results Indicators for assessing goal achievement: t po The number of persons exposed to traffic noise r If measures are not carried out, conta­ pollution. minated areas may in the long term entail

spo negative consequences for people’s health n onsideration goal – sa C

a and the environment. The degree of con­ Actions tamination varies from area to area. How­ Noise is the environmental pollutant that Tr ever, in general there is no risk of acute affects the most people in our country. MTAB’s shunting locomotive in Kiruna. consequences. Around two million persons are thought to In order to reduce the number of spe­ be exposed to traffic noise exceeding the cific sources, during 2009 Banverket has guideline value of 55 dBA equivalent noise carried out. However, the number of per- started 15 general investigations and 10 levels outside their homes. No total inven- sons exposed to maximum noise levels detailed investigations, where each inves­ tory of the number of inhabitants exposed above the guideline values indoors has fal- tigation has included several specific to noise from railway traffic in excess of len by more than 5 percent since 1998. ­sources. Banverket has started three the guideline values indoors has been car- Within the framework for the transport minor treatments and one major treat- ried out in Sweden. According to assess- policy aims to prioritise those most expo- ment, at the closed-down impregnating ments from 1998, 410 000 persons were sed to noise, during the period 1998-2009 plant in Katrineholm. exposed to high maximum noise levels, Banverket has taken measures for around If, ahead of excavation work during over 45 dBA Lmax indoors at night, and 23 300 housing units, corresponding to maintenance and investment projects, 330 000 persons to high equivalent noise around 48 800 inhabitants. The measures ­Banverket suspects that the ground may levels, over 30 dBA Leq24h indoors. have primarily been aimed at reducing the be contaminated, Banverket takes samples Freight traffic on railways has increased highest maximum noise levels indoors. At of the soil volume to be excavated. If the sharply over the last few years. Between the same time, the equivalent noise levels ­sample shows that the excavated material 1998 and 2009, freight traffic increased by have fallen where the measures have been contains more contaminants than is accep- 21 percent. The increased kilometrage me- carried out. The measures have entailed a table, the excavated material will be pro- ans that the equivalent noise levels along reduction in the noise level of 5-10 dBA. cessed at external plant. In this way, the railways have increased in general. excavation also entails a gradual reduc- During 2009, Banverket has continued Measures during 2009 relating to tion of diffusely contaminated areas in its efforts to reduce the number of housing major infrastructure projects particular. units exposed to noise. These are mostly Noise protection measures are carried out noise-screening measures, such as insula- in conjunction with new builds and signifi- ting windows and erecting noise screens cant rebuilding of the railway. Measures along the railway and beside outside sea- relating to around 590 housing units have Goal achievement ting areas next to housing. During the been carried out in the investment projects Through the special resources for year, Banverket has also investigated the completed by Banverket during 2009, cleaning historically contaminated land opportunities for reducing noise at source, mostly along the Ådalen Line. Measures areas that are reserved in the proposal through special track polishing measures have also been carried out at more housing for a national transport plan, there are on stretches of track through heavily po- units during the year, but these investment ­prerequisites for achieving the sub-goal pulated areas. projects have not yet been completed. Ex- stating that the contaminated areas amples of these are the City Tunnel in which constitute a great­ or very great Malmö and the City Line in Stockholm. risk should be inves­tigated and as neces­ sary dealt with by 2050. This, however, Results Measures during 2009 in existing ­assumes that Ban­verket can continue to Taking into account the increase in traffic environments prioritise the ­measures, so that the areas and the noise-screening measures carried During 2009, Banverket has carried out that constitute the greatest risk are out, Banverket assesses that during 2009, work to facades of around 140 housing dealt with first. 390 000 persons were subjected to noise units, in order to comply with stage goal 1, During 2009, Banverket has started levels above 45 dBA Lmax indoors at night at most 55 dBA Lmax indoors at night in and completed a number of investigations. and 350 000 persons to noise level above bedrooms. Banverket has also carried out Banverket has also started both minor and 30 dBA Leq24h indoors. This means that, measures in accordance with stage goal 2 major rectifications. Through this invest- compared to 1998, more people are expo- during 2009. Stage goal 2 includes both ment, the number of contaminated areas sed to equivalent noise levels that are hig- protective measures in housing environ- has fallen and the goal is therefore met. her than the long-term guideline values, ments with high equivalent noise levels, despite the considerable preventative work above 70 dBA Leq24h, and also protective

48 measures in care facilities, childcare pre- contribute to the opportunity to achieve countries. Large station areas had a greater ts mises and schools with high maximum the environmental quality objective of A number of species compared to smaller ent m noise levels indoors, above 55 dBA Lmax. rich diversity of plant and animal life. Bio- areas. For the railway lines, the compo­ ul s iron

During 2009, noise protection measures tope losses, barrier effects, accidents invol- sition proved to be a clear result of the v have been carried out to the outdoor envi- ving wildlife and disruption effects are ­surrounding landscape. Indicator species d re

ronments of around 600 housing units, examples of negative influences, but rail- for great biological diversity within station n and at around 80 schools or other premises. ways can also to some extent have a positi- areas were identified and the potential for h and en s a l

ve effect on the natural environment, as environmental protection restoration was ealt

the track area in itself constitutes the living assessed to be good. During 2009, the h y, et

Goal achievement environment for various species. middle part of the country was inven­ f Compared to 1998, more people are exposed Collisions between trains and animals toried, from Frövi in the south to Öster- cy goa to equivalent noise levels that are higher can have great consequences for species sund in the north. Apart from a species i l than the long-term guideline values, despite included on the national list for threatened inventory, the work during 2009 has con- the considerable preventative work carried species. Banverket has therefore initiated sisted of a further development of the indi- t po out. However, the number of persons expo- an analysis of collisions with eagles. The cator method. Using an indicator model, r sed to maximum noise levels above the gui- aim is to find effective measures to reduce the monitoring and evaluation of the deline values indoors has fallen by more the collisions and to implement measures ­biological diversity can be simplified and spo n onsideration goal – sa C than 5 percent since 1998. The guideline va- where the majority of the accidents occur. be made more cost effective. a lues for noise adopted by the Riksdag are The report about eagle collisions produced Banverket is compensating for the land Tr exceeded for many people. Considerable during 2009 shows that a majority of acci- taken up in conjunction with the building work is carried out to maintain stage goal 1 dents occur during the six months of win- of the Bothnia Line through the Natura and to carry out measures in accordance ter (October to March). The report 2000 area south of Umeå. During the year, with stage goal 2. Stage goal 2 is expected to summarises the eight stretches in middle maintenance measures have been carried have been achieved during the period 2015- and northern Sweden that are by far the out in the land set aside as compensation. 2017. The goal is deemed to be met in part. most involved, and which represent more During 2009, the Bothnia Line project has than two thirds of all reported collisions. followed up how fish can migrate in water As eagles quickly localise carcasses, the courses under the railway. The follow-up track area must be cleared of carcass re- showed that 96 percent of the passages did A rich diversity mains as soon as possible. Initially, this is not constitute any obstacle to migration for of plant and the most effective measure, but in the long- fish. In order to prevent the killing of birds, er term collisions with large mammals in areas particularly rich in birdlife, pri- ­animal life should be prevented, for instance through marily in the Natura 2000 area south of grade separated fauna passages in combi- Umeå, the Bothnia Line has the assistance Sub-goal: By 2010 at the latest, the nation with fencing of the railway along power located in a cable duct or as a low- loss of biological diversity within severely affected stretches. hanging cable. The majority of this work 4 Sweden shall be stopped. Banverket has also started to chart the was carried out in 2009. Sub-goal: By 2015, the preservation flora and fauna within track areas to find status for threatened species in the locations that are home to red-listed spe- country shall have improved, so cies. By adapting the maintenance of the Goal achievement that the proportion of species railway area as far as possible, these spe- The sub-goals of the environmental quality classified as threatened has fallen cies may survive in the unique living envi- objective of A rich diversity of plant and by at least 30 percent compared to ronment provided by railway yards and animal life are not adapted to infrastruc­ 2000, and without increasing the embankments. In this way, the railways ture, and it is therefore not possible to as- proportion of species lost. can contribute to threatened species re- sess the goal achievement. However, the Sub-goal: By 2007 at the latest, maining in Sweden. measures carried out are assessed as con- there shall be methods for following During the inventory in 2008 of large tributing to some extent to maintaining up that biological diversity and parts of southern Sweden, two species and developing biological diversity. biological resources both on land were found which are new to the Nordic and in water are used in a sustain­ able way. By 2010 at the latest, biological diversity and biological resources both on land and in water shall be used in a sustainable way, so that biological diversity is maintained at landscape level.

Goal cannot be assessed

Indicators for assessing goal achievement: Measures contributing to the achievement of the environmental quality goal A rich diversity of plant and animal life.

Actions and results JRailways affect the natural environment in a number of different ways, and thereby

49 50 övrig återrOtappoher rertpoerirntsg Other reports ts r po her re t O External assignments ciated with Banverket’s building of new Profit The scope and profit/loss of external stretches of railway. There is no financial The most important key ratio used to com- ­assignments are shown in the table below. surplus goal for these assignments either. pare profitability of the profit centres with Table 19. Examples of assignments of this type are the sector in general is the operating mar- The share of the profit centres of the investigations carried out for Botniabanan gin. The total picture of the operating mar- external assignments is reported in greater AB and the building of railway stations for gin of the external assignments compared detail in the chapter Banverket’s profit Malmö Municipality in conjunction with to the corresponding sector is shown in the ­c e n t r e s . the City Tunnel project in Malmö. table below. Table 21. The part of the external assignments The external assignment operation in- For 2009, the profit centres show an carried out by Banverket’s administrative cludes services exports. In accordance operating margin for sales outside Banver- units consists to a large part of sales of with Clause 8 of the Service Export Ordi- ket that lies within or exceeds the intervals electric energy to companies operating nance (1992:192), a separate result report deemed to be relevant for comparable train traffic. The aim of this operation is to for the service export operation is provi- companies in the sector of each centre. offer train operators electric energy at low ded below. Table 20. The section Assignment operations ac- and stable prices. There is no financial sur- counts for a number of supplementary key plus goal for this operation. The increasing The goal is for Banverket to carry out ratios for each centre in addition to the income reflects an increasing volume of external assignments with a profit­­­ operating margin. train traffic and rising electricity prices. ability that is comparable to that of the The administrative unit’s assignment sector in general. operations also include assignments asso-

TablE 20 TablE 19 External assignments, Service exports, SEK million SEK million Income Costs Result1 2009 2008 2007 2009 2008 2007 2009 2008 2007 2009 2008 2007 Contractor services 27 28 122 -21 -29 -160 6 -1 -38 Telecom services Telecom services 8 6 17 -6 -5 -12 2 2 4 Income 255 213 243 Other services 1 17 10 0 -15 -9 1 2 1 Profit/loss 50 55 76 Total 36 51 150 -27 -48 -181 8 3 -32 Contracting and consultancy operations Profit/loss = profit/loss after net financial costs. Income 935 820 790 Profit/loss 33 21 13

Training operations TablE 21 Income 36 24 24 Profitability of the profit centres in relation Profit/loss 2 0 2 to the sector as a whole Materials supply Banverket Production 2009 2008 2007 2006 2005 Income 654 494 475 Net sales SEK million 935 703 691 667 469 Profit/loss 28 7 9 Operating margin % 3,5 1,3 0,3 6,0 8,3 Total external assignments Sector average % 1-5 0-5 3,0 3,0 per profit centre Banverket ICT Income 1 880 1 551 1 532 Net sales SEK million 255 213 243 251 246 Profit 113 83 100 Operating margin % 19,4 25,6 32,3 19,4 12,2 Sale of electricity Sector average % 0-12 5-20 10–20 10–14 Income 1 273 1 164 1 009 Banverket Järnvägsskolan Profit 0 0 0 Net sales SEK million 36 24 24 24 24 Other external assignments Operating margin % 7,0 0,9 7,3 1,2 0,0 Income 397 248 435 Sector average % 0-3 4-5 3,0 3,0 Profit 0 0 0 Banverket Materialservice Net sales SEK million 654 494 475 296 244 Total other external assignments Operating margin % 3,7 2,0 2,8 2,4 4,9 Income 1 670 1 412 1 444 Sector average % * Profit 0 0 0 *No information available, as there is no comparable sector Total income from external commissions 3 550 2 963 2 976 Total profit from external assignments 113 83 100

51 GRAPH ��

ts Administration costs in relation r to operational volume 2007-2009, percent po

10 %

8 % TablE 22 her re t Administration excluding profit centres, 6 % O SEK million 4 % 2009 2008 2007 4,3 3,7 Developing Banverket’s railway network 186 149 181 3,3 2 % Delivering train paths 602 498 478

Sectoral duties 11 6 8 0 % 2007 2008 2009 Total administration 799 653 667

Administration The accounts shall be reliable and accurate, The world in which Banverket operates is The Administration section accounts for and Banverket shall use the Government’s constantly changing, and this also applies costs for administration and the direct and money wisely. The internal management to the requirements and wishes of cus­ indirect support required for the efficient and control shall safeguard that the ope­ tomers and owners. Preparations for the operation of Banverket’s core operations, ration is carried out in accordance with establishment of the Swedish Transport Developing Banverket’s railway network, the decisions made, and that it is planned, Administration as from 1 April 2010 have Delivering train paths and Sectoral duties followed up and evaluated. Important been an important part of the work with Administration covers management, ­elements included in this are risk ana­- internal management and control. service, financial and personnel adminis- lysis, controls, audits, follow-up and tration, short-term and long-term plan- ­documentation. Risk evaluation ning, programming work, operational Banverket’s operation is considerable and development, international collaboration, Internal management and control complex in many respects, which also standardisation and investigations at sys- of Banverket ­means that the operation is subjected to tem level. Also included is follow-up and Banverket’s management philosophy many types of risks. Risk handling is other work that is not directly assignable to ­entails management by objectives and re- ­therefore given high priority. The work the core operations. sults. This has been judged to be the most aims primarily to identify and handle cost Costs for administration have increased effective form of management. Manage- effectively those risks that may influence by SEK 146 million between 2008 and ment by regulation (laws, ordinances and the prerequisites for achieving Banverket’s 2009. The major part of the increase, internal regulations), management by as- goals. Risk handling is therefore constantly around SEK 111 million, relates to reorga- signments and financial management (bud- being developed and improved. nisation costs in conjunction with the con- getary frameworks) are complements For several years, an overriding regu­ version of Banverket Production into a within the framework for management by latory framework has been in place. There company. In Graph 16, which shows admi- objectives and results. For major invest- is a requirement for risk analysis to be nistration costs in relation to operational ment projects, special management groups part of the design of both operational volume, these costs have been excluded. are formed. plans and management. The requirements Table 22 and graph 16. Management by objectives and results are expressed in planning and follow-up means that objectives are set for an opera- instructions, and in the procedures for tion, that results information is produced ­management review. Management review systematically and that results are analy- entails systematic and repeated follow-up Internal management sed and assessed against the objectives set. and evaluation of the internal management and control The management shall follow a common and control of Banverket. Risk analysis is thread, from vision and overriding goals also carried out at needed, for instance in Starting points down to short-term results objectives. conjunction with organisational change or The starting point of the management of A common structure for management other circumstances that may affect the Banverket is the owner’s requirements and and follow-up within Banverket has been risk scenario. Comprehensive risk analysis the customers’ expectations. The internal developed during the year, and specific IT according to a new risk handling model is management and control is designed to ­support has been introduced. carried out for investment projects. The contribute to this. Responsibility for internal management combined risk scenario forms the basis for The internal management and control and control follows line responsibility and the overriding risk analysis considered by shall be formulated on the basis of opera- is integrated in the ordinary operation. Banverket’s senior management. tional needs. The Internal Management Managers within Banverket therefore have The combined risk assessment shows and Control Ordinance (2007:603) sets the clear responsibility for ensuring given that measures have been carried out in requirement that Banverket shall ensure conditions are implemented. The require- many cases, and that the exposure to risk the operation leads towards the task and ments on managers at all levels are sum- therefore has lessened. In other cases, the goals set by the Government. marised in Banverket’s seven leadership some measures have yet to be implemen- Banverket’s operation shall be carried out dimensions. ted. The high capacity utilisation and the efficiently and in accordance with appli- A special action plan for developing in- ageing of plants are examples of risks that cable law and the obligations that follow ternal management and control has been are still current. High loading on the po- from Sweden’s membership of the EU. produced, and is followed up continuously. wer supply network is an example of a new

52 ts r po her re t O

risk. Lack of competition on the supplier taken care of, shall be carried out continu- communicated primarily through annual, market is an example of a risk that has ously and systematically. A number of quarterly and monthly reports. Communi- ­reduced. ­controls and analyses have been carried cation is carried out via Banverket’s intra- Risk analyses have been carried out in out to supplement the routine controls. net and in conjunction with various order to clarify the risks and consequences Areas for these supplementary controls meetings, such as workplace meetings. that may arise as a result of the conversion have been chosen on the basis of both into a company of Banverket Production ­significance and risk. Monitoring and evaluation and the establishment of the Swedish Traf- Banverket bases its assessment of the quality fic Administration. Information and communication of internal management and control on The information operation within Ban­ a number of fundamental procedures. Control activities verket shall contribute to the achievement Day-to-day operational follow-up The ordinary follow-up shows how well of the overriding goals. This places great ­provides signals of to what extent the the operation has managed to achieve the requirements on the image of Banverket ­internal management and control has requirements set in the form of goals, bud- and the image of the railway being positive led to Banverket achieving its goals and gets, etc. An evaluation phase of the fol- and clear, both internally and externally, ­requirements set. low-up identifies any need for measures. which in turn requires Banverket to com- Effectiveness and appropriateness of The follow-up sets requirements that any municate actively and professionally. management and direction are followed new identified risks are quantified and do- The dialogue and collaboration between up through the common routine ”manage- cumented. different parties is central to the manage- ment review”. Such reviews are carried out Certification procedures are formalised ment of Banverket. This entails trusting at all levels within Banverket, and are in order to safeguard necessary and syste- collaboration between managers, employ- ­summarised ahead of management reviews matic (technically mandatory) controls of ees and trades union representatives, within Banverket’s senior management business events. As necessary, the systema- as well as a systematic and preventative group and Board of Directors. An impor­ tic controls are supplemented with manual way of working, aimed at constant im­ tant basis for the assessment is the internal controls. Special audits (verifications) that provements. audit operation. procedures are implemented, that controls Banverket’s intranet - Knuten - is part Banverket’s overriding analysis of the have been carried out (certification proce- of the management system and is one of world around it provides signals of im- dures, etc.) and that any failings in the im- the most important channels of communi- portance for the operations, which can plementation or functionality have been cation. The results of the operation are provide incentives for corrective measures.

53 TablE 23 investments using imprest loans from

ts Imprest loans ­municipalities or individuals with the r Total cost Total agreed Paid aim of bringing forward investments or

po (2009 price imprest imprest Object Lender level) amount amount to avoid delays in investments in relation Uppsala Rail Yard Uppsala Municipality 1 296 387 200 000 200 000 to the current track provision plan. The New passing station LKAB 60 852 48 500 17 000 permit applies with certain limitations.

her re Näsberg–Murjek Banverket and the Government have t Platform investment at Skånetrafiken 12 332 8 500 8 500 O ­granted imprest of a total SEK 708 million. Stångby, Maria, Ödåkra and Kattarp The accumulated costs of the imprest Trelleborgs Harbour Trelleborg hamn 63 382 * 21 692 after repayment, or Banverket’s liability, Nynäs Line, track amounts to SEK 449 million at the end of and platforms Stockholm County Council 887 161 250 000 100 000 the year. Table 23. Ådalen Line, pilot study, Härnösands Municipality 2 116 552 552 Sundsvall-Härnösand Västernorrland County Council 1 000 1 000 Timrå Municipality 390 390 International work Platform extensions Skåne Region Skåne 254 268 200 000 100 000 During the year, Banverket has been very Total 2 576 498 708 942 449 134 engaged in a number of issues aimed at *Banverket and Trelleborg hamn (harbour) estimate that Trelleborg hamn’s loan to Banverket will amount to ­developing and improving the transport SEK 36 million. market within the EU. This applies in par- ticular to the collaboration around the ­Baltic, a prioritised railway network for Administration of capital basis for this undertaking is a decision by freight, Green Corridors for more environ- cost guarantees the Riksdag, notified to the administrations mentally friendly transports and not least in their appropriation letters. Banverket EU’s future transport policy. Banverket has Svensk-Danska Broförbindelsen AB and the SCAA shall also continue to con- also informed about Swedish experiences, (SVEDAB) tribute the necessary capital to the compa- for instance, representatives of the Banverket and the Swedish Roads Admi- ny for its operation on a day-to-day basis. administration’s senior management have nistration have issued a capital adequacy participated in several important confe- guarantee relating to undertakings to co- rences in order to inform about the de­ ver SVEDAB’s equity. Capital contributions regulation of passenger traffic in Sweden with interest are provided in the form of Operations in company and our good relations with the traffic payment undertakings (promissory notes). form companies. Interest has been great, not The contributions are provided in the pro- least from the EU Commission. Sweden portion of 50 percent each by Banverket Tunnelpersonalen i Malmö AB has also on several occasions during 2009 and the SRA. Banverket owns all shares in Tunnel­ been singled out as a pioneering country As a result of SVEDAB reporting profit personalen i Malmö AB. The main task within the development of the railway carried forward at the year-end 2009, no of the company is to lease premises and transport market, where Banverket plays capital contribution for 2009 needs to be to supply staff, equipment and fixtures an important role. paid. Interest on shareholder contribution and fittings for the City Tunnel project. During the year, the increasing efficiency already paid amounted to SEK 24.0 (33.3) of Banverket’s international work has con- million during 2009. The accumulated Skandfast Ett HB tinued. Efforts have been made to clarify shareholder contribution plus interest Banverket owns five percent of the parti­ and to avoid double work, not least in the for Banverket amounts to SEK 940 (916) cipations in the partnership Skandfast international organisations with which million. Ett HB. The company’s task is to manage Banverket participates. Management and the property leased by Banverket for part leadership on international issues have Arlandabanan Infrastructure AB of the operation in Borlänge. also been developed in order to safeguard Banverket and the Swedish Civil Aviation internal coordination within the admini­ Administration (SCAA) have issued an stration, as well as with the Government ­unlimited capital adequacy guarantee to Imprest loans and stakeholders. In this way, Banverket Arlandabanan Infrastructure AB. The ­ Banverket is permitted to finance railway has better and more effectively monitored and looked after Sweden’s interests inter- nationally during 2009. During the year, Banverket’s Director- General was elected deputy chairman and member of the board of European Infra­ structure Managers, EIM. Great efforts have been made during the year to give the organisation an explicit customer focus in order to better support the track managers in their work of meeting cus­ tomers’ needs for safe, quick and cost- effective transport by railway, in conjunction with other forms of traffic.

The Öresund Bridge

54 ts r po her re t O

55 56 Banövverkerig ått’errs prappoofit cenrtertirengs Banverket ICT, Banverket Training Centre and Banverket M During 2009, Banverket had four profit centres: Banverket Production, profit centres Banverket’s aterials Service. that Banverket Production is partially partially is Production Banverket that means This manner. a corresponding in partially workprocured are maintenance and Operational to competition. subject entirely is Production Banverket within out carried operation sub-contracting the that means This Act. Procurement Public of the provisions the with accordance in sis ba acompetitive on works conversion and companies. external from but also units, administered the come from primarily which commissions, from me inco through operations their finance tres cen The sector. railway the for training as well as of work stations provision the and maintenance and of operation form the in for IT, telephony,ty services computer nover of SEK 4.4 (4.0) billion or 70 or (74) billion (4.0) 4.4 SEK of nover tur a with areas, railway-specific within work maintenance and operation building, and sub-contracting railway by minated do are centres profit the of operations The ITS way-linked rail are areas operational Other billion. 1.9 of SEK (1.4) a supply,turnover als with materi is area operational largest next The turnover. total centres’ profit the of percent Banverket procures new construction construction new procures Banverket 13 services, network capaci network services, 12 - -

------conversion into a company. into conversion this for prepare to worked have vernment Go the and Banverket year, the During Government. the by administered are pany com the in shares 2010, the and January 1 from as AB, a company,into Infranord Production Banverket to convert decided has Riksdag the for legislation, proposal Production. Banverket for companies vate pri from as level same the to made is head over payroll the of adaptation internal an neutrality, competition achieve to order In pay dividends. and ”tax” charged therefore are They to companies. applies that system regulatory on the based is management the that means also form corporate The sector. of the those with on aare par which turns re and ratios key produce to management the requires Banverket that means This owner. as Banverket from requirement the with accordance in forms, corporate under possible as far as exercised is centres extent. some to work commission ternal ex out carry centres All neutral. petition arecom which apply conditions ­financial centre, For this competition. to ­subject Following a Government report and and report a Government Following profit of Banverket’s management The ------ments ments assign internal of number The ­million. (1 433) 1880 SEK to nowamounts and (27.0), percent 30.0 to increased has ments Consulting. for Banverket values the exclude text of the remainder the in shown figures parative com The 15to sales. (15) net of percent amounted group centre profit the within sales ever. Internal levels highest their reached have and amounts significant by turnover their increased profitcentres All 2008. at year-end a company into verted con was which Consulting, Banverket for adjustments and eliminations internal after 6282 (5 355) SEK to million, ­million 927 SEK by year the during ­increased centres profit the for turnover net Total ­profit centres ratios for Banverket’s balance sheet and key Income statement,

13) 13) 12) The proportion of external assign- external of proportion The ITS (Intelligent Transport System) Transport (Intelligent ITS 2008 exkluding Banverket Projektering Projektering Banverket exkluding 2008 earned in competition remains remains competition in ­earned

­

­ ­

57 Banverket’s profit centres s at the same level of 44.9 (44.5) percent, units, primarily for issues and measures fallen, mainly due to increased inventory or SEK 2 823 (2 384) million. relating to archiving in conjunction with and accounts receivable. On the liability re

t The ratio of production costs to net the conversion into a company. side, equity increased with the profit for ­turnover has increased by 2 percentage Operating profit fell to SEK 125 (324) the year of SEK 97 (135) million to SEK 1 points to 89 (87). million. Operating margin fell to 2.0 (5.9) 740 (1 703) million. Dividend paid out Selling and administration costs remain percent, mainly due to one-off items and during 2009 amounted to SEK 32.4 (23.6)

cen ofit at the same level, despite there being one costs for the conversion of Banverket Pro- million. Net transfers to tax allocation re- r profit centre fewer. Administration costs in duction into a company. Profit after net fi- serves of SEK 38 (58) million have been s p

’ total for the profit centres amounts to SEK nancial items was SEK 96 (251) million. Net made. Among the current liabilities, ac- t 399 (398) million. financial items was SEK 33 million lower: counts payable are significantly higher The costs incurred during the year for -29 (-62) with the interest rates that applied than last year.

erke the conversion of Banverket Production during the year. Banverket Production and Banverket v into a company are included in the ope­ The balance sheet total has continued ICT are publishing their own annual re- n

a rating profit and amount to SEK 106 to increase slightly, and now amounts to ports for 2009. These will report and com- B ­million. In addition, there are costs in­ SEK 4 197 (3 965) million. On the asset ment on the result and operation of the curred by Banverket’s administrative side, it is mainly current assets that have units in greater detail. Table 24, 25, 26 och 27.

TablE 24 Income statement for Banverket’s profit centres, SEK million

2009 2008 2007 Net sales 6 282 5 820 6 028 Production costs -5 668 -4 939 -5 087 Gross profit 614 881 940 Selling expenses -56 -70 -96 Administrative expenses -342 -478 -407 Extraordinary items -109 -1 0 Other 18 -7 33 Operating profit 125 324 470 Net financial items -29 -58 -64 Profit after net financial items 96 266 406

TablE 25 TabLE 26 Balance sheet for Banverket’s profit centres, Key ratios SEK million 2009 2008 2007 Proportion of external assignments of total, % 29,9 26,6 25,4 Assets 2009-12-31 2008-12-31 2007-12-31 Proportion of internal assignments Fixed assets 2 364 2 435 2 510 subject to competition, % 44,9 45,0 45,7 Inventory and work in progress 588 500 478 Total operating margin, % 2,0 5,6 7,8 Other current assets 1 245 1 170 1 340 Operating margin for external assignments, % 5,8 5,6 7,0 Cash and bank balances 0 0 0 Return on employed capital, % 4,1 10,8 16,5 Total assets 4 197 4 104 4 328 Return on equity, % 5,7 8,4 15,6 Equity and liabilities Equity ratio, % 41,5 44,2 38,1 Internal equity 1 643 1 667 1 408 Investments excl. telephony and Profit for the year 97 146 241 infrastructure, MSEK 99 168 122 Total equity 1 740 1 812 1 649 Investments in telephony and infrastructure, MSEK 196 86 62 Provisions 81 23 26 Cash flow after investments, MSEK 49 169 47 Internal long-term loans 914 980 1 092 Number of permanent employees at year-end 3 552 3 868 3 956 Other long-term liabilities 63 83 75 Key ratio definitions Current liabilities 1400 1 206 1 487 Operating margin: Operating profit as a percentage of net sales. Return on employed capital: Operating profit plus financial income as a percentage of average Total liabilities 2 457 2 292 2 679 capital employed. Total equity and liabilities 4 197 4 104 4 328 Capital employed: Balance sheet total less non-interest bearing liabilities. Return on equity: Profit for the year (after appropriations and internal tax) as a percentage of average equity. Equity ratio: Equity as a percentage of balance sheet total.

TablE 27 Profit centre operationst, SEK million

Internal assignments Internal assignments E external assignment work subject to competition not subject to competition Total 2009 2008 2007 2009 2008 2007 2009 2008 2007 2009 2008 2007 Income 1 880 1 550 1 532 2 823 2 622 2 755 1 579 1 648 1 741 6 282 5 820 6 028 Costs -1 771 -1 464 -1 425 -2 919 -2 545 -2 597 -1 468 -1 487 -1 535 -6 157 -5 495 -5 557 Profit 109 86 107 -96 77 158 112 161 206 125 324 470 Net financial items 4 -4 -7 -1 1 -5 -31 -55 -52 -29 -58 -64 Profit for the year 113 82 100 -96 78 153 80 106 154 96 266 406

58 s re t cen ofit r s p ’ t erke v n a B

Banverket Production

Banverket Production, with a market share of 65 percent, is one of the leading actors During the year, maintenance workshops and a workshop for point reviews have also on the Swedish railway market in terms of operation, maintenance and construction been closed down at a cost of SEK 9 million in total. work. The operation is divided up into five business areas: Service, Construction, The costs for the conversion into company form amount to SEK 106 million, and Machines, Telecom and Workshop. The proportion of work subject to competition include provision of SEK 14 million for staff who elected not to transfer to Infranord. was 87 (77) percent at the end of 2009. At the same time, 88 percent of Banverket’s Other costs for the company conversion have related to costs for IT systems, costs track kilometres in relation to maintenance were subject to competition. for extra staff, as the ordinary staff worked with preparations ahead of the conver- Tenders lost during 2009 amounted to SEK 3.0 billion, compared to SEK 1.7 billion sion into Infranord and also costs for consultancy help, with a new trademark among during 2008. During 2009, the loss of the Västra Götaland tender came into effect, others. with a loss of SEK 1.2 billion, which affected the key ratio of tender successes to 37 Operating loss amounts to SEK -81 (107) million, with an operating margin of -1.8 (68) percent. Comparisons between years must be regarded with some care, as a (2.7) percent including costs for the conversion into a company. The operating profit tender is not always awarded within the same period as it was made. The proportion excluding one-off items and company formation costs amounts to SEK 124 million, of sales to customers other than Banverket has continued to grow, and now amounts which gives and operating margin of 2.8 percent. The owner’s required operating to 21 (18) percent, or SEK 935 (703) million. margin excluding company formation costs was 3.0 percent. In December 2009, the Riksdag decided to convert Banverket Production into the Profit/loss after net financial items was SEK -82 (104) million. Investments during new company Infranord AB, starting as of 1 January 2010. All staff employed by the year amounted to SEK 92 (138) million. The number of permanent employees at Banverket Production were offered a move to the new company. Only a few elected year-end was 3 040 (3 049). During the year, 89 persons retired and 89 left for other not to do so. reasons. Net turnover increased during the year by SEK 481 million, to SEK 4 436 (3 955) mil- In the year’s employee survey, the dynamic focus figure increased by almost lion or by 12 percent. The increase is primarily within the business area Construction, three units to 65 (62.3). An increase was established, particularly within the areas by SEK 498 million. The business area Service increased its net turnover marginally, efficiency, social climate and learning at work. while the other business areas, which are considerably smaller, decreased slightly. During 2009, all processes have been reworked. The work continued during 2010 in The margins for projects won are still small and, apart from the general project risks order to take into consideration the changes needed in conjunction with converting within both Construction and Service, can also be affected by the proportion of into a limited company. material included, the proportion of sub-contractors and the proportion of leased . production resources. Improvement work, with better project management and early correction of projects with profitability problems are important features of TablE 29 the ordinary leadership work. During the year, maintenance contracts have been K ey ratios 2009 2008 2007 written down by SEK 20 million. The profit has also been charged with write-down of fixed assets amounting to SEK 7 million and provision for guarantee risks of SEK 7 Operating margin, % -1,8 2,7 4,1 million. The accounting principles for staff costs in conjunction with saved holidays Return on employed capital, % -8,3 11,2 18,7 have affected profit by SEK 23 million. Provision has also been made for staff costs, Return on equity, % -0,1 6,1 11,4 both with a voluntary package for reducing the number of employees worth SEK Equity ratio, % 50,1 58,9 50,5 25 million, and also SEK 8 million for a so-called 58 plus solution for 10 persons in Capital employed, mnkr 933 984 950 conjunction with Banverket Production losing a service contract in Västra Götaland. Investments, mnkr 92 138 88 Cash flow after investments, mnkr -8 23 131

TablE 28 Number of permanent employees at year-end 3 040 3 049 3 159 Income statement, SEK million

Internal assignments Internal assignments E external assignment work subject to competition not tsubject to competition Total 2009 2008 2007 2009 2008 2007 2009 2008 2007 2009 2008 2007 Income 935 703 691 2 916 2 347 2 505 585 906 1 120 4 436 3 955 4 316 Costs -902 -693 -689 -3 015 -2 298 -2 373 -600 -857 -1 075 -4 517 -3 848 -4 138

Profit/loss 33 9 2 -98 49 132 -15 49 44 -81 107 178 Net financial items 0 -1 -2 -1 -2 -6 0 -1 0 -1 -3 -8

Profit/loss for the year 33 9 0 -99 47 126 -15 48 45 -82 104 170

59 s re t cen ofit r s p ’ t erke v n a B

Banverket ICT

Banverket ICT is responsible for the operation, administration and investments in Ban­ there were cost increases for the merger project with Swedish Road Administra- verket’s telecom plant, as well as operation, administration and support of IT infrastruc- tion IT, increased personnel costs, licence costs and increased costs for emergency ture, IT applications and IT workplaces. The operation is carried out within the business standby. The increased costs have affected operating margin, which is 13.4 (21.9) areas Network and operational services, ITS 14 services and Office-related services. The percent for the entire operation, but with big variations within the various business major part of sales is to Banverket units. Other customers, who have 27 (26) percent of areas. The owner’s required operating margin for 2009 was 18.7 percent. The costs turnover, consist of telecom companies, railway companies, major companies, Swedish of the merger with Swedish Road Administration IT and changes to depreciation Road Administration (SRA) and Vectura, a unit converted into a company. periods have affected the operating margin by around 4 percentage points. Profit On 1 November 2009, around 130 employees were transferred from SRA IT to Ban- after net financial items fell to SEK 88 (142) million. verket ICT, in accordance with a decision by the Director-Generals of Banverket and Investments for 2009 amounted to SEK 196 million. The new contracts with the SRA. The remaining operational transfer was carried out on 1 January 2010. The Infranord and Vectura have entailed investment increases of SEK 20 million. The external costs for the operational transfer of 2009, apart from the costs for removal remaining increase relates to investments for increased services to Banverket’s and premises, are shared equally between Banverket and the SRA. The net cost for Operations Division. Banverket ICT i conjunction with this change during 2009 amounts to SEK 17 million. In addition to the changes mentioned above, during the year Banverket ICT has Apart from the transfer of staff, an agreement has been signed with the SRA relating carried out a great number of measures within all business areas as decided in the to the take-over of their customer agreements with the Swedish Transport Agency Business Plan for 2009. Within management and direction, a number of improve- The operation has also been dominated by further major customer projects. Two ment projects have started to show noticeable results already during 2009. of the projects relate to moving and developing the IT systems of the units converted Despite the large-scale changes carried out by Banverket ICT during 2009, this into companies, Infranord and Vectura. Other projects have related to telephony for autumn’s staff survey has only been affected marginally. The survey was carried out SJ (Swedish State Railways) and responsibility for a development project from the before the formal merger with Swedish Road Administration IT, and the dynamic Swedish Transport Agency, entailing taking over the operation of the congestion focus figure fell from 67 to 66. The target for Banverket in its entirety is 70. charge system for Stockholm. Including the operational take-over from Swedish Road Administration IT, net sales 14) for Banverket ICT increased to SEK 951 (822) million. Of the income increase of SEK ITS (Intelligent Transport System) 15) 129 million, SEK 69 million represents internal sales within Banverket, and of this, Implementation of IP (Internet Protocol) SEK 14 million relates to preparation of the IT system for the profit centre converted into a company Infranord, and SEK 47 million relates to an increase in sub-contractor services within the business area ITS services. Sales outside Banverket increase by TablE 31 SEK 43 million and consist of services to the Swedish Road Administration of SEK 24 Key ratios 2009 2008 2007 million and to Vectura of SEK 15 million. Compared to 2008, costs of goods sold in relation to net sales increased to 83 (73) percent and amount to SEK 786 (601) mil- Operating margin, % 13,4 21,9 26,0 lion. Despite the increase in sales, operating profit has fallen by SEK 53 million to SEK Return on employed capital, % 7,8 11,0 13,8 127 (180) million. Operating profit has been charged with SEK 24 million as a result Return on equity, % 7,1 12,6 19,2 of adjustments to depreciation period for telephony and some transmission plant. Equity ratio, % 36,8 34,4 29,0 15 The adjustment was introduced due to a shift in technology towards IP . Otherwise, Capital employed, SEK million 1 617 1 635 1 669 Investments, SEK million 196 99 74 Cash flow after investments, SEK million 94 168 -144 Number of permanent employees at year-end 394 243 230 TabLE 30 Income statement, SEK million

Internal assignments Internal assignments E external assignment work subject to competition not tsubject to competition Total 2009 2008 2007 2009 2008 2007 2009 2008 2007 2009 2008 2007 Income 255 213 243 0 0 0 696 610 439 951 822 681 Costs -206 -157 -164 0 0 0 -618 -485 -332 -824 -642 -496

Profit 50 55 78 0 0 0 78 125 107 127 180 185 Net financial items 0 -1 -2 0 0 0 -39 -37 -45 -39 -38 -47

Profit for the year 50 55 76 0 0 0 39 87 62 88 142 139

60 s re

Banverket Training Centre t

Banverket Training Centre is responsible for the major part of Banverket’s training courses within the rail sector. Banverket Training Centre also sells courses to external customers. The main market lies within railway administrations, traffic companies

and contractors. cen ofit

2009 has been a successful year for the Training Centre. The recession has meant r that demand for courses run by the Training Centre has been greater than ever. Net s p turnover increased during the year by SEK 11.5 million, to SEK 72.9 (61.4) million or by ’ t 18.7 percent. The proportion of sales outside Banverket has increased to 49 (38) per- cent, where the Swedish Public Employment Service is the biggest customer. Opera- All courses have increased in turnover compared to 2008, except track welding and ting profit was SEK 5.2 (0.6) million. Several factors have contributed to the improved erke train driver training. Within the vehicle area, traffic safety training has replaced the profit; apart from increased turnover and the changeover of the operation to courses v fall-off in demand that continued during 2009 in respect of train driver training. The in greater demand. The cost of production in relation to net turnover fell to 52 (59) n

falling demand has also led to Banverket Training Centre writing down the value of a

percent. Among the costs there are also some major one-off costs, for instance for B the engine simulator previously used, which affected profit by SEK 3.4 million. leadership training and consultancy support in conjunction with the upgrading of During 2009, the Training Centre has implemented major organisational change. the financial system. Operating margin was 7.1 (1.0) percent, which exceeds the The employee survey during autumn 2009 showed an increase in the dynamic focus owner’s requirement of 4.5 percent. The key ratio ”teaching ratio”, showing the time figure to 76.3 (64.1), which exceeds the target for 2009, which was 70. spent by teachers on planning, preparation and carrying out training in relation to total working hours has increased to 71.8 (67.8) percent.

TablE 33 Key ratios 2009 2008 2007 TablE 32 Operating margin, % 7,1 1,0 7,7 Income statement, SEK million 2009 2008 2007 Return on employed capital, % 18,3 2,0 13,8 Net sales 73 61 64 Return on equity, % 13,8 0,2 22,9 - of which external assignments 36 24 24 Equity ratio, % 50,8 43,6 41,1 Operating profit 5 1 5 Capital employed, SEK million 29 28 35 Net financial items 0 -1 -1 Investments, SEK million 5 4 3 Profit after net financial items 5 0 4 Cash flow after investments, SEK million 0 6 6 - of which external assignments 2 0 1 Number of permanent employees at year-end 60 55 52

Banverket Materials Services

Banverket Materials Service is responsible for the provision of strategic rail materials has also continued to improve the dialogue with customers in order to get a basis for to all of Banverket’s infrastructure. Banverket Materials Service is also responsible better forecasting of materials supply. Both the service level 16 83 (77) percent and for the flow throughout the logistics chain, from manufacturer to administration, delivery precision 17 96 (95) from Banverket Materials Service have continued to im- throughout the economic life of the infrastructure. The external market consists of prove. The target for 2009 was a service level of 90 percent and a delivery precision sales to contractors and to the principals of other railway infrastructure. of 95 percent. The lead time for customers when ordering is still such that just under The total sales volume reached its highest ever level during 2009, with a net turno- half of all goods ordered are wanted within a week. ver of SEK 1 939 (1 410) million, which was an increase of SEK 529 million. The season Profit after net financial items amounts to SEK 85 (5) million, which is the best started early, and was therefore long, with deliveries to many major investment result ever shown by Banverket Materials Service Operating margin was 3.8 (1.8) projects in progress. Sales of materials to customers outside Banverket continued percent, which exceeds the owner’s requirement of 3.0 percent. Investments during to increase to SEK 654 (494) million, with deliveries to contractors such as Balfour the year amounted to SEK 2 (12) million, and consist of supplements to the inventory Beatty, Strukton and Volker Weiss. handling equipment. The cost of production in relation to net turnover fell by 2 percentage points to 96 As a result of the conversion into a company of Banverket Production 18, a decision (98) percent. has been taken to move the track workshop in Sannahed to Banverket Materials Last year’s great uncertainty on the raw materials and currency markets, with Service as from 2010. Preparations for this were carried out during autumn 2009. fluctuations in steel and fuels, and with worse exchange rates and a weaker krona, meant that Banverket Materials Service during 2009 has implemented a number of changes to the routines regulating the foundations for inventory values, handling of raw materials prices and exchange rate differences. 16) Measures how well Banverket Materials Service fulfils the customer’s first Early information about materials requirements for planned projects and the work ­desired delivery date carried out before delivery constitutes an important part of the work of securing 17) Measures how well Banverket Materials Service fulfils its promise to materials supplies in a cost-effective way. The areas where there is good long-term the customer planning also show clearly better profits. During 2009, Banverket Materials Service 18) As from 1 January 2010, Infranord AB

TablE 34 TablE 35 Income statement, SEK million Key ratios 2009 2008 2007 2009 2008 2007 Net sales 1 939 1 410 1 503 Operating margin, % 3,8 1,8 2,8 - of which external assignments 654 494 475 Return on employed capital, % 14,8 6,2 10,8 Operating profit 74 26 42 Return on equity, % 29,7 4,5 18,8 Net financial items 11 -21 -12 Equity ratio, % 26,0 22,8 20,2 Profit after net financial items 85 5 29 Capital employed, SEK million 550 453 390 - of which external assignments 28 7 9 Investments, SEK million 2 12 15 Cash flow after investments, SEK million -38 -58 17 Number of permanent employees at year-end 58 58 56

61 62 Employees conversion into acompany, which was carried out at year-end 2009. the Swedish Transport Administration. F During 2009, much of the work within this area has been aimed at preparing and supporting the formation of E mployees or Banverket Production, much work has been spent on preparing for the s Table 36

Key ratios yee o

2009 2008 2007 l Number of permanent employees (average) 6 213 6 534 6 510 – of which women 21 % 20 % 20 % Emp – of which men 79 % 80 % 80 % Number of temporary employees (average) 345 325 272 Total number of employees (average) 6 558 6 859 6 782 Number of new employees 464 367 265 – of which women 31 % 35 % 18 % – of which men 69 % 65 % 82 % Proportion of leavers 4,9 % 6,0 % 5,6 %

Employee structure within the EU. The work is important, During 2009, work within the sector has The number of permanent employees has as the issues are affecting us ever more. been focused on highlighting the railways fallen slightly during 2009. An important The work is also an important part of the and the railway sector. The primary target reason for this is that Banverket Consul- monitoring of the outside world. The areas is young people between the ages of 15 and ting was converted into a company at year- affected are, among others, working en­ 19. The aim and goal of this work is to end 2008. Banverket has employed staff vironment, equality and social security strengthen the sector’s trademark and to in­ with strategic tasks, particularly within the for employees. crease interest among young people, so that investment side, in order to manage the For a couple of days in October, Ban- more want to work within the railway sector. large amount of investments during 2009. verket hosted an HR manager meeting Much work has been put into supporting The average age of Banverket’s employ- within The Community of European the establishment of training ­courses ees is 47 years. The average age for women ­Railway and Infrastructure Companies within the state school system, and this has is 43 years and for men 48 years. In terms (CER). The conference was carried out in provided good results. At ­lower secondary of age structure, Banverket has a more conjunction with Almega. The meeting level, years 6-9, a train­ing package even gender distribution in the younger started with presentations of the Swedish ­”Pioneering technology” has been deve­ employee groups, and most men in the railway system, with speakers from Ban- loped during 2009. The material is now ­older employee groups. Table 36. verket, Green Cargo and Almega. The available in ”boxes” and can be ordered ­Swedish Ministry of Enterprise, Energy from the Royal Swedish Academy of and Communications also participated in ­Sciences. Many schools have notified their The employee perspective the conference and described the work interest, and 120 teachers will receive Banverket carries out regular employee with transport issues during the Swedish training in using the material at the schools. surveys. They give a good picture of the chairmanship of the EU. As a result of the At upper secondary level, seven schools psychosocial working environment and meeting, Banverket will participate in the training electricity and signalling technici- form a good basis for development work. work on a strategy for the international ans on the electricity programme and five A survey was carried out during autumn HR work within the framework of the EU schools offering track technology on the 2009. The results show that the psychoso- system. building and construction programme cial working environment is good, and the In the project ”Builders of society in have started. The schools are ­located from total average has increased by several units cooperation” and the later ”Builders of Vännäs in the north to ­Malmö in the south. since the measurement in 2008. The aver- ­society in a transport administration”, The new curriculum for upper secondary age value for 2009 was 68 (63). the training course ”Leadership during school, to be introduced in 2011, will During the year, individual control change” has been developed together ­include railway technology as a subject. cards have been introduced throughout with the Swedish Road Administration in Banverket Training Centre’s advanced the group. They follow the operation’s con- order to prepare managers ahead of the vocational training course has had a large trol cards, and provide support to employ- formation of the Swedish Transport Ad­ number of applicants, and a second session ees, so that they know the goals of the ministration. The establishment of the of the course ”Construction engineering operation and feel part of Banverket’s busi- joint centres within the HR and finance specialising in railways” has started. ness. The control cards are a good tool for areas should also be seen in the perspec­ At university level, work is continuing supporting the development within the tive of skills development and preparation on creating a virtual railway university areas goal quality and participation, which ahead of the formation of the Swedish between Lund University Faculty of En­ are areas for improvement according to the Transport Administration. gineering, Luleå University, Chalmers employee survey. Skills provision in the sector is now­ ­University of Technology and the Swedish adays a well-established collaboration Royal Institute of Technology. The idea is with many parties from the railway and that each course arranger will specialise, Skills provision construction sectors. The work is pro­ while students have the opportunity to Active monitoring and analysis of the ducing results, and this is shown by ”pick and mix”. ­outside world is an important starting ­Banverket having risen 10 places in the At EU level, a project named Skillrail point and foundations for the skills pro­ Company Barometer survey, and is now is starting its work in January 2010 within vision work, both internally and within in 33rd place. The Company Barometer the seventh framework programme. The the sector. is intended for undergraduates. Among aim is to build a virtual railway university Banverket is continuing its work with young professionals, Banverket has risen in Europe, and Sweden is one of the social dialogue, which is a collaboration in attraction from 31st place to 25th, ac­ ­participants. between parties on the labour market cording to the Career Barometer.

63 64 Employees close to it. Table 37. it. to close but is groups, management of equal goal things. other among of women, development the impede that organisation own the in patterns and tion documenta is there whether analysing of consists work The managers. HR two and managers future two managers, change two are Banverket from participants The sphere. public the within provision skills to strategic relating on issues Government the toit assist is task whose hority - aut apublic Development, Resources man Hu Strategic for Council Swedish the by coordinated and led is jämt) leder (Staten women. and men between gap wage the to reduce contribute thereby and increase, to is functions expert and gerial mana in women of proportion the that is aim overriding The employment. vernment Go in development women’sfor career programme a three-year in participating oneauthorities ofis public ten Banverket E target distribution gender the for interval the within teams management and boards of Proportion men which – of women which – of M men which – of women which – of directors of boards internal M groups management in and boards on men and women of number The T quality and diversity abl embers of Banverket’s management groups groups management Banverket’s of embers and Directors of Board Banverket’s of embers Banverket does not entirely reach the the reach entirely not does Banverket equally” leads state ”The project The E 37 - - - -

the working environment area. environment working the within projects development and search safety. electrical work on internal the and ronment envi work construction the for gislation le new was theme The committees. safety Banverket’s in participants forheld the was change. of work the in representative safety the of role the and stress assessment, risk change, of work of aspects theoretical included programme The Administration. Transport Swedish the creating in entailed change work of of the organisation the porting sup of apart as out carried been has tives fied. certi be to able Banverket make to is work 18001. ofOHSAS the purpose and aim The the tostandard according certification the for are needed groupdocuments The level. at documents supporting and of directing development the been has year the during work of area important and An great W Banverket also participates in some re some in participates also Banverket seminar appreciated a much June, In A training course for safety representa safety for course A training orking environment

2009-12-31 174 st 27 st 67 % 37 % 63 % 35 % 33 % older or years 50 Employees -49 years 30 Employees younger or years 29 Employees M Women more) or days (60 sickness long-term which – of Total absence Sickness T abl en E 38 ------, percent 31 January 2011.31 January until runs project research The produced. festyle. li ahealthy 15 have and percent festyle, li their with careful be should 25 percent of Agroup (4 percent). lifestyle unhealthy an with that is group smallest The percent). (56 lifestyle acceptable who have an those is Banverket within group largest the that interest. great shown have they for which telephone, via advice health get also can Participants computers. their via direct guidance health personal receive they survey, the in fill cipants parti the When Banverket. and holmståg Stock Veolia, SJ, of employees among habits living to investigate survey based Internet- an uses which project, research the leads Rössner Stefan Professor lers. control traffic and technicians track vers, dri train among obesity to linked health ill about is This Banverket. of help the with sector railway the within study health out a carrying is Institute Karolinska The H and Ulla Juntti, DEng. DEng. Juntti, Ulla and Linné Anders are leaders project The work. due to closed is track when times shorter and input work better as well as health, improved and environment working safer a produce to expected is research the term, longer the In to coldness. ne sensitivity defi better to possible it make to collected to be needs data purpose, For this control). hearing also (see to coldness sensitivity for to profiling dy workis out a method stu the of aim overriding The 10°C. below temperatures as defined is which climate, acold as such factors, surrounding from risk to great exposed are employees time, same the At safety. electrical and on traffic demands great placing while of employees, experience and skills on the demands great The work places traffic. in on vehicles and infrastructure wide-spread geographically on outdoors, place takes largely systems railway of maintenance and operation The weather cold in Performing ealth project Rössner project ealth A scientific report of the results will be will the results of report A scientific emerged it round, survey first the After 2009 2,8 3,0 3,0 2,6 3,1 2,5 2,7 26

2008 2,9 31,9 3,0 2,8 3,6 2,5 3,5 - 2007 36,8 - 3,1 3,1 2,8 4,1 2,6 2,6 3,9 ------s yee o l Emp

Selection for safety-classed services ­carried out 24 hours a day, Banverket has regard this as an important part of their Preparations are also in hand for a project, sickness absence of 2.8 percent, which is employment. ”Validity study relating to selection testing very low for this type of operation. Table 38. During autumn, Banverket and many for safety-classed services at Banverket”, In order to maintain the low sickness other companies worked on how to organise which will be carried out during 2010. absence, Banverket has invested in pre­ the operation in the event of influenza in The aim is to investigate the connection ventative healthcare. the form of pandemic A(H1N1) affecting between psychological factors and work Preventative healthcare programmes many employees. Banverket followed the performance for services which are of im- exist for all of Banverket, and in the major recommendations of the Swedish Agency portance to traffic safety, and to improve centres there are preventative healthcare for Government Employers to use the the selection process for these services. groups. They carry out activities at group company healthcare system to vaccinate level, so that the social part of well-being staff, in order to reduce the risk of infec- is also considered. tion and to relieve the public healthcare Sickness absence During 2009, preventative healthcare system. The work has been very time-­ and health profiles for employees within the admini­ consuming, partly because Banverket has Banverket continues its trend of low ab­ strative units were carried out. The result such a wide-spread and variously organi- sence due to sickness. The sickness absence shows that the psychosocial working en­ sed operation. Today, Banverket operates of women is slightly higher than that of vironment was generally perceived to be in around 100 locations. men, but the difference is less than for good. Employees have good exercise All employees who have notified their comparable sectors within both national ­habits, but several are experiencing stress interest have been offered vaccination, and public authorities­ and county councils. and have symptoms in their locomotor these have now all be carried out in princi- Banverket is working intensively on ­o r g a n s . ple. Sickness absence has been followed up following up sickness absence, and the The preventative healthcare offering on a weekly basis as from week 48, and pre­ units have low sickness absence as goals is also an important factor at recruitment, sence has been very high throughout the on their control cards. However, the goals in particular among younger employees. period. This work has been important also vary, due to the business of the units. They are interested in how Banverket from a learning aspect - how does the ope- Within traffic control, where work is works with preventative healthcare, and ration function if a real crisis should occur?

65 66 EkonomisFinaknca iareldovis accounnintsg Resultaträkning Note Summ I Financial accounts F A B nco u alance ppropriation acco nds state m S ar e and expendit

y y sh o eet f f m ke ent y f y ig u u res nts u re acco u nt 68 72 73 69 70 74 67 EkonomisFinaknca iareldovis accounnintsg Resultaträkning Comments on the income statement Banverket’s operation is financed mainly by appro- nt ts u Income and expenditure priations and additionally by loans, fees and grants as well as surpluses carried forward from external un assignments during previous years. o re acco account During 2009, 62 (66) percent of the operation was u

cc financed through appropriations. Income from appro- a KSEK priations during the year is commented on under the l 2009 2008 appropriations accounts.

ia Income from fees and other payments increased Income from operations by around 17 percent compared to last year. The nc Income from appropriations (note 1) 6 735 531 18 897 886 a

e and expendit table below shows income relating to track fees and

m Income from fees and other payments (note 2) 5 206 961 4 446 826

n assignment work. The income is compared with fo- i Income from grants 141 827 120 083 F recast income in Banverket’s letter of appropriations. nco I Financial income (note 3) 113 268 57 578 The assignment work is increasing strongly compared Total 12 197 587 23 522 373 to last year, primarily in terms of contracting work and material supply. Sales of electricity to train traffic shows another large increase. This year’s external sur- Costs of operations (note 4) plus amounts to SEK 112 million, which can be used Staff costs (note 35) 3 923 618 3 973 035 to strengthen track provision efforts in coming years. Premises costs (note 27) 222 735 223 241 Grant income has increased compared to last year. Other operating costs 6 416 483 4 539 174 Among the investment projects, the Kiruna project is Financial costs (note 3) 278 209 1 043 440 the largest single grant recipient, but grant income is Depreciation and write-down (note 5) 2 759 590 2 620 091 received for a number of major and minor investment projects. Total 13 600 635 12 398 981 The item Financial income includes a payment in

addition to the book value of SEK 104 million in conjun­ Profit/loss from operations -1 403 048 11 123 392 ction with the newly formed company Vectura Consul- ting AB taking over the operation and assets of Banver- ket Consulting. The total payment from the company Profit from participations in associated companies (note 14) 0 0 was made in the form of a promissory note. According to the Government’s instruction, the promissory note has been handed over to the Swedish Government Fees collected Offices. The financial income otherwise has fallen as Income from fees, etc, and other income a result of the reduced credit balance on the interest not at the disposal of Banverket (note 6) 331 974 214 695 account with the Swedish National Debt Office. Funds forwarded to the Government budget from the fees collected -331 974 -214 695 Staff costs are unchanged compared to last year. Balance 0 0 Salary increases in accordance with agreements and recruitment occurring during the year are balanced by reduced costs as a result of the conversion into a Transfers company of Banverket Consulting. Funds received from the Government budget to finance grants (note 1) 347 459 374 668 The item Other operating costs includes costs for Grants paid -347 459 -374 668 the day-to-day operation and for investments capita- Balance 0 0 lised as follows:

SEK 2009 2008 Net change in capital for the year (note 7) -1 403 048 11 123 392 Total costs for current operations and investments 19 696 518 16 046 185 Capitalisation of costs for investments -13 283 835 -11 507 011 Costs for current operations 6 416 483 4 539 174

The large amortisation done in December 2008 has affected the interest cost positively during the current year. The financial costs in 2008 were also affected by Banverket having to pay interest compensation to the National Debt Office for early redemption of a loan of SEK 441 million. There is no corresponding item this year. Depreciation and write-down amounts to SEK 2 760 (2 620) million, of which 2 527 million constitutes depre- ciation of railway infrastructure. The latter is included in the net change in capital for the year. This year’s net change in capital includes the appro- priation award of SEK 898 million given to Banverket as a supplement to the authority capital for 2009. The supple- ment is to be used to cover the shortfall expected to arise when the operation at Banverket Production is transfer- red to a limited company wholly owned by the state. Intäkter specificerade enligt regleringsbrev, SEK million 2009 Acc. surplus/shortfall utilised Income Kostnader Surplus/shortfall Acc. surplus/shortfall 31/12/2008 Surplus Beräknat Utfall forecast Actual forecast Actual 31/12/2009 Track fees 0 540 503 540 503 0 0 0

Assignments Telecom services 157 -155 213 255 160 205 53 50 52 Contracting and consultancy services 156 -155 843 935 821 902 22 33 34 Training 8 -8 26 36 25 34 1 2 2 Materials service and IT 62 -62 300 654 295 627 5 28 27 Electricity sales 0 0 1 011 1 273 1 011 1 273 0 0 0 Property management *1) 0 0 30 19 30 19 0 0 0 Other 0 0 120 397 120 397 0 0 0 Total assignments 383 -380 2 543 3 569 2 462 3 457 81 113 115 68 1) Included in Maintenance operation. Comments on the balance sheet Assets eet Balance sheet Banverket’s intangible fixed assets consist of costs ts KSEK 2009-12-31 2008-12-31 brought forward for mainly internally developed computer programs. The increase in value of intangible un o ASSETS fixed assets is due to ongoing investments in computer alance s h

Intangible fixed assets cc programs for various traffic control systems. B Costs carried forward for computer programs (note 8) 72 116 60 936 The value of railway infrastructure completed during a l Total intangible assets 72 116 60 936 the year amounts of SEK 2 296 million. Additionally, stage 2 of the Bothnia Line has been assigned an asset ia Tangible fixed assets value of SEK 6 750 million. Depreciation and write-down Railway infrastructure, buildings, land nc

amount to SEK 2 760 (2 620) million, of which 2 527 mil- a and other fixed property (note 9) 79 489 029 72 747 393

lion constitutes depreciation of railway infrastructure. n Improvement costs to property belonging to others (note 10) 20 859 21 107 i

As from 2008, Banverket applies differentiated deprecia- F Machines, fixtures and fittings, installations, etc (note 11) 740 917 796 259 tion periods for all railway infrastructure. This has led to New construction in progress (note 12) 47 755 853 37 084 659 the annual depreciation falling slightly. Advances relating to tangible fixed assets 835 454 969 391 The value of current investments in railways increased Total tangible fixed assets 128 842 112 111 618 809 by SEK 10 665 million and at year-end amounted to SEK 47 756 million. This includes a number of very large Financial fixed assets railway projects, among them the Västkusten Line, Participations in associated companies (note 14) 25 25 including a tunnel through Hallandsås, the City Tunnel Other long-term securities held (note 14) 5 5 in Malmö, the Norway/Vänern Line, the City Line in Other long-term receivables (note 14) 3 086 7 281 Stockholm and the Ådalen Line. Total financial fixed assets 3 116 7 311 The building of the Bothnia Line is not included in the projects accounted for by Banverket, as this project is run Inventory by a separate project company. The company is owned Inventory and stores (note 15) 585 610 489 399 by the Government and the municipalities involved. Work in progress (note 16) 64 963 31 039 The Bothnia Line will be part of the Government’s track Advances to suppliers 35 838 57 907 infrastructure, and during 2009 stage 2 has become Total inventory 686 411 578 345 operational, and has therefore been incorporated in the Government’s track infrastructure. The total project Receivables cost is forecast to SEK 13 200 million at 2003 price level. Trade receivables 739 609 753 862 During 2006, the Government and the municipalities in- Receivables from other public authorities 751 218 613 450 volved entered into a new main agreement. According to Other receivables 7 416 22 555 this agreement, the Bothnia line is to be let to Banverket Total receivables 1 498 243 1 389 867 from 2010 to 2050. The rent shall cover the company’s depreciation and interest on the investment made. The Accruals (note 17) yearly rent for the Bothnia Line is forecast at SEK 1 360 Prepaid expenses 252 123 149 843 million for 2011, and then reduces at the same rate as Accrued grant income 1 500 2 128 the interest portion of the rental cost falls. After the end Other accrued income 312 176 226 886 of the rental period, the Government via Banverket has Total accruals 565 799 378 857 undertaken to take over the infrastructure for a purchase Reconciliation with the Government (note 18) -105 842 98 848 price equal to the company’s current value at that time. Prepaid costs for the City Line project in Stockholm have Cash and bank balances increased by SEK 111 million and relate mainly to advance Balance on interest account with National Debt Office (note 19) 1 271 580 574 811 payments to suppliers for building the Vasa Tunnel and Cash, post giro and bank balances 31 133 147 109 Norrström Tunnel. The increase in other accrued income Total cash and bank balances 1 302 713 721 650 relates mainly to uninvoiced income from electricity. The credit balance on Banverket’s interest account at the TOTAL ASSETS 132 864 668 114 854 893 National Debt Office amounts to SEK 1 272 (575) million CAPITAL AND LIABILITIES Liabilities, provisions and undertakings Banverket capital (note 20) Government capital increases by SEK 20 400 million. Government capital 113 234 283 92 806 823 The increase consists of this year’s additional appro- Profit participations in subsidiary and associated companies -915 933 -882 632 priation for investments of SEK 9 300 million and the Net change in capital brought forward 163 777 299 299 net change in capital for 2008 of SEK 11 000 million. Net change in capital according to income statement -1 403 048 11 123 392 The big net change in capital last year is largely due to Total Banverket capital 111 079 079 103 346 882 the extra appropriation allocation for amortising loans given to Banverket in 2008. Provisions Provision for undertakings to clean contaminated Provision for pensions (note 21) 13 293 10 921 land has increased by SEK 185 million to SEK 443 million. Other provisions (note 22) 584 094 339 560 Provision for reorganisation costs within Banverket Pro- Total provisions 597 387 350 481 duction has been made in the amount of SEK 53 million. During the year, provision for new decisions about partial Liabilities, etc pension has been done to the extent it exceeds the Loan from National Debt Office (note 23) 3 965 500 900 000 reduction that arises in line with payments being made. Other loans 449 134 368 114 During 2009, loans totalling SEK 3 300 million from Liabilities to other public authorities 713 582 716 342 the National Debt Office have been taken out for Trade creditors 2 240 759 2 100 353 investments in infrastructure. Loans taken out to Other liabilities (note 24) 12 100 880 5 244 340 finance production aids within Banverket Production Deposits 80 80 have been amortised in the amount of SEK 688 mil- Advances from clients and customers 8 221 48 575 lion. At year-end, loans from the National Debt Office Total liabilities, etc. 19 478 156 9 377 804 amounted to SEK 3 965 million. Other loans increased by SEK 81 million and are Accruals (note 25) mainly made up of loans from Stockholm County Accrued costs 1 127 483 965 470 Council of SEK 50 million and from Region Skåne of Unutilised grants 4 000 4 655 SEK 80 million. SEK 50 million has been repaid of a loan Other prepaid income 578 563 809 601 from Falkenberg Municipality. Total accruals 1 710 046 1 779 726 The agreement with Botniabanan AB to rent the line is to be regarded as a financial leasing agreement. TOTAL CAPITAL AND LIABILITIES 132 864 668 114 854 893 Other liabilities have therefore increased by SEK 6 750 million, corresponding to the value of the part of the Contingent liabilities Bothnia Line that became operational during 2009. Guarantee undertakings (note 26.) Other prepaid income includes invoiced income of Capital adequacy guarantee Arlanda Infrastructure AB SEK 533 million from Stockholm County Council and Guarantee relating to loan taken by Skandfast Ett HB from Swedbank 183 075 184 593 Stockholm City Council relating to the City line. 69

ts nts Appropriation accounts u un acco o including presentation of authorisation cc

a KSEK l

ia Expenditure area 22 Transfer Allocation re- with- Total net Transfer

ppropriation Appropriation amount for the year distributed drawal disposable costs amount A

nc brought as per letter appro- of appro- amount carried

a forward of appro- priation priation forward n

i 01-01-2009 priation amount amount 31-12-2009 F (note 28) (note 29) (note 26) (note 30)

1:3 Banverket: Administration (frame) 28 766 776 368 -9 094 796 040 789 798 6 242 1. Banverket (frame) 28 766 776 368 -9 094 796 040 789 798 6 242 1:4 Banverket: Track provision and sectoral duties (frame appropriation) 296 126 15 565 249 490 15 861 865 15 445 731 416 134 1. Exercise of public authority (frame) 1 701 2 000 3 000 6 701 6 161 540 1:2 Establishment of train timetable and railway plan (frame) 1 701 2 000 3 000 6 701 6 161 540

2. Contribution to the Inland Line and Öresund Bridge Consortium (frame) -15 229 426 000 25 000 435 771 436 671 -900

3. Sectoral duties (frame) 69 546 190 000 -3 000 256 546 236 015 20 531

4. Track provision (frame) 240 108 14 049 249 -24 510 14 264 847 13 868 884 395 963 4.1 Investments in national plan (frame) -372 343 8 315 000 7 942 657 7 822 002 120 655 4.3 Operation, maintenance and traffic control (frame) 135 542 5 334 249 490 5 470 281 5 626 777 -156 496 4.4 Interest and repayment of loans (frame) 476 909 400 000 -25 000 851 909 420 105 431 804

7. Shortfall in Banverket capital 898 000 898 000 898 000 -19 350

1:16 Banverket (frame) -12 350 193 504 181 154 200 504 -19 350 1. Banverket (frame) -12 350 193 504 181 154 200 504 -19 350

Total of all appropriations (note 31) 312 542 16 535 121 490 -9 094 16 839 059 16 436 033 403 026

Income titles 6511 Grants to Trans European Network (note 6) 331 974

Presentation of authorisations Allocated authorisation frame for appropriation 1:4 Track provision and sectoral duties SEK 78 000 million

MSEK Incoming Outstanding commitments commitments Forecast of distribution of commitments per year Appropriation/appropriation type 2009 31 Dec 2009 2010 2011 2012 2013

External Commitments Ap.3 Sectoral duties (frame) 106 42 30 10 2 Ap.4.1 Investments (frame) 11 168 9 086 4 072 2 016 1 483 1 515 Ap.4.3 Operation, maintenance, traffic control and reinvestments (frame) 2 225 2 668 876 621 430 741 Ap.4.4 Interest and repayment of loans (frame) 53 843 60 430 1 085 1 592 1 628 56 125 Total external 67 342 72 226 6 063 4 239 3 543 58 381

Internal Commitments Ap.3 Sectoral duties (frame) 0 0 0 0 0 0 Ap.4.1 Investments (frame) 374 219 207 12 Ap.4.3 Operation, maintenance, traffic control and reinvestments (frame) 2 583 3 323 1 235 849 623 617 Total internal 2 958 3 542 1 442 860 623 617

Total commitments 70 300 75 768 7 505 5 099 4 165 58 998  Incoming commitments 2009 have been adjusted in relation to outstanding commitments in the annual accounts for 2008

70 Financial terms and conditions Comments on the appropriation account Appropriation 1:4 ap. 1.2 The appropriation use for the year is one half of a percent below the appropriation ts nts

Processing of grant to regional track vehicles has been financed from allocated for the year.. u the appropriation. . un acco o Appropriation 1:4 ap.2 Administration A grant of SEK 112 million has been paid to Inlandsbanan AB. Compensation The costs of the administration appropriation are slightly higher than the year’s cc of SEK 324.7 million has been paid to the Öresund Bridge Consortium. allocated appropriation, but SEK 6.2 million lower than the total disposable amount. a

Appropriation 1:4 ap.3 During the year, the appropriation has been charged with reorganisation costs l The costs of the Swedish Railway Museum have been paid from the appropriation. arising from the conversion into a company of Banverket Production totalling SEK ia

Appropriation 1:4 ap.4.1 111 million. ppropriation A During the year, it was not necessary to redeem payment undertakings relating to nc conditional shareholder contributions to SVEDAB or the capital adequacy guaran- Current operations a n tee for Arlandabanan Infrastructure AB. The total cost of current operations is SEK 123 million higher than last year. During i F Banverket has not made any investments in the rail networks of other in- the year, the financing of current operations has been in the amount of SEK 5 838 frastructure managers connected to the state rail network. million from appropriations and SEK 380 million from profits from external assign- Banverket has financed undertakings relating to the City Tunnel in Malmö. ment operations carried forward. Government grants to regional public transport infrastructure and track vehicles have been paid in the amount of SEK 195.7 million. Investments in rail infrastructure Appropriation 1:4 ap.4.3 The year’s investment in rail infrastructure amounted to a total of SEK 11 427 (10 The Swedish Civil Contingencies Agency has been paid SEK 863 thousand as a 141) million. Of this, SEK 7 799 million was directly financed through appropriations. subscription fee for the radio communication system Rakel. Investments during the year of SEK 3 628 million were financed through loans from the National Debt Office. Of the loan-financed investments, SEK 2 516 million related Loan facilities and credit to projects given special priority by the Government. - Borrowing as per the loan facilities and credits at year-end 2009 is accounted for in note 23. Interest, rent and repayment of loans - Loans from municipalities and individuals for financing railway infrastructure Interest and rental costs amounted in total to SEK 374 (1 037) million for loan- have been taken out and amortised in accordance with the terms and conditions financed rail investments. The interest charge relates both to investments in pro- laid down in the appropriations letter for 2009. gress and non-depreciated values of infrastructure completed. The item Interest - The use of disposable appropriations credits is accounted for in note 30. on priority projects relates to the projects in progress, the City Line in Stockholm, Mjölby-Motala and Trollhättan-Gothenburg. Rent and interest on the Bothnia Line relate to compensation for interest on the stages taken into operation. The appropriation Interest and repayment of loans has also been charged with the depreciation of electricity infrastructure and leased feeder cables. The app- ropriation has been credited with compensation for capital costs relating to the infrastructure in the Stockholm area referred to. During 2008, in accordance with the Government directive, Banverket amorti- sed the entire existing loan from the National Debt Office of SEK 12 949 million, raised for rail investments. The big difference in interest costs between 2009 and 2008 is mainly due to the extra amortisation in 2008 referred to, which to a large part entailed early redemp- tion of loans with fixed interest.

Shortfall in Banverket capital During 2009, Banverket has been allocated a special appropriation of SEK 898 million as a supplement to Banverket’s capital. The supplement is to be used to cover the shortfall expected to arise when the operation at Banverket Production is transfer- red to a limited company wholly owned by the Government

MSEK 2009 2008 2007 Interest on electrical infrastructure 6 292 256 Interest SL and the Grödinge Line 0 68 71 Interest Arlandabanan Infrastructure AB 34 40 39 Interest on investments brought forward 0 0 116 Interest on priority projects 22 156 99 Rental of telecom infrastructure 119 111 119 Rental feeder cables 19 14 15 Rent and interest on the Bothnia Line 180 31 Other -6 325 -60 Total interest and rental costs for loan-financed rail infrastructure 374 1 037 655

Depreciation of electricity, SL and the Grödinge Line 46 327 409 Repayment of loans for investments brought forward 0 12 981 3 379 Compensation for capital costs -49 -50 -51 Land acquisition for the Bothnia Line 49 26 Net to offset against the appropriation Interest and repayment of loans 420 14 321 4 392

71 ts ent Funds statement m un o

state KSEK 2009 2008

cc

nds OPERATION a u

F Costs (note 32) -10 841 045 - 9 778 665 l Financing of operation ia Income from appropriations 6 735 531 18 897 886

nc Income from appropriations and other payments 5 206 961 4 446 826 a Income from grants (note 33) 25 115 31 394 n i Other income 9 268 57 578 F Total funds allocated for financing the operation 11 976 875 23 433 684

Increase (-) in inventory -96 210 -22 891 Increase (-) in current receivables -420 974 174 783 Increase (+) in current liabilities 7 212 079 3 547 080 Cash flow from operations 7 830 725 17 353 991

INVESTMENTS Investment in financial assets 4 195 3 773 Investment in tangible assets -19 960 202 -15 206 374 Investment in intangible assets -33 871 -21 130 Total investment expenses -19 989 878 -15 223 731

Financing of investments Loans from the National Debt Office 3 753 400 2 980 000 – amortisation -687 900 -14 380 000 Increase of Government capital with funds received from the Government budget 9 353 043 8 653 189 Grant funds allocated for investments (note 34) 116 711 88 689 Total funds allocated for financing investments 12 535 254 -2 658 122 Cash flow for investments -7 454 625 -17 881 853

FEES COLLECTED Income from fees, etc, and other income not at the disposal of Banverket (note 6) 331 974 214 695 Funds paid in as fees collected 331 974 214 695 Funds forwarded to the Government budget from the fees collected -331 974 -214 695 Cash flow from fees collected 0 0

TRANSFERS Grants paid -347 459 -374 668 Funds paid out as fees collected -347 459 -374 668

Financing of transfers Funds received from the Government budget to finance grants 347 459 374 668 Other funds received for financing transfers Total funds allocated for financing transfers 347 459 374 668 Cash flow from transfers 0 0 CHANGES TO LIQUID ASSETS 376 101 - 527 862

SPECIFICATION OF CHANGES TO LIQUID ASSETS Liquid assets at beginning of year 820 768 1 348 630 Reduction (-) in cash and post giro -11 -2 Increase (+) in credit balance with the National Debt Office 696 768 -1 121 792 Increase (+) in bank balances -115 965 89 757 Reduction (-) in reconciliation with the Government -204 691 504 175 Total changes to liquid assets 376 101 -527 862 Liquid assets at year-end 1 196 869 820 768

72 res ts

Summary of key figures u ig

Information as per Chapter 2, Clause 4, the Ordinance (2006:605) on public authority annual reports and budget documents. un y f o f ke cc

MSEK 2009 2008 2007 2006 2005 y o a ar l Loan facilities from the National Debt Office Loan facilities granted 4 592 16 400 18 400 17 300 15 000 ia Summ

Accumulated utilised loan facility 3 965 900 12 300 14 200 13 179 nc a Overdraft facilities from the National Debt Office n i

Overdraft facilities granted 1 409 1 407 1419 1 208 1 120 F Maximum utilisation of overdraft facilities during the year 964 534 601 560 84

Interest account Interest costs 1 1 16 3 15 Ränteintäkter 1 40 23 5 15

Fee income Income not disposable by Banverket 0 0 0 0 0 Income disposable by Banverket 5 207 4 447 3 869 3 556 3 051 Income in accordance with budget in appropriations letter 3 083 2 806 2 568 2 364 2 038

Appropriation credit Appropriation credit granted 1 551 1 391 1 356 1 099 1 084 Appropriation credit utilised 20 28 7 31 0

Balance carried forward 447 300 440 58 357 Provision for future expenditure 75 768 71 756 54 076 18 389 18 789 Total allocated authorisations 78 000 74 000 70 000 28 000 25 000

Employees Man years 6 127 6 188 6 053 6 088 6 333 Avg. number of employees (incl.project employees) 6 588 6 534 6 518 6 552 6 545 Operating cost/man year1) 3,8 3,1 2,8 2,5 2,2

Net change in capital for the year -1 403 11 123 -1 854 -1 834 -1 908 Change in capital brought forward 164 299 199 108 33

1) Operating cost has been calculated as operating volume in accordance with the results accounts(table: Banverket’s operating volume), net of depreciation, financial costs and transfers.

73 Notes ts otes N

un Depreciation o Accounting principles Depreciation according to plan is calculated on a straight-line basis on the original

cc acquisition price of the assets, with depreciation periods set following assess­ment of

a General the financial and technical life of the assets within the following intervals:

l Banverket’s annual accounts have been prepared in accordance with the Ordinance

ia (2000:605) on annual accounts and budget documents, the Ordinance (2000:606) Intangible fixed assetsr 5 years on public authority accounting and the exemptions from EA regulations granted by

nc the Government in the 2009 letter of appropriations. Rail infrastructure 25–110 years a The income statement shows income and costs for current operations. The re- Electrical power infrastructure: 10–35 years n i sults accounts also include investments made in rail infrastructure. Telecom infrastructure 5–20 years F Appropriations and fees Buildings 10–35 years Banverket’s operations are financed mainly through Government appropriations. Improvements to real property owned by others 7–15 years Reconciliation against the appropriations is carried out in the current operation Machines and equipment 3–25 years with reported costs after deduction of income in the appropriation-financed operation. As from 2008, Banverket applies differentiated depreciation periods for all railway Investment in rail infrastructure is normally included in the appropriation recon- infrastructure. Up to and through 2007, an average depreciation period was used, ciliation when the investment is made. Such appropriation funds are added to the calculated as the average of the life of the types of infrastructure normally used in a Government capital and are therefore not accounted for in the income statement. rail infrastructure for the majority of the rail infrastructure. Differentiated deprecia- Exceptions from the direct appropriation reconciliation are made for railway tion periods for rail infrastructure were only used for electrical power and telecom investments financed by loans from the National Debt Office. The timing of the infrastructure (which were financed by loans). appropriation reconciliation for such loan-financed investments is decided by All depreciation is reported in the income statement. Depreciation of rail infra­ the Government. Loan-financed investments in electrical power and telecom structure where reconciliation against appropriations has already been done when infrastructure and some infrastructure in the Stockholm area are normally reconci- the investment was made is included in the net change in capital for the year. led with appropriations at the rate of amortisation, which is based on depreciation Shares and participations according to plan. Loan-financed investments through projects singled out by the Participations in associated companies are reported in accordance with the equity Government will be reconciled with appropriations at the rate of amortisation, method. which is to be done over 25 years from the time each infrastructure project has come into operation. Inventory and stores Investments in rail infrastructure brought forward through temporary financing Inventory and stores consists mainly of materials for maintenance and repairs of with loans from external stakeholders are reconciled with appropriations when infrastructure. Valuation is done in accordance with the lowest of the acquisition the loans are repaid. value using the FIFU principle and actual value. Provision for obsolescence has been Banverket is responsible for collecting fees for traffic on Government-owned rail calculated after individual assessment. infrastructure in accordance with the Railway Ordinance (2004:526). The fees are Receivables disposed of by Banverket to finance its track provision. Receivables are reported in the amounts that are expected to be received. Provision External assignments are carried out against compensation in accordance with for bad debts has been made after individual assessment.. the terms and conditions in the appropriations letter. Banverket can dispose of the income arising from external assignments. The profits from the external assign- Receivables and liabilities in foreign currencies ments are reported in the income statement (included in net change in capital for Receivables and liabilities in foreign currencies are reported in the annual accounts the year) and are carried forward to the following year. at the current exchange rate on the balance sheet date. Gradual profit reconciliation is used for consultancy and contracting assignments. Income and grants are accrued. However, grants from the EU are reported at the Provision Provision for rectifying environmental disruption is made when an order has been time of receipt and delivery to the Government. issued by the Environmental Protection Agency. Intangible fixed assets Provision is made for the cost of closing down property when a decision to close Intangible fixed assets are capitalised in accordance with current regulations for down has been made. Provision for rectifying failures in infrastructure completed public authorities is made when failures are identified in conjunction with final inspection. Rail infrastructure including electrical power Provision for guarantee undertakings for external assignments is made in ac- cordance with the recommendation RR16 of the Swedish Financial Accounting and telecom infrastructure Standards Council. Otherwise, provision is made in accordance with the Ordinance As from 1996, Banverket has been reporting all investments in rail infrastructure as (2000:605) on annual accounts and budget documents. assets in the balance sheet. Appropriation funds for investments made are added Provision is made for termination of employees when a decision to terminate has to the Government capital. The infrastructure is valued at full production cost, in- been made. Provision is made for compensation to employees who have been of- dependent of the form of financing. Any external financing is added to the Govern- fered early retirement when such a decision is made. ment capital. Value added tax is included in the acquisition value of infrastructure Provision is made for claims for damages in contracting when such a claim is made acquired before 1 July 1991. The acquisition cost of land is accounted for separately and it has been deemed probable that damages will be paid as from 2002. Land acquired before 2002 is reported at a standard value of SEK 1 per square metre. Land acquired as from 2002 is reported at actual acquisition cost. Exemptions from EA regulations Banverket has reached agreements that entail financial leasing relating to the The appropriations letter for 2009 grants Banverket the following exemptions from Bothnia Line and some electrical power plant. This infrastructure has been capitali- the general EA regulations for public authorities: sed in the balance sheet. Agreed leasing fees are reported as liabilities. The leasing • Banverket may, without hindrance from the provisions of Clause 16 of the Appro- fees form the basis for the appropriations reconciliation. Leased infrastructure is priations Ordinance (1996:1189), offset costs for the budget year the operation is depreciated in accordance with the principles that apply for Banverket’s own fixed carried out. assets. • Banverket may, without hindrance from the provisions of Clause 6 of the Capital Production costs of investment projects in progress are capitalised as new con- Provision Ordinance (1996:1188), itself select suitable intervals for amortising its struction in progress. Interest during the construction period is not capitalised, loans, with consideration for what the Riksdag has decided for certain projects. as reconciliation of the interest against the appropriation is done at the rate of • Banverket is granted exemption for Clause 23 of the Capital Provision Ordinance construction. The value of the Bothnia Line, which is leased to Botniabanan AB, (1996:1188) as relates to provisions governing the procedure to be used in the includes interest during the construction period, as reconciliation against the app- event of more than 10 percent accumulated surplus from operation subject to ropriation is carried out during the leasing period. Consultancy costs for planned fees. The profits from fee operations may, after being brought forward, be used rail investments are capitalised as new construction in progress. Revaluation from by Banverket to finance track provision costs. investment project in progress to infrastructure completed is normally done in • Banverket is granted an exemption from Clause 10 of the Capital Provision Or- conjunction with the infrastructure becoming operational. dinance (1996:1188) in accordance with the conditions stated under Item 6 Other conditions in the appropriations letter. Buildings, machines and equipment • Banverket may, without hindrance from the provisions of Clause 15 a of the Buildings, machines and equipment acquired for use in the own operation are re- Capital Provision Ordinance (1996:1188), receive and use non-Government funds ported as fixed assets at historical acquisition cost. Depreciation according to plan which are not of a temporary nature or minor scale. is charged to the profit and is reconciled with appropriations.

74 Note 1–37 ts otes N Note 1 Income from appropriations Note 5 continues un o Improvements to real property owned by others 5 844 5 181 cc

KSEK 2009 2008 Machines, vehicles and equipment 146 895 149 157 a

Intangible fixed assets 11 193 9 857 l Appropriations utilized in accordance with appropriations account 16 436 033 27 925 744 Total depreciation 2 714 548 2 592 899 ia Appropriation funds added to Banverket’s capital Write-down nc for investments in railway infrastructure -9 353 043 -8 653 190 Buildings and land improvements 761 2 779 a

Income from appropriations accounted for n Machines, vehicles and equipment 12 321 2 817 i in income statement 7 082 990 19 272 554 Intangible fixed assets 11 500 0 F Of which Investments in progress 9 617 12 263 Operation, Income from appropriations 6 735 531 18 897 886 Current assets 10 844 9 333 Transfers, Funds received from the Government budget 347 459 374 668 Total write-down 45 042 27 192 Total depreciation and write-down 2 759 590 2 620 091 Note 2 Income from fees and other payments KSEK 2009 2008 Note 6 Grants to Trans European Network, etc. Fees for access services to Government KSEK 2009 2008 track infrastructure 502 805 514 266 The following grants from the EU have been paid to Banverket for rail investments Operations with other payments used by Banverket Telecom services 255 000 213 000 City Tunnel building grant 219 722 161 848 Electricity sales 1 273 405 1 164 004 Western Main Line/ Contracting and consultancy services 935 000 820 000 Southern Main Line building grant 79 749 0 Triangle track, Training 36 000 24 000 Gothenburg Port survey grant 0 10 482 Materials sales 654 000 494 000 Haparanda Line building grant 0 26 094 Compensation for capital costs 49 472 49 652 Haparanda Line survey grant 0 4 465 Stations by tunnels in Stockholm and Malmö 737 817 598 157 STM survey grant 0 4 811 Other 763 462 569 747 Ostlänken survey grant 0 6 995 Total other payments 4 704 156 3 932 560 Götaland Line survey grant 5 417 0 Total fees and other payments 5 206 961 4 446 826 Rebuilding Malmö The total other payments above includes the following payments, Central Station survey grant 27 086 0 which are regulated in the Fees Ordinance, Clause 4: Amounts accounted for as – magazines and other publications 13 0 appropriations for the above projects 331 974 214 695 – conferences and courses 39 589 25 520 – premises 30 135 26 551 – equipment (rental) 85 40 – services export 36 000 51 000 Note 7 Net change in capital for the year KSEK 2009 2008 Depreciation and write-down of rail infrastructure Note 3 Financial income and expenses financed by appropriations and external funds -2 390 479 -1 963 272 Appropriation allocation for amortising loan-financed rail infrastructure 46 335 KSEK 2009 2008 Appropriation allocation for amortising 12 949 000 Financial income Grant for investments 116 711 88 689 Interest account with the National Debt office 1 090 39 911 Interest on payment undertaking to associated companies -24 010 -33 302 Payment in excess of book value for transfer Compensation for promissory note claim of operation and assets from Banverket transferred to the Government Offices 217 800 0 Consulting to VECTURA Consulting AB. 104 000 0 Profit from external assignments 112 594 82 277 Other financial income 8 179 17 667 Appropriation allocation for shortfall in Banverket’s capital Total financial income 113 268 57 578 when converting Banverket Production into a company. 898 000 0 Financial expenses Use of surplus brought forward -380 000 0 Interest on loan from the National Debt Office 80 182 518 047 Total -1 403 048 11 123 392 Interest compensation for early redemption of loan from NDO 0 441 157 The external assignments relate to operations within Banverket Production, Interest account with the National Debt office 1 364 1 222 Banverket ICT, Banverket Training and Banverket Materials Service. Financial fees for the Bothnia Line 179 851 42 875 Other financial expenses 16 812 40 139 Total financial expenses 278 209 1 043 440 Note 8 Intangible fixed assets KSEK 2009 2008 Opening acquisition value 141 365 120 235 Note 4 Operational volume Acquisitions during the year 35 721 21 130 The income statement does not account for the cost of the operation Investments­ Transfer of Banverket Consulting -6 056 in rail infrastructure, as these investments are capitalised in the balance sheet. The Sales/disposals -13 711 total operation, including rail investments, is accounted for in the income state- Closing acquisition value 157 320 141 365 ment (table 1, Banverket’s operational volume). Opening depreciation -77 262 -67 405 Depreciation for the year -11 192 -9 857 Transfer of Banverket Consulting 4 205 Note 5 Depreciation and write-downs Sales/disposals 2 212 Accumulated depreciation -82 038 -77 262 KSEK 2009 2008 Opening write-down -3 167 -3 167 Depreciation Write-down for the year 0 0 Rail infrastructure financed by appropriations Accumulated write-down -3 167 -3 167 and external funds 1 967 062 1 938 722 Planned residual value 72 116 60 936 Rail infrastructure financed by loans* 560 856 467 674 Buildings and land improvements 22 699 22 308 75 Note 9 Railway infrastructure, buildings, land and other real property

ts Rail infrastructure financed otes

N by appropriations rail infrastructure Buildings and

un KSEK and external funds financed by loans land improvements Land Total o 2009 2008 2009 2008 2009 2008 2009 2008 2009 2008 cc

a Opening acquisition value 85 551 902 84 074 915 21 498 735 17 587 463 803 309 805 350 380 716 337 564 108 234 661 102 805 292

l Acquisitions during the year 0 0 0 3 688 000 85 280 2 725 118 330 40 569 203 610 3 731 294

ia Completion during the year of investments in progress 1 109 384 1 585 041 1 185 329 244 948 28 435 8 292 0 0 2 323 149 1 838 281

nc Sales/disposals 0 -108 055 6 750 000 -21 676 12 488 -13 058 -2 315 2 583 6 760 174 -140 206 a

n Closing acquisition value 86 661 286 85 551 901 29 434 064 21 498 735 929 513 803 309 496 731 380 716 117 521 594 108 234 661 i

F Opening depreciation -24 833 228 -23 019 888 -10 179 842 -9 712 042 -474 199 -462 664 0 0 -35 487 268 -33 194 594 Depreciation for the year -1 967 062 -1 938 722 -560 856 -467 674 -22 699 -22 308 0 0 -2 550 617 -2 428 704 Sales/disposals 0 125 383 0 -126 5 321 10 773 0 0 5 321 136 030 Accumulated depreciation -26 800 289 -24 833 227 -10 740 698 -10 179 842 -491 577 -474 199 0 0 -38 032 564 -35 487 268

Opening write-down 0 0 0 0 0 0 0 0 0 0 Write-down for the year 0 0 0 0 0 0 0 0 0 0 Sales/disposals 0 0 0 0 0 0 0 0 0 0 Closing accumulated write-down 0 0 0 0 0 0 0 0 0 0

Planned residual value 59 860 997 60 718 674 18 693 366 11 318 893 437 935 329 110 496 731 380 716 79 489 029 72 747 393 Write-down for the year in conjunction with sales/disposals 0 0 0 0 -761 -2 779 0 0 -761 -2 779

Financial leasing objects relating to electrical power infrastructure and Bothnia Line value for the Bothnia Line is SEK 10 438 000 thousand (SEK 3 688 000 thousand) and stages 1 and 2 are included in the item Rail infrastructure financed by loans. The ac- depreciation of SEK 116 512 thousand (SEK 12 323 thousand) have been made. For quisition value for electrical power infrastructure is SEK 310 887 thousand (SEK 310 the leasing liability, see Note 24. Banverket’s land holdings include land acquired for 887 thousand). The accumulated depreciation amounts to SEK 212 909 thousand building the Bothnia Line. This land acquisition is financed by Botniabanan AB until (SEK 197 875 thousand). These items are reported as financial leasing as from 2002. the line becomes operational. So far, land in relation to stages 1 and 2 have been The reported costs for financial leasing include variable fees, which are dependent reported in Banverket’s accounts at SEK 75 million. . on interest and index adjustments in accordance with agreements entered into. For 2009, these variable fees amount to SEK 8 million. The agreements were entered Tax assessment values into between 1987 and 1995. The agreements run until 2025, while the Bothnia Line Tax assessment values for 2009 are available for Banverket’s real estate. These is included as from 2008 with an agreement period up until 2050. The acquisition amount to a total of SEK 249 million.

Note 10 I mprovement expenses to property Note 11 Machines, vehicles and equipment belonging to others KSEK 2009 2008 KSEK 2009 2008 Opening acquisition value 3 428 992 3 318 586 Opening acquisition value 50 099 48 921 Acquisitions during the year 88 725 118 457 Acquisitions during the year 5 699 3 632 Completion during the year of investments in progress 38 578 80 940 Completion during the year of investments in progress 4 511 735 Sales/disposals -465 105 -88 991 Sales/disposals -6 036 -3 189 Closing acquisition value 3 091 189 3 428 992 Closing acquisition value 54 273 50 099 Opening depreciation -2 626 136 -2 564 553 Opening depreciation -28 992 -24 612 Depreciation for the year -146 895 -149 157 Depreciation for the year -5 844 -5 181 Sales/disposals 432 791 87 574 Sales/disposals 1 422 801 Accumulated depreciation -2 340 240 -2 626 136 Accumulated depreciation -33 414 -28 992 Opening write-down -6 597 -6 597 Opening write-down 0 0 Write-down for the year -3 435 0 Write-down for the year 0 0 Closing accumulated write-down -10 032 -6 597 Closing accumulated write-down 0 0 Planned residual value 740 917 796 259 Planned residual value 20 859 21 107 Write-down for the year in conjunction Write-down for the year in conjunction with sales/disposals 0 0 with sales/disposals -8 886 -2 817

Note 12 New construction in progress Investments financed appropriations Investments Machines, vehicles KSEK and external funds financed by loans and equipment Total 2009 2008 2009 2008 2009 2008 2009 2008 Opening construction in progress 28 566 805 21 489 335 8 489 456 6 116 677 28 398 32 070 37 084 659 27 638 082 Acquisitions during the year 9 400 537 8 691 059 3 600 187 2 609 735 43 130 78 003 13 043 854 11 378 797 Sales/disposals -2 040 -16 376 -604 16 376 5 838 0 3 194 0 Reclassification to completed construction -1 109 384 -1 585 041 -1 213 764 -253 240 -43 089 -81 675 -2 366 238 -1 919 956 Write-down of investments in progress -9 617 -12 172 0 -92 0 0 -9 617 -12 264 Closing acquisition value 36 846 301 28 566 805 10 875 275 8 489 456 34 277 28 398 47 755 853 37 084 659

Note 13 Contingency assets KSEK 2009 2008 Total inventory value contingency assets 2 156 2 156 Of which financed by appropriation funds -2 156 -2 156 Book value 0 0 76 Note 14 Shares in associated companies and other long-term securities

Shares and Associated companies changes during the year ts shareholder contribution at year-end, KSEK otes Participation in profit Shareholder contribution N

KSEK 2009 2008 2009 2008 2009 2008 un o Tunnelpersonalen i Malmö AB 25 25 0 0 0 0 25 25 0 0 0 0 cc a l For Tunnelpersonalen i Malmö AB, the shares have been valued on the basis of ia the annual accounts for 2009. No dividend was received during 2009 nc a

Other long-term securities holdings n i

Shares in trading partnerships Number Proportion Nominal Premium Acquisition F 31/12/2009 % value SEK rate SEK value total KSEK Skandfast Ett HB 1 5 5 000 0 5

Other long-term receivables The item refers mainly to a long-term receivable from SJ AB for contracting work carried out, and a receivable from JuboTech relating to track replacement train SBM 8001.

Note 15 Inventory Note 16 Work in progress KSEK 2009 2008 Work in progress consists of non-completed contract assignments carried out mainly by Banverket Production and the Investment Division. Material in stock 601 987 515 384 Less obsolescence -16 377 -25 985 Total 585 610 489 399 Note 18 Settlement with Government KSEK 2009 2008 Note 17 Accruals Collection KSEK 2009 2008 Reported against income heading -331 974 -214 695 Collected funds paid to non-interest-bearing flow 331 974 214 695 Prepaid rent Botniabanan AB 25 429 12 046 Liabilities/receivables relating to Collection 0 0 Prepaid maintenance contribution Inlandsbanan AB 28 000 28 000 Prepaid contract expenses Project City Line 112 171 894 Appropriation in interest-bearing flow Accrued grant income – Government 1 500 2 128 Opening balance 98 848 -412 001 Accrued fees according to network statement 231 783 172 500 Reported against appropriation 16 436 033 27 925 744 Other prepayments and accrued income 166 916 163 289 Appropriation funds added to interest account -16 640 724 -27 414 895 Total accruals 565 799 378 857 Liabilities/receivables relating to appropriations in interest-bearing flow -105 843 98 848

Note 19 Balance on interest account with Other receivables/liabilities in Government central account at Riksbanken the National Debt Office Opening balance 0 6 675 Incoming payments to non-interest-bearing flow 16 500 10 075 KSEK 2009 2008 Outgoing payments from non-interest-bearing flow -16 500 -16 750 Balance on interest account 1 271 580 574 811 Other receivables/liabilities in Government Interest account credit 1 408 600 1 407 400 central account at Riksbanken 0 0

The balance on the interest account consists entirely of appropriation funds. Total settlement with Government -105 843 98 848

Note 20­ Banverket capital Profit/loss brought Change in Net change in capital forward from capital brought as per income Total Government capital associated companies forward statement KSEK Banverket capital Book value at beginning of year 92 806 823 -882 632 299 299 11 123 392 103 346 883 Change in capital last year – grants 88 689 -33 301 82 277 -137 665 0 Change in capital last year – other 10 985 728 -10 985 728 0 Appropriations for investment during the year 9 353 043 9 353 043 Appropriations for amortisation during the year 46 335 46 335 Appropriations for shortfall Banverket capital at conversion of Banverket Production into an independent company 898 000 898 000 External funds during the year 116 711 116 711 Profit for the year from external assignments 112 594 112 594 Utilization of previous profit carried forward -380 000 -380 000 Depreciation of rail infrastructure during the year -2 390 479 -2 390 479 Profit from participations in associated companies -24 010 -24 010 Compensation for promissory note receivable transferred to Government Offices -217 800 217 800 0 Other changes to capital 0 Book value at end of year 113 234 283 -915 933 163 776 -1 403 049 111 079 076 of which external funds 10 072 033 96 908 10 168 941

77 Note 21 Provision for pensions Note 26 Guarantee undertakings

ts KSEK 2009 2008 ”Banverket and the Swedish Roads Administration issued a joint capital adequacy otes

N guarantee on 12 October 1995 to protect the equity of SVEDAB. The guarantee is Banverket has taken on a commitment to pay early retirement pensions. The out­ un not limited in time or amount. Shareholder contributions have been paid to SVEDAB

o standing commitment at the end of the year is calculated at approx. SEK 13.3 million. through the issue of payment undertakings. Opening provision 10 921 15 087

cc Banverket and the Swedish Civil Aviation Administration issued a joint capital

a + This year’s pension costs 8 495 3 386 adequacy guarantee to protect the equity of Arlandabanan Infrastructure AB. The

l - This year’s pension payments -6 124 -7 552 guarantee is not limited in time or amount.

ia Closing provision 13 293 10 921 The Government Offices have taken over the administration of the shares in SVEDAB and Arlandabanan Infrastructure AB. The decision to transfer the admi- nc

a nistration of the shares does not affect the capital adequacy guarantees issued by

n Banverket. i Note 22 Other provisions F Banverket is responsible for guaranteeing a loan taken out by Skandfast Ett HB KSEK 2009 2008 relating to leased premises in accordance with Note 27.” Provisions made relate to the following items - Provision for environmental measures -444 082 -260 437 - Provision for decommissioning, premises, etc. -45 209 -25 182 Note 27 Lease undertakings - Provision for rectification of faults at final inspection -26 531 -28 530 Banverket’s premises at Jussi Björlings Väg 2 in Borlänge have been leased for - Avsättning för gjorda garantiåtaganden -2 234 -807 a period of 25 years, until 30 March 2016. The rent agreed relates to capital - Provision for guarantee undertakings given -42 538 -5 879 ­expenditure equivalent to an acquisition value of approx. SEK 147 million. - Provision for estimated compensation to staff The agreement includes an option to purchase the premises. offered early retirement, etc. -23 500 -18 725 Total other provisions -584 094 -339 560 Forecast rent cost (KSEK) year 2010 9 000 year 2011 9 900 Note 23 Loans from the National Debt Office year 2012 10 900 Banverket’s total borrowing from the National Debt Office at the end of 2009 year 2013–2016 44 200 amounts to SEK 3,965 million. During 2009 loans of SEK 3,753 million have been raised and loans of SEK 689 million have been repaid. The loan repayments which have been made relate to Banverket Production’s fixed assets (production Note 28 Transfer amounts brought forward equipment) to be transferred, after privatisation, to the new company Infranord. In accordance with a Government decision of 18 December 2008 ­Average interest expenses during 2009 amounted to 2.28% (4.16%). The proportion - appropriations balance in excess of 3% is not utilised for appropriation 1:3 ap.1 or of variable loans at year-end amounted to 39%. for appropriation 1:16 ap.1 - the entire appropriation saving is utilised for appropriation 1:4. KSEK 2009 2008 Loans at beginning of year 900 000 12 300 000 Loans raised during the year Note 29 Change in allocation for the year - priority projects 2 600 000 1 200 000 In accordance with a Government decision of 12 February 2009, the outgoing trans- - electrical and telecom investments 700 000 1 780 000 fer amount of SEK 490 thousand of the appropriation item 36:4 ap.6 at the National - fixed assets (production equipment) 453 400 0 Debt Office has been redistributed to Banverket’s appropriation item 1:4 ap.4.3. Repayments during the year In accordance with a Government decision of 19 March 2009, the allocation of - priority projects 0 -4 438 000 appropriation item 1:4 ap.4.3 has been increased by SEK 144 000 thousand. - electrical and telecom investments, SL Grödinge -9 942 000 In accordance with a Government decision of 1 October 2009, SEK 3 000 thou- - fixed assets (production equipment) -687 900 sand has been redistributed from appropriation item 1:4 ap.3 to appropriation Loans at year-end 3 965 500 900 000 item 1:4 ap.1.2 Loan facilities granted 4 592 000 16 400 000 In accordance with a Government decision of 26 November 2009, the allocation of appropriation item 1:3 ap.1 has been increased by SEK 117 000 thousand, SEK 25 000 thousand has been redistributed from appropriation item 1:4 ap.4.4 to app- KSEK Loans Frame ropriation item 1.4 ap.2, the allocation of appropriation item 1:4 ap. 4.1 has been Interest account credit 0 1 408 600 increased by SEK 335 000 thousand, a new allocation of SEK 898 000 thousand has Loan facilities fixed assets 665 500 992 000 been made to appropriation item 1:4 ap.7 and the allocation to appropriation item Låneram övriga krediter 3 300 000 3 600 000 1:16 ap.1 has been increased by SEK 70 000 thousand.

Note 24 Other liabilities Note 30 Transfer amounts carried forward Other liabilities include leasing debts of SEK 10,567 million (year 2008 SEK 3,830 The utilisation of appropriation credit for all appropriation items is within the million). The leasing debts fall due for payment as follows. ­available credit allowance. The reported transfer amounts carried forward entails the following utilisation of disposable appropriation credits. Year Amount (KSEK) 2010 -79 213 Disposable utilised 2011-2014 -1 091 647 Appropriations appropriation appropriation Transfer 2015-2050 -9 396 447 KSEK credit credit amount 1:3 ap.1 20 081 6 242 Also included are payment commitments to SVEDAB for a conditional shareholder 1:4 ap.1.2 500 540 contribution of SEK 940,442 thousand. . 1:4 ap.2 45 100 -900 1:4 ap.3 18 700 20 531 1:4 ap.4*) 1 402 425 399 863 1:4 ap.7 44 900 Note 25 Accruals 1:16 ap.1 19 350 -19 350 KSEK 2009 2008 Total 1 551 056 -20 250 427 176 *) 1:4 ap.4 individual sub-items Accrued costs relating to employees 399 935 416 569 ap.4.1 831 500 124 555 Accrued expenditure interest 48 934 46 455 ap.4.3 533 425 -156 496 Prepaid rental income 39 980 42 696 ap.4.4 37 500 431 804 Other accrued costs/prepaid income 1 217 197 1 269 350 Unutilised grants 4 000 4 655 *Banverket disposes of the appropriation credit of appropriation item 36:4:4, Total accruals 1 710 046 1 779 725 which may be distributed over sub-items as Banverket considers appropriate ­without exceeding the total amount of the appropriation item.

78 N ote 31 Appropriation per interest account model Note 34 Number of employees and salary expenditure KSEK 2009 2008 KSEK 2009 2008 ts otes Total appropriations as per the Number of permanent employees at year-end 6 303 6 542 N Appropriation account 16 436 033 27 925 744 un

Of which men 4 954 5 177 o of which appropriation per interest account model 16 436 033 27 925 744 Of which women 1 349 1 365 Appropriation funds received on account 16 539 389 27 824 409 Payroll expenses, KSEK 2 608 448 2 605 817 cc Adjustment 101 335 -409 514 a l Liability to/claim on the National Debt Office The following remuneration (salary plus taxable benefits) have been paid to the ia relating to appropriations for this year -103 356 101 335 following persons appointed by the Government:

Minoo Akhtarzand, Director-General 1 474 913 nc

Mats Hulth, Chairman of the Board 60 000 a n

Lisa Warsén, Board Member, Deputy Chairman through 30/06/ 2009 15 000 i Note 32 Funds statement – operation, expenditure Anders Ahlgren, Board Member 30 000 F KSEK 2009 2008 Runar Brännlund, Board Member 30 000 Carina Holmgren, Board Member, Deputy Chairman as from 11/08/2009 30 000 Operational expenditure according Bengt A Hägglund, Board Member 30 000 to income statement 13 600 635 12 398 981 Katarina Kämpe, Board Member 30 000 Adjustment for items not affecting liquidity Marie S. Arwidson, Board Member 30 000 - depreciation and write-down -2 759 590 -2 620 091 - value adjustment Arlandabanan Minoo Akhtarzand serves on the Board of Sveriges Radio AB, IVA, Project Transport Infrastructure AB and SVEDAB 0 -225 2030 and Deputy Chairman of EIM (European Infrastructure Managers). Total items affecting liquidity 10 841 045 9 778 665 Mats Hulth serves on the Board of SHR Service AB, Stockholmsmässan AB, Mäss­ fast- igheter AB, Diös & Kuylenstierna AB, PAUS Presentkort AB and Svensk Turism AB. Anders Ahlgren serves on the Board of Dalarna University, Kommunernas Hus AB, Note 33 Funds statement – operation, ­Falun/Borlänge Regionen AB, Dala Energi AB, Dala Nät AB, Dala Vatten o Avfall AB, income from grants ­Gagnef Teknik AB, Gagnefbostäder AB and Gagnline Affärsutveckling AB. Carina Holmgren serves on the Board of Advokatfirman Carina Holmgren AB and KSEK 2009 2008 holmgrenhansson ADVOKATBYRÅ AB. Income from grants as per income statement 141 827 120 083 Bengt A Hägglund serves on the Board of Gillesvik AB and Lidingö Sporthandel AB. - grant funds received for investment -116 711 -88 689 Katarina Kämpe is a member of the Swedish Data Inspection Board’s supervisory council. Total income from grants for operation 25 115 31 394 Marie Schrewelius Arwidson serves on the Board of IVL Svenska Miljöinstitutet AB, Nestor AB and ICC Sweden (Swedish ICC, national committee of the International ­Chamber of Commerce).

Note 35 Relationship between the result for the year and the financial accounts

MSEK

Operations Income- Income statement Balance sheet statement Operations Transfers Investments Ex- Income Appro- Grants Income Appro- Capitalised Appro- Grants Loans penses and grants priations paid priations net priations Railway development New investment 12 664 1 070 933 251 206 206 11 388 7 727 117 3 544 Total 12 664 1 070 933 251 206 0 206 11 388 7 727 117 3 544 Delivering train paths Operational management 705 705 705 Traffic planning 123 123 123 Direct maintenance expenses 2 644 2 641 685 1 956 4 4 Indirect operational and maintenance expenses 1 150 1 150 1 150 Other 63 63 63 Reinvestments 1 940 48 48 0 1 892 1 626 266 Total 6 625 4 730 733 3 997 4 0 4 1 892 1 626 0 266

Sectoral duties and exercise of authority Overriding sectoral activities 181 181 18 163 0 Research, development and demonstration 74 49 49 25 25 Timetabling and track provision 5 5 5 Grant to the Inland Line 112 0 0 112 112 Payment to the Öresund Consortium 325 325 325 Contingency 20 20 20 0 Total 717 580 38 542 137 0 137 0 0 0 0 External assignment work 3 550 3 437 3 550 Administration 799 799 9 790

Total operation 24 355 10 616 5 263 5 580 347 0 347 13 280 9 353 117 3 810

Other items affecting income statement and balance sheet Other sales 36 36 Interest, etc. 423 49 374 Depreciation rail infrastructure 2 390 Appropriation for amortisation 47 Appropriation capital payment promissory note receivable 218 Appropriation settlement, capital injection 898 Surplus utilised -380 Other financial items 113 113 0 Interest on payment undertaking 24 Total income statement and balance sheet 13 602 5 461 6 737 347 0 347 13 280 9 353 117 3 810 Net change in capital for the year -1 404 0 79 t r Signing of the Annual Report po l re

a Borlänge, 17 February 2010 We certify that the annual accounts provide a true and fair picture of the results of the operation, as well as of costs, income and nnu the financial position of the authority. We also find that the internal management and control of the authority are satisfactory. he a g of t n i n

sig Mats Hulth Minoo Akhtarzand Carina Holmgren Chairman Director-General

Marie S. Arwidson Katarina Kämpe Anders Ahlgren

Runar Brännlund Bengt A Hägglund

80 t Auditor’s Report r po s re

4 March 2010 r’ dito Auditor’s Report for Banverket Au The Swedish National Audit Office (Riksrevisionen) has audited Banverket’s annual ­accounts, dated 17 February 2010, for the 2009 financial year. The management of the Administration is responsible for ensuring that operations are run efficiently and in accordance with its statutes. This responsibility includes sub- mitting to the Government a reliable report on the operations in the annual accounts. It is the responsibility of the National Audit Office to examine the Administration’s ­annual accounts in accordance with generally accepted auditing practice in Sweden. The purpose of this audit is to assess whether the accounts are reliable and whether the accounting records provide a true and fair description, as well as to examine whether the administration by the management complies with applicable regulations and particular decisions. The audit has been conducted in accordance with generally accepted auditing practice. This means that the audit has been planned and carried out with the aim of acquiring a reasonable basis for assessing whether the annual accounts provide a true and fair ­description. Our audit has therefore concerned a selection of important transactions and administrative decisions. We consider that our audit provides a reasonable basis for the following statement. The annual accounts have been prepared in accordance with the ordinance on annual accounts and budget documentation, the official document regarding appropriations and other decisions affecting the Administration. The National Audit Office is of the opinion that the annual accounts give a true and fair description in all essential respects. The responsible auditor Leif Lundin reached the decision in this matter. The assign­ ment manager Anders Lexner submitted the report.

Leif Lundin Anders Lexner

81 s r Board of Directors to rec r d of di oa B

Mats Hulth Minoo Akhtarzand Carina Holmgren Anders Ahlgren Chairman Director-General Lawyer, Fylgia Municipal Commissioner, MD, Sveriges Hotell- och Gagnef Municipality ­Restaurangföretagare

Runar Brännlund Katarina Kämpe Marie S. Arwidson Bengt A Hägglund Professor, Umeå University Head of Information, Swedish MD, Swedish Forest Industries Company Director Post and Telecom Agency Federation

Gunnar Larsson Sören Svensson Jerk Wiktorsson Staff representative Staff representative Staff representative SEKO SACO ST

The staff representatives are not members of Banverket’s Board of Directors, but are entitled to attend Board meetings and to express their views on all matters brought before the Board.

82 u p

Management Group o r g

t m en e ag n ma

Minoo Akhtarzand Björn Östlund Lotta Brändström Ingemar Frej Director-General Deputy Director-General Head of Investment Division Head of Expert and Head of Operations Division Development Division

Mathias Persson Gunilla Ejefors-Lublin Charlotta Lindmark Bo Wikström Head of Business Support Unit Head of Human Resources Chief Legal Officer Financial Director

Katarina Norén Hans Ring Louise Melander Head of Market and International Director and CIO Director of Communications Planning Unit

83 84 Mål och resultat Tillgängligt transportsystem 781 85 Borlänge, Sweden Tel: +46 (0) 774 44 50 50 www.banverket.se

Care of Haus. Edita Västra Aros, 2010